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PACIFIC

mARine

R€VI€W

JANUARY 1940

U.S. MARITIME
COMMISSION
WEST COAST
SHIPBUILDING

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Official Organ

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Steamship Association

Shipowners Association
of the Pacific Coast

PRCIFIC

mnRine
Review

499866

Contents- January, 1940

Editorial Comment:

Prospect ;ind Retrospect 35

The United States Maritime Commission's West Coast

Shipbuilding Program 36

Union Plant, Shipbuilding Division of Bethlehem Steel

Co., Inc 42

Revival of Shipbuilding in Southern California Yards 46

Moore Dry Dock Company Makes Remarkable Hull

Construction Records 50

Renewal of Shipbuilding on Puget Sound 54

South San Francisco Again Building Ships 58

General Engineering 8C Dry Dock Co 62

Your Problems Answered 64

By "The Chief."

Steady As You Go! 67

Marine Turbines to Deliver 8500 S.H.P. at 85 r.p.m 69

Care of Cargo at Sea on New Export Cargo Liners 70

A Weil-Balanced Tug Design 72

Modern Feed Pumps for High-Pressure Marine Boilers 75

On the Ways 77

Latest News from American Shipyards.

1939 Marine Electrical Developments 88

By H. C. Coleman.

Building in American Yards 90

Miscellaneous: Engineers" Licenses for November, 66; Deck Offi-
cers' Licenses for November, 68; 19.^9 G. E. Progress, by Guy
Bartlett, 74; A Stronger — Yet Lighter — Cargo Winch, 76;
Gantry-Mounted Shipyard Revolvers, 76; Literature of the
Industry, 80 and 96; New Sperry Headquarters, SO; Instruc-
tion in Visual Signaling, 81; Group Insurance, 81; Bureau
Studies Welding, 81; C-2 Clipper Sponsors, 82,

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President and Publisher

B. N. DeRochie

Assistant Publisher

Paul Faulkner

Advertising Manager

Alexander J. Dickie

Editor

F. Dryden Moore

Assistant Editor

PACIFIC MARINE REVIEW

January, 1940

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VOLUME 37
No. I

PACIFIC

mflRinE
Review

JANUARY
1940

Pnjo^/pject cumA (let/vo4/pject

Entering 1940, Pacific Marine Review tenders
to all readers its best wishes for a happy and pros-
perous New Year.

This is the beginning of our 37th year of service
to the Pacific American merchant marine. During
these almost four decades,
both the merchant marine and
ourselves have grown to a
stature that would hardly have
been predictable from that
small one-room office on a
Seattle waterfront pier in 1904,

A certain great poet-philos-
opher once said, "I looked be-
hind to find my past, and lo!
it had gone before." Taking
this quotation as a basis for
our prospective thinking in
this first month of 1940, we of
the Pacific Coast may well take
courage and go on to greater
achievements in the decades
ahead.

There have been many oc-
casions during the past forty
years when men of experience
in merchant marine affairs
looked with despair on the fu-
ture of the Pacific American
merchant marine; when labor

troubles, foreign competition and natural catastro-
phes have had us down and almost out. Yet here
we are at the beginning of 1940, stronger, more
virile and more eagerly looking forward than at
any other period during this century.

As we look over the world todav, we are ini-

Piiriiii,' recent months yun have eii-
fiaijed ill a hiii(/ series of acts of brav-
ery. I iidiffereiit to personal safety in
the face of others' distress, you have
sa7\-d more than 800 lives ut sea. In
e.vteiidiiii/ Christinas tireetiiif/s lo you,
it seems lo iiie that these stirriinj e.v-
ainples of man's hiimanit\ to man
should he cm phasi.:ed. The liope is
expressed that duriiuj comiiuj months
more and more iiicn in all countries
may he animated by such unselfish im-
f'ulses lo the end that another Christ-
mas may not make a mockery of peace
oil earth, ijood n'ill lozvard men.

E. S. LAND,
Chairman

Viiited .S'tates .Maritime Commission

pressed with the fact that the United States is the
only nation possessing a large merchant fleet that
is entirely free to develop new commercial connec-
tions in international trade. This is a great oppor-
tiuiity, and many of our ship operators are already
taking advantage thereof.

There is also an opportunity
just now to sell old and laid-up
tonnage advantageously. Every
nation at war needs ships for
many purposes, and is willing
to pay far more than scrap
value for old hulls. This op-
portunity also is being em-
braced by many shipowners.

Shipbuilding on the Pacific
Coast has now a good start,
with contracts for twenty-
three fine cargo vessels. All
indications point to a ten- to
fifteen-year period of great ac-
tivity in American shipbuild-
ing. Actual commercial con-
struction and contracts in
American yards on January 1
is well over a million gross
tons. This is the greatest total
we have ever had, except in
the war - construction period
under the United States
Shipping Board. That this total annual con-
struction will probably remain at ap[)roximately
this level for several years ahead, and then taper
off very gradually, if at all, sboidd be a most
happy New Year prospect for the Pacific Coast
shipbuilder.

ADMIRAL EMORY S. LAND
Chairman, LJ. S. Maritime Commission

All I'etleral liureau>, and jiarticu-
iarly those dealing directly with Amer-
ican industries, are suhject to sectional
pressure and to accusation of sectional
favoritism. In this the Maritime Com-
mission has heen no cxce])tion. L'nlike
its j)redecessor, tlic L'. S. Sliippin;^
r>oard, there was no |)ro\ision made-
for sectional rei)re;entation in the cre-
ating ret, nor at the time of this act
was there existing an\' international
emergency requiring great hate in
ship construction.

The I'resiflent took jdenty of lime

JAMES I liA IKS
Dir., Tech. Div., U. S M.iriirme Commission

Maritime Com
West Coast

lie fore appointing a permanent Com-
mission, and the Commission took
pk-nty <jf time to study the l1rohlem■^
connected with the construction of a
new tleet. When a definite program of
replacement had been decided, the
Connnission proceeded cautiously td
M)und out the possible operators of
tliese ships with tentative standard de-
signs for several types of cargo and
]iassenger-cargo vessels. Then bids
were called from shipyards, and con-
tracts let with great care. The Com-
missifm was feeling its way into the
program, and soon the shipyards ot
the .\tlantic Coast began to bum with
acti\ ily.

."^-teps by which this actual construc-
tion was approached are interesting, as
developed in the following sketchy
account of the history of the Commis-
sion and of its Technical Division.

Origin of Commission

The L nited States Maritime Com-
mission was created under the Mer-

A distinguished riveting gang
drove the first rivet at keel lay-
ing of first ship in Maritime
Commission's Pacific Coast ship-
huilding program at Moore Dry
Dock Co. yard. March 18, 1939.
Left to right, David Currier,
chief inspector. Maritime Com-
mission; H. E. Frick, operating
manager, American President
Lines; Reginald Laughlin, gen-
eral counsel, American President
Lines; and E. C. Mausshardt, Pa-
cific Coast operating manager,
\J. S. Maritime Commission.

chant Marine i\cl. l''.Vi, "id further
ibc ilevelopmenl and maintenance of
an adec|uate and well-balanced Amer-
ican merchant marine, to ])romote the
commerce of the United .Slates, to aid
in the national defense, to repeal cer-
tain former legislation, and for other
pur])oses."

.SJiortK' after President Roosevelt
signed the Act, he appointed a tem-
porarv three-man Commission, consist-
ing of Admiral Henry A. Wiley, chair-
man, Admiral Montgomery Taylor,
and George Landick, Jr. This Com-
mission organized the Martime Com-
mission and took over the work of the
former United States Ship])ing Board
I^.ureau, in accordance with the pro-
visions of the Act.

Iv'irl\- in 1937 the |)resident ap-
|iointed the members of the permanent
Maritime Commission, consisting of
five men, as provided for in the Act.
Joseph r. Kennedy was appointed
chairman, and .Kdmiral l'".mory .S.
Land, Admiral Henry .\. W'ilev,

P A C r I' I C M A K 1 N I-; B K V I E W

• •

mission s

Shipbuilding

Thomas M. Woodward and E. C.
Moran, Jr., commissioners. Later, Mr.
Kennedy was appointed United States
ambassador to Great Britain, and Ad-
miral Land succeeded him as chair-
man. Max O'Rell Truitt, who had been
general counsel of the Commission,
was selected by the President as com-
missioner, to fill the vacancy caused
by Mr. Kennedy's resignation.

Shipping Survey

The first major act of the Commis-
sion was to determine, by a survey of
the shipping situation, the types and
kinds of ships required to replace the
existing tonnage. As a result, the Com-
mission established a definite program
to build 500 ships within a period of
ten years.

Admiral Land, late in 1937, follow-
ing his appointment as chairman, se-
lected Commander Howard L. Vick-
ery (CC), U. S. N., at that time on
duty as head of the War Plans Unit
in the Bureau of Construction and Re-
pair, Navy Department, to come to
the Commission as his senior assistant
for the purpose of organizing a techni-
cal division.

Upon his arrival at the Commission,
Commander Vickery found that the
technical work was being performed
by W. G. Esmond, naval architect, and
J. E. Schmeltzer, marine engineer,
with only three assistants.

Under Commander Vickery's direc-
tion a Technical Division was set up,
with James L. Bates (formerly in
charge of Preliminary Design, Bureau
of Construction and Repair, Navy De-
partment) as director, and J. E.
.Schmeltzer as assistant director and
chief engineer. Various sections were
formed, as follows :

Hull Plan Approval & Scientific
Section — Headed by W. G. Esmond.

Engineering Plan Approval Section
— Headed by A. C. Rohn.

Engineering, Scientific, Preliminary
Design & Specifications .Section —
Headed by C. W. Flesher.

Hull Final Design Section — Headed
by P. B. Brill.

Construction Section — Headed by
L. R. Sanford.

Performance Section — Headed by
W. E. Thau.

Materials Section — Headed by E. L.
Easier.

Hull Preliminary Design Branch —
Headed by L J. Wanless.

Clerical Section — Headed by B. F.
Carter.

The first important act of the Com-
mission afifecting the Technical Divi-
sion was the signing of a contract with
the Newport News Shipbuilding &
Dry Dock Co. of Newport News, Vir-
ginia, for the building of the S.S.
America. Immediately following this
was the contract with the Standard
Oil Company of New Jersey for
twelve twin-screw naval defense
tankers.

The Technical Division in the mean-
time was preparing designs for its C-2
type cargo vessels, on which the first
bids were received February 1, 1938.

Tremendous Work Done

.Since the Technical Division was or-
ganized, contracts have been awarded
covering a total of 141 vessels, of
which 111 have been to the Commis-
sion's own designs and 30 to designs
prepared by private naval architects.
The designs of jirivate naval archi-
tects are examined and apjiroved by
the Technical Division before con-

COMDR. H. L. VICKERY (CC.)
Senior Asst. to Chairman, U. S. Maritime Com.

tracts for construction of the vessels
can be started. All of the working
plans of the Commission's C-1, C-2,
and Q-Z type vessels are examined and
approved before any construction
work is done. The Construction Sec-
tion of the Technical Division has in-
sjiectors at the various shipyards for
the purpose of inspecting and check-
ing on the construction work being
done there for the Commission.

Materials entering into the shiji
construction are prescribed and tested
by the Materials Section of the Divi-
sion.

I. E. SCHMELTZER
Asst. Dir., Tech. Div., U. S. Maritime Com.

JANUARY, 1940

^lt^ ^eoluUoai 2>liMd404t ol Uia

G. H. EASTON W. G. ESMOND P. B. BRILL

Dir., Trial Boards. U. S. Maritime Com. Chief, Hull Plan App. & Scientific Sec., USMC Chief, Hull Final Design Section, USMC

The Clerical Section handles all the
plans and correspondence of the Tech-
nical Division, and some idea of the
volume of the work of this section
may be gathered from the fact that the
Technical Division acts on over 2,000
working detail plans per month.

The Performance Section is charged
with the responsibility of seeing that
the ship and its machiner}' functions
as the Technical Division intended it
should, and to gather professional data
for the improvement of future designs.

Work performed by the Technical
Division is tremendous. During the
two years of its existence, the experts
connected with this department have

developed preliminary and final plans
for : nine types of cargo carriers ; two
types of cargo-passenger vessels ; and
one type of large transpacific passen-
ger liner. In addition to this develop-
ment work, the Division has : checked
carefully many proposed design plans
for private owners ; tested all mate-
rials going into construction of some
141 ships ; held performance trials on
some 21 vessels; and checked working
detail drawings on all of these vessels.
When we consider the volume and
the character of this work, and realize
that it has been done so carefully that
every ship so far tested has exceeded
the calculated speed on normal shaft

horsepower, and that one type has pro-
duced a world record on fuel economy,
we must salute the Technical Division
of the U. S. Maritime Commission for
its splendid achievement.

Pacific Coast Program

Much criticism has been directed at
the Maritime Commission and its
Technical Division for alleged failure
to recognize the existence of the ship-
building industry on the Pacific Coast.
Much political pressure has been ap-
plied and publicity exerted to force
some of the shipbuilding effort to the
Western seaboard. The Technical Di-
vision has never, so far as we are

Artist - conception of (

-.iiinicr, four of which are now building at Moore Dry Dock Co.

PACIFIC M .\ R I N E REVIEW

^. S. MoAdtUfi^ Q(unmiM44Ut —

ARTHUR C. ROHN
Chief, Eng. Plan Approval Sec., USMC

C. W. FLESHER
Chief, Eng. Scientific & Spec. Section, USMC

L. R. SANFORD
Chief, Construction Section, USMC

aware, taken any troulile to answer
these criticisms. Since Pacific Marine
Review has somewhat participated as
a critic, we are now going to appeal to
the record, which shows that the Com-
mission has been quite impartial in the
matter of contracts.

First of the series of 141 ships that
comprise the fleet constructed, under
construction, or under contract to date,
is the U. S. Lines' steamer America,
authorized by contract dated October
21. 1937.

Next bit of work appearing on the
record is the 12 national-defense fea-
ture tankers ordered through Stan-
dard Oil Company of New Jersey.
These bear the date Januarj' 3, 1938.

Then comes a group of C-2 type
cargo vessels contracted in May and
June, 1938, followed by a group of
C-3 type in November and December,
1938,' and in January, 1939. The Jan-
uary, 1939, contract was for two C-3
cargo carriers to be built by the Moore
Dry Dock Company of Oakland. The
first of these vessels at Moore's yard
is Hull Number 51 on the Maritime
Commission books.

Since no shipyard on the F'acific
Coast was ready to undertake the
America or the twelve tankers, and
since six of the re.st of the fifty-one
hulls were built for private ship oper-
ating firms who sat in on awards, it is
apparent that there were thirty ves-
sels awarded to Atlantic Coast yards
before the first Pacific Coast award.

As we look hack now on the great

deluge of oratory and publicity on this
matter, it seems as if there must have
been hundreds of contracts given to
Eastern yards, and that these yards
must have been busy for years before
we of the West Coast were even
thought of by the Commission. Yet
there is the record in cold figures ;
thirty vessels contracted for and a
nine-months' period of time from the
first Atlantic Coast job to the first
Pacific Coast contract.

The first contract, at the end of a
little more than a year after the Tech-
nical Division began to function, put
Pacific Coast yards in the position of
having 6 per cent of the work author-
ized by the Commission which Pacific
Coast yards could have handled.

Accelerating Contract Rate

-Since January, 1939, the rate of con-
tracting has accelerated considerably.
Then numbering 51 total, they now
number 141. Contracts for 50 vessels
were let during 1938 ; contracts for 90
vessels were let during 1939. Of these
90 contracts, the shipbuilding yards of
the Pacific Coast received contracts
for 21 vessels, or approximately 23 per
cent of the total. This is a very en-
couraging increase in the proportion of
shijjs allotted to our West Coast yards,
and it encourages us to believe that we
shall have more of this program in the
future.

The satisfactory progress now lieing
made f)n |)resent contracts is giving the
Maritime Commission a healthv re-

spect for the ability of Pacific Coast
shipbuilders, and will undoubtedly lead
to larger commitments in the future.

Pacific Coast Contracts

Summing up the Commission's ship-
building contracts at present in force
in Pacific Coast yards, we have:

(1) The Moore Dry Dock Com-
pany, Oakland, California. This firm
leads the list in tonnage value and
prior date of first contract with four
C-3 type cargo vessels allotted to the
American President Lines' round-the-
world service. These vessels have a
total loaded displacement tonnage of
70,400, and a total contract value of
$11,221,520.

(2) Bethlehem Steel Company,
Shipbuilding Division, Union Plant,
San Francisco, California. This oldest
of Pacific Coast steel shipbuilding
plants (the old L^nion Iron Works)
has five C-1 type, steam turbine drive,
full scantling ships not yet allotted to'
any ship operator. The five vessels
total 64,375 tons loaded displacement
and $10,010,000 contract cost.

(3) Consolidated Steel Corpora-
tion, Los Angeles, Calif., a well-known
and experienced steel fabrication firm,
has four C-1 type, turbine drive, full
scantling ships. The four ships will
total 51,.5(X) tons loaded dis])lacement
and $7,560,000 contract cost.

(4) Seattle - Tacoma Shipbuildinti
Corporation, Seattle, Washington, is
combining the Todd Shipyard at Ta-
coma with the outfitting docks and

JANUARY, 1940

7«4e ^eoUnicxd 2>l<dilan o^ tUe

n

m . ^

E. E. MARTINSKY
Asst. Chief, Hull Plan Ap. 8C Scicn. Sec, USMC

I. J. WANLESS
Head, Prelim. Design Branch, USMC

EMERY L. LASIER
Chief, Materials Section, USMC

shops of the Todd Dry Docks at Se-
attle. This firm has five C-1 type,
diesel drive, full scantling cargo ves-
sels, with a total displacement tonnage
of 64,375 and a total contract cost of
$10,635,000.

(5) IVestern Pipe and Steel Com-
pany, San Francisco, Calif., operates
a large fabricating plant at South San
Francisco adjacent to a large basin
having four side-launching ways. Here
many barges and dredge hulls have
been built in recent years and many
seagoing ships during the former war
shipbuilding program. This firm has
five C-1 type, diesel drive, full scant-
ling cargo carriers, with a total dis-
placement of 64,375 tons and a total
contract cost of $10,635,000.

Widespread Benefits

The 23 vessels of this program will
aggregate 315,025 displacement ton-
nage and a value of $50,061,520. They
will use : appro.ximately 60,000 tons of
ship steel ; 14,4<X) tons of propulsion
machinery and engine room auxiliar-
ies; and 18,250 tons of equipment rig-
ging, deck machinery, wiring, piping
and other items. The total weight of
the material and equipment worked
into these vessels will be 95,920 tons.

This material and equipment will
come from all parts of the United
-States. Much of it will be produced
and manufactured on the Pacific
Coast, but in the total, nearly every
state in the Union will be represented,
and in its transportation nearly every

American freight transporting method
and firm will have had a share.

Additional Plans

The Commission has under way the
plans and specifications for several
new designs, including passenger and
cargo ships and tankers. One design
which is exciting a great amount of in-
terest at present is the new liner for
the transpacific trade of the American
President Lines, on which the Com-
mission expects to ask for bids on Jan-
uary 15, 1940. This vessel will be
the largest and speediest merchant ves-
sel ever designed and built in the
United States, and will contain many
novel features of design.

The Technical Division has grown

i:. 'jr'.-^ji- ■•'■j"7:fe:!;^-;/;-hvj-3y;pimjj-i-H];Wiiii|:;.;];li>:rj;:-!-!-:^^^

Inbo. rd profile, C-I type full scantling cargo vessel. Nineteen of this type arc on order in Pacific Coast shipyards.

PACIFIC MARINE REVIEW

l4. S. Ma^Uilim Go4ii4nliUo4t —

A. DE BOUTHILLIER
Chief, Interiors & Styling Unit, USMC

W. E. THAU
Chief, Performance Section, USMC

JAMES T. GALLAGHER
Asst. Chief, Construction Section, USMC

considerably since Commander Vick-
ery organized it in 1937. In compar-
ison to five employees then, it now
has some 12i}> employees on its rolls
outside of the field force, but at that
is very much undermanned, consid-
ering the amount of work it has in
prospect and in project. Its personnel,
however, is young and enthusiastic,
and applies itself in a manner that
has resulted in meeting all schedules
on the appointed time.

The Commission has not hesitated

to pioneer in many directions, and has
attempted in its designs to take ad-
vantage of all the progressive steps
in modern engineering. At present its
designs call for steamships having
steam characteristics of 450 lb. gage
pressure and 750° F. total tempera-
ture; 1200 lb. gage pressure and 950°
F. total temperature; and 1200 lb.
gage pressure and 750° F. total tem-
perature (regenerative reheat cycle).
In addition, there are direct-drive
die.sels, two-engine-geared diesels, and

four-engine-geared diesels, with horse-
powers ranging from 4,CXX) S.H.P. to
80,000 S.H.P.

The designs of the Commission's
ships, up to the present, have resulted
in ships whose performance in every
way has been most gratifying. The
results obtained are due to good design
generally, both in hull form and ma-
chinery.

We salute the Technical Division of
the United States Maritime Commis-
sion, and congratulate them on their
great accomplishment.

" r

(••••5

^ <!..'

S. S. Scakay, one of the 12 national-defense feature fast tankers built or building under the U. S. Maritime Commission.

J .\ N L .\ R Y . 19 4 0

A. S. Gunn, general manager.

UNION PLANT,

Pioneer Pacific Coast

E. F. Essner, general superintendent. Union
Yard.

W. M. Laughton. assistant general manager.

J. T. Greany, manager of sales.

Arthur Forsier, assistant general superintend-
ent. Union Yard.

P. McLcod, general superintendent, Alameda
Yard.

T. B. Forster, general superintendent, Los
Angeles Yard.

Steel Go4niicuii44>f jne>.

Yard to Build Five C-Is

The Union Plant of Bethlehem is
the pioneer steel shipbuilding plant
of the Pacific Coast. As the Union
Iron Works, its history in the design
and building of heavy machinery runs
back to the good old days of '49. It
began to be a steel shipbuilding plant
at its present site in 1881, and for
nearly twenty years was the only steel
shipbuilding yard on the Pacific Coast
of North America. We doubt if there
is another plant in the United States
today that has a continuous history of
59 years building steel vessels.

During these ten decades, this plant
built and equipped some 336 hulls.
First of these, the Arago, was a small
coastwise freighter, delivered in 1884.
The list since includes many fine cargo
vessels, passenger liners, tankers, de-
stroyers, coast defense vessels,
cruisers, submarines, gunboats and
battleships.

.\t the peak of the Shipping Board
war-time effort the Union Plant was
working 35,000 men. During its first
two decades, this plant was the great
training .school of the Pacific Coast for
shipyard and .shop workers, marine en-
gineers and naval architects. In those
days practically everything that went

Bird's-eye view of the San
Francisco Yard of the
Union Plant of the Ship-
building Division of the
Bethlehem Steel Com-
pany, Inc. Center fore-
ground shows plate shop,
welding racks and ship
erection ways.

into the ship was designed and built at
this plant. Practically every ship that
was delivered took out graduate ap-
prentices as oilers, wipers or firemen,
and these boys soon began to : pass
their exams; get their tickets; and be-
come marine operating engineers.
Many a veteran American merchant
marine chief, many a world-famous
naval architect and many a professor
of engineering got his initial inspira-
tion at the old Union Iron Works.

Today, as the illustrations show, this
plant has been thoroughly modernized
to adapt it to the new technique in hull
fabrication and assembly. A complete
description of this reconditioning was
published in Pacific Marine Review
for October, 1938.

The Union Plant includes not only
the Potrero Works (old Union Iron
Works) but also the Hunter's Point
graving dock, the Alameda Works and
the repair yard and docks at East -San
Pedro, Los Angeles harbor. It is thus
the most extensive and complete ship-
building and ship repair plant on the
West Coast.

A. S. Gunn, general manager of the
Union Plant, joined the Union Iron
Works as a shipfitter's helper in 1893.

When the Kisdon Iron Works, an-
other pioneer San Francisco firm, de-
cided to enter shipbuilding in 1901,
Mr. Gunn went to this new yard as
foreman shipfitter. In 1911, when the
new yard was absorbed by Bethlehem,
he came back with it and was .soon
promoted assistant general manager
under the late great Joseph Tynan.
When Mr. Tynan retired in 1933, A.
S. Gunn became general manager of
the Union Plant.

Here, again, we have a unique situa-
ation among American shipyards.
\'ery few Awards can boast a chief ex-
ecutive who has come right up from
the bottom in the plant of which he is
manager. Mr. Gunn knows intimately
every pha.se of shipbuilding. From
practical experience he knows the
problems confronting every one of his
key executives, and is thus in a posi-
tion to intelligently direct the policy
and a]jpraise the effect in any given
situation.

The Shipyard

All structures, crane ways and in-
dustrial trackage in the shipyard are
so located that the material in process
of fabrication moves through the vari-

ai
T^H^iOH, Plant
ojj lietlU^U^4ft

Above, the plate yard and crane, the
plate shop and mold loft across the in-
shore end of shipbuilding ways. At
left, large plate bending rolls; and be-
low, new large press brake; both in
plate shop. These two tools are said
to be the largest of their type on the
Pacific Coast.

Below, two views in the machine shop,
featuring large special planers, boring
mills, drill presses and lathes. This shop
is notable for the lavish provision of
overhead traveling cranes of large
capacity.

<jiis shops in natural secjuence and in
as close to a straight line movement
as possible.

This is true of the line from steel
plate and shape storage racks through
the plate shop, and sub-assembly
spaces to the building ways. It is also
true of movement of material and
equipment through either the machine
shop, the forge shop, the niill-pattern-
joiner shop, or the pipe and copper
shop to either the building ways or the
outfitting docks.

Material Handling

.Ml railroad track curves are care-
fully lined up and the curvatures re-
duced to a minimum inside radius of
120 feet. All dock and yard surfaces
are graded level and surfaced with a
bituminous macadam pavement. For
surface movement of materials, a
fleet of gasoline drive tractors is used
with special trailers built to Bethlehem
design and specifications. The axles
of these trailers run in roller bearings
and the wheels are fitted with punc-
ture proof pneumatic tires. Each
trailer is designed for a load of 4,000
pounds, will take 5,000 pounds safely,
and so loaded can easily be pushed
along a level pavement by one man.

Each of the three shipbuilding ways
is .served by two 15-ton capacity over-
head cranes traveling on elevated run-
ways. By an ingenious use of 3 equal-
izer girders four cranes can be hitched
together and will handle -10 tons to
any part of the 3 ways. The elevated
runways carrying the cranes have a
length of 420 feet and a width of 86
feet between centers of runways. Ves-
sels 500 feet overall length and 65
foot beam could be built here. For
heavier weights there is a 100-ton
sheer legs at the outfitting basin.

Power Distribution

In order to make this yard inde-
pendent a complete steam power plant
has been installed in a separate power
house. Two water tube boilers are
used, each having a rated capacity of
350 horsepower and each being capable
of continuous operation under a load
of 7()() horsepower. These boilers are
equipped with Bethlehem-Dahl com-
bination gas and oil burners fitted with
automatic firing control. Normally the
burners use natural gas. If for any
reason natural gas supplv fails, the

burners can \>e changed over to oil
fuel in a few minutes.

Three air compressors with a com-
bined capacity of 1700 cubic feet of
free air per minute are installed in
this new power house.

In order to facilitate connection, in-
.spection, maintenance, and repairs, a
pipe trench of reinforced concrete was
inst.illed in a loop encircling the en-
lire yard. The various pipe lines, in-
cluding fresh and salt water, hydraulic
service, pneumatic service, natural gas
and fuel oil services, are carried on
hangers on each side of this trench.

Electric power is distributed through
panels of the large 440-volt sizes, with
several features of special design for
this installation.

Artificial lighting for the entire
plant is by lighting fixtures of the
Holophane Prismatic Reflector type.
These fixtures are installed in suffi-
cient quantity to give practical day-
light illumination over every part of
the floors in all shops, with elimina-
tion of all objectionable shadows.

Ample overhead crane capacity is
installed and in each shop the storage
of raw materials is adjacent to the
shop and arranged so that materials
may be handled into the shop and to
each tool by the system of overhead
cranes.

Notable in this respect is the large
new forge shop. Here the overhead
cranes run right out over the bloom
storage yards and deliver the blooms
direct to the furnaces.

Recognition of the trend toward
welding in ship hull assembly is evi-
dent in the rearrangement of the
Union Plant. Regulations now require
that all welders employed on either
naval or merchant marine construc-
tion shall be certified b}' the Navy De-
jiartment or the Department of Com-
merce. In order to create a supply of
such qualified welders a welding school
was started at the Potrero Works sev-
eral jears ago.

The large welding slab of heavy
steel channel construction is located
on the west side of the building ways
with ample rf)om for sub-assembly and
is served liy the elevated crane ways
alongside the ways.

There are nine 1,000-ampere, 65-
volt, multiple operator welding gen-
erator .sets installed. The entire ship-
building way superstructure is wired
for cf)nveniently-located outlets, where
portable resistor reactor houses ma\-
be plugged in to serve welders on the

job. Seventy-five of these portable re-
sistor reactor houses are kept in good
working condition. Each generator set
will supply power to 15 welders.

At the Union Plant, the plate shop
follows the usual practice as to loca-
tion and arrangement, lying across the
in.shore end of the building slips and
lieing of two-story construction, with
the mold loft and scrive board on the
upper floor.

In the trend toward welded in place
of riveted joints in ships' hulls, punch-
ing machines are becoming less impor-
tant and the plate planers more impor-
tant as plate shop tools.

Hydraulic power is used consider-
ably in this shop, and the hydraulic
pumps and accumulator are therefore
located in the shop .so as to have the
advantage of .short high-pressure lines.
All furnaces in this shop use natural
gas firing.

Notable among the tools recently in-
stalled is the huge press brake. This
tool, with a die length of 18'-8" and
a die stroke of 4 inches, has a pres-
sure rating of 900 tons maximum.
On actual tests it has bent ^" mild
steel 14 feet long to an inside radius
of 1 inch on a pres.sure of 450 tons.

Another new and very useful tool
is the Travograph with attachments.
This machine is for flame cutting
automatically to template.

Notable among the new tools in the
new forge and blacksmith shop are
the new bar shear and the two new
pneumatic, electric motor drive, self-
contained hammers. Two new box
type heat treating furnaces in this
shop are interesting. The large an-
nealing furnace has capacity to take
the largest and longest line or tail
shaft sections. Its length may be
divided in 3 by two portable partitions
and the gas firing arrangement and
control is such that any one of the
sections may be used without heating
the others or all may be used simul-
taneously with differing temperature
ranges under perfect control. The.se
furnaces were built by Bethlehem.

Thus it wall be seen that the San
Francisco Yard of the Union Plant
of the Shipbuilding Division of
Bethlehem Steel Company, Inc., is
ready to build and equip ships of
the C-1 type, and to take care of
machinerjr installation on ships of
larger sizes, the hulls of which
could be erected at the Alameda
^'ard.

.1 A N L A R ■^

D. G. He iderson, president

Three Executives

of
Consolidated Steel

/I ReulacU ojf

CONSOLIDATED STEEL
CONTRACTS TO BUILD

Alden G. Roach, vice president in charge of Shipbuilding Division

PACIFIC MARINE REVIEW

CORPORATION LTD.
FOUR C-I CARGO VESSELS

Main gateway at Consolidated plant,
Los Angeles

Consolidated Steel Corporation,
Ltd., of Los Angeles, California, have
contracted to build four C-1 cargo ves-
sels for the United States Maritime
Commission, and are well advanced on
the ])rosecuting of engineering and
construction work preparatory to the
actual fabrication and assembly of the
vessels.

The hull and engineering drawings
are being prepared by George .Shar]),
consulting ship designer, of New York
City, under the direct supervision of
W. E. SpolTord, retained by Consol-
idated as naval architect, and Captain
Harrv B. Hird, retained as chief en-
gineer.

I'^ahrication of the steel for the ships
will be i)erformed at the Los Angeles
fabricating plant, and the fabricated
steel will be hauled 1)\ truck and r;iil

\

^ff^

twelve miles to the Craig yard at Long
Beach for assembly. Prior to bidding,
arrangements were made with the
Craig Shipbuilding Company to lease
their ways, sufficient property and out-
fitting dock for assembling, launching
and outfitting the ships. Similar to
other recent shipbuilding operations,
as much prefabrication as is possible
will be done at the fabricating plant
and at the ways prior to assembly. At
present, the ways at the Craig yards
are being rehabilitated to accommo-
date construction of the vessels under
contract. These ways are side launch-
ing ways, which, during the last Euro-
pean conflict, were used for the con-
struction of submarines for the United
States Navy and 8,000-ton cargo boats
for the United States Shipping Board.
."^^Mice then the yard has launched

Lloyd Earl,

vice president,

in charge o(

production

many fine yachts, ferries and coast-
wise freight and passenger steamers.
The ways at present are serviced by a
ten-ton express gantry crane com-
pletely spanning the ways. In addition
to this crane, there is being installed a
new forty-five-ton American Hoist
Revolving Gantry Crane to handle the
heavy welded prefabricated assemblies.
A mold loft building 70 by 280 ft. has
been constructed at Consolidated's
fabrication plant in Los Angeles.

Shipbuilding Division Formed

The executive management of the
shipbuilding division is being handled
by the present executives of the com-
pany. Many of the operations in con-
nection with the shipbuilding ])roject
are so closely related^ to the present
activities of the company that it has
always been the intention of the man-
agement to absorb this new venture
into the rest of the operations as in-
timately as possible. Accordingly, no
subsidiary company was formed ;
merely a new division was set up in a
manner similar to other divisions of
the company, such as structural, ])late,
mechanical, reinforcing steel and light
shop divisions. However, the ship-
building division has been strongly
augmented by a number of men out-
standing in the field of shipbuilding.

The following are the executi\e
officers of Consolidated Steel Cor-
poration, Ltd.: D. G. Henderson,
president ; Alden G. Roach, execu-
tive vice president ; Lloyd R. Earl,
vice president.

The .Shipl)uilding Division is segre-
gated in the following manner:

Alden G. Roach, executive vice

mm

^mum-/'^

:-J^/

Above and below, four
views of Consolidated
Steel shops at Los An-
geles, Calif. Upper left,
tfie Plate Shop, featuring
assembly of tunnel forms
and gantry. Upper right.
Machine Shop assembly
bay, featuring 102" ring
seat gates for Grand Cou-
lee Dam. Lower left, pipe
spinning and curing yard.
Lower right, south end of
Weld Shop.

Center, a side launch!
the Craig yard, Li
Beach, in 1918. The ski
shown here will soon
fabricating steel for et
'ion on these ways, and I
people of Southern C
fornia will once more th
at the sight of big sh
sliding into salt water.

president, is in charge of all phases
of the Shipbuilding Division.

Lloyd R. Earl, vice president in
charge of production, is in charge of
production and operations at the
Consolidated plant and Craig yard.

R. W. Gearhart is manager of the
Control Department, supervising
purchasing, costs analysis and
schedules.

Captain C. S. McDowell, U. S.
Navy (retired), formerly engineer
officer at Mare Island, manager of the
F'earl Harbor Navy Yard at Hono-
lulu, and supervising engineer of the
200" telescope for Mt. Palomar, has
abl)' assisted in negotiations, engineer-
ing and selection of personnel.

W. E. Spofford, formerly of New-
port News Shipbuilding and Drydock
Company, and senior naval architect
with the United States Maritime Com-
mission, has been retained as naval
architect.

Captain Harry B. Hird, U. S.
Navy (retired), recently manager of
the Pearl Harbor Navy Yard at Hono-
lulu, is retained as chief engineer.

Harry N. Ghenn, former! v of
Newport News .Shipbuilding and Dry-
tlock Company, has been retained as
hull superintendent.

Edwin W. Hannay, formerly of
r.ethiehem -Shipbuilding Corporation,
has been retained to e.x[)edite fabrica-
tion and erection of ships.

George L. LaFrance, formerly of
Craig Shipbuilding Company, is in
charge of machinery installation.

Con.solidated's officials e.xpect to lay
the first keel at the Craig ways at Long
Beach about April 1, 1940. The con-
tract calls for the delivery of the first
ship fifteen months after effective date
of contract, and one ship each two
months thereafter until contract is
completed.

The C-l-BT Ships

The ships to be built under the con-
tract held by Consolidated Steel Cor-
poration, Ltd., are of the type tech-
nically known as the United States
Maritime Commission C-l-BT type.
These symbols indicate a C-1 size ves-
sel with a full scantling hull rlriven by
a steam turbine.

Specifically, this vessel will have the
general characteristics indicated be-
low :

Length overall (ap[)rox. ) 4U)'()"

Length 15. I' 395'0"

]'>eam molded 60'0"

Depth molded S. D 37'6"

Draft molded loaded 27'6"

Deck height, 2nd to shelter... 9'6"

Deck height, 3d to 2nd 10'6"

Sea speed, loaded 14 knots

S.H.P. normal 4,000

Crew, normal 43

Passenger capacity 8

Gross measurement 6,750 tons

Net measurement 2,820 tons

Weights : Hull steel 2,365 tons

Outfit 767 tons

Engineering 500 tons

Margin 168 tons

Total built weight 3,800 tons

Fuel oil 889 tons

Crew and stores 35 tons

Fresh water 336 tons

Deadweight cargo 7,815 tons

Loaded displacement ...12,875 tons
Bale cubic capacity .450,146 cu. ft.

Machinery and Equipment

The propulsion machinery will in-
clude two Babcock and Wilcox marine
type water tube boilers, burning oil
under forced draft and delivering
steam at 450 pound gage pressure anrl
750° F. temperature to a Westing-
house cross compound, double reduc-
tion gear marine turbine which, on
normal rating, will deliver 4,CX50 shaft
horsepower at 90 r.p.m. of the single
screw pro])eller shaft. The turbines are
to be capable of continuous operation
at 10 per cent overload and two hours'
operation at 25 per cent overload. Two
Westinghouse steam turbine generat-
ing sets each of 250 K.W. capacity
will furnish electric power for the
auxiliaries. It is expected that the fuel
consumption at 14 knots sea speed will
approximate 166 barrels per 24 hours.
Complete fire detection and extin-
guishing system will cover all cargo
spaces. All furniture, partitions and
joiner work in passenger and crew ac-
commodations is to be of incombustible
material.

The galley is a modern streamline
kitchen, trimmed in stainless steel,
fitted with sanitary tile floor, and
etiuipped with all the latest electric
cooking and culinary gadgets.

Some of the major items with
which these vessels will be etpiippeii
are as folkjws :

Boilers: Babcock &■ Wilcox Com-
pany.

Turbines and Generators : Westing-
house bllectric & Mfg. Co.

Pumps; Worthington Pump Ik Ma-
chinery Cor]i.

Electric Motors: Westinghouse and
General Electric.

Propellers: Doran Comjjany.

Evaporators and Distillers : Davis
Engineering Company.

Shafting: Bethlehem .Steel Com-
pany.

Pipe, \ alves and bittings : Crane
Company.

Steel Castings: Columbia .Steel.

Anchors and Chains: Columbia
Steel.

Steering Mechanism: Lidgerwood
Manufacturing Company.

Electric Cable : General Cable Cor-
poration.

Windlass, Capstans, and Cargo
Winches : American Hoist & Derrick
Company.

Life Boats: W'elin Davit & Boat Co.

Three phases i.l .1 s'lle Liiiiuliini; ..( il.i- ti.iii;

yard. Long Beach, during the hectic days of

1918.

J A N U .4 R Y . 19 4 0

Made by

Joseph A. Moore,

president,

and

Harry Fawke,

superinendent of hull

construction,

Moore Dry Dock Company

Sea Star as she will appear when finished.

Moore Dry Dock Company

On Maritime Commission C-js

On December 22 the Moore Dry
Dock Company of Oakland launched
their second C-3 cargo carrier for the
Maritime Commission. This vessel was
christened Sea Star. Her sister, Sea
Arrow, was launched from the same
ways on September 15, and the keel
of Sea Star was laid September 19.
Sixty-three working days thereafter.
Sea Star was ready for launching.

This type of record shows very fine
coordination and cooperation between
management, materials and men on the
job. To do this job of work in this
space of time means that every diffi-
culty has been ironed out by a master
of diplomacy and tact who knows ship
construction from the keel up. It
means also that the flow of materials
and the disposition of the personnel
have been coordinated with great skill
and splendid patience.

The answer to the question, "What
makes things click at Moore's yard?"
lies chiefly in two personalities, Joseph
A. Moore, president of the firm, and
Harry Fawke, its superintendent of
hull construction. For thirty-three
years these two men have worked to-
gether as shipbuilders. Their mutual
respect and cooperative skill have

grown continuously during those three
decades.

This compatability is well illustrated
by the story of the final selection of
the launching date for Sea Star. The
date had been set for December 29
after a consultation between the heads
of the firm. A few days later, Harry
Fawke, meeting Mr. Moore in the
yard, said to him, "Joe, I don't like
your launching date."

"Why not?" said Mr. Moore.

"Well," said Mr. Fawke, "I've got
to go down and have Christmas with
my family in Arizona, and I just don't
think I could do it comfortably unless
that ship is in the water before I go."

"Can you have her ready a week
earlier?" asked Mr. Moore.

"Sure!" opined Harry; "very
easily."

"All right," agreed Mr. Moore ;
"we'll make it the 22nd."

And that's the way they have been
getting along for thirty-three years.

The shi])building record of those
three decades is an impressive one.
Sea Star is Hull Number 196. In-
cluded in this number series are fer-
ries, dredge hulls, barges, bridge cais-
sons, cargo carriers, tankers. The list

includes the largest cargo carriers and
the finest ferries ever built on the Pa-
cific Coast, and the largest bridge
caisson ever built by a shipyard.

As the Moore Shipbuilding Com-
pany, this firm built many large cargo
carriers for the U. S. Shipping Board,
and during that shipbuilding boom
period this firm was operating eight
shipbuilding ways. Three of these
ways were 600 feet in length, and the
company was ready to bid on any ves-
.sel then under contemplation by the
U. S. .Shipping Board or by the U. S.
Navy.

At the peak, the Moore -Shipbuilding
Company had over 13, OCX) men on the
pay roll.' On December 20, 1919, this
yard staged a world's record in ship
launchings by putting overboard six
large vessels in 52 minutes. These
comprised three tankers, each of 10,-
(XX) tons deadweight capacity, and
three cargo vessels, each of 9,400 tons
deadweight capacit)'.

During the twelve calendar months
of 1919 the Moore Shipbuilding Com-
pany delivered to the U. .S. .Shi])ping
Board 13 vessels, with an aggregated
deadweight tonnage capacity of 122,-
<S(X) tons.

JANUARY, 1940

In ihe five years from 1917 to 1921,
inclusive, this yard expanded from a
one way, one dockyard, to a plant with
eight building ways, three floating
docks, two marine railways and ade-
quate shops, and during this expansion
period delivered sixty-two hulls, ag-
gregating 563,755 tons of deadweight
capacity.

So much for their past historj', to
show that records for ship steel fabri-
cation and erection are not new to the
Moore shipyard, but are naturally in-
herent to the organization which oper-
ates that plant.

Of course, there are many other key
men in the Moore organization to
whom great credit is due for the fine
work being done in that yard. How-
ever, the.se men are all in the key spots
because they cooperate 100 per cent
with the big cooperators, Joe and
Harry, and so the work all flows
swiftly and smoothly to its appointed
end, and the job is turned out in rec-
ord time.

Even this whole-hearted coopera-
tion would be of little avail in produc-
ing records in modern shipbuilding
were it not for the skill with which the
layout of the Moore shipbuilding facil-
ities was planned and the great care
given to supply adequate equipment
for all the necessary operations.

After Moore executives had care-
fully surveyed the modern technique
of ship erection by large welded as-
semblies as practiced in Atlantic Coast
shipyards, they were impressed with
the value to this method of large open
space close to the erecting ways for
welding operations. Consequently, the
new building way was designed with
portal gantry trackage on both sides
and located in the center of a large
open space. This layout allows simul-
taneous welding of several large as-
semblies, and continuous and efficient
u.se of several large gantry cranes.

We have already described in these
columns the Unionmelt welding pro-
cess as used in this yard. The welding
racks on each side of the erecting
ways are supplied with numerous out-
lets for welding sets to supply the
proi)er current to these automatic
welding machines. On these racks both
flame cutting and welding operations
are carried out with machine pre-
cision, and the crane service is such
that welded complete bulkhead or in-
ner bottom assemblies weighing from
25 to 45 tons are spotted with pre-

cision and tack welded to the erected
hull in less time than it takes to tell
about it.

Prior to taking the contract for
these vessels, Moore Dry Dock Com-
pany had built and equipped the finest
steel fabrication shop on the Pacific
Coast. The automatic duplication mul-
tiple punches installed in this shop
have been very advantageously used in
duplicate work on ships' plates and
shapes.

The tools in the already well-
ef|uipped machine shop have been sup-
plemented by the installation of mod-
ern heavy boring mills, lalhes and
planers.

The plate shop, the mold loft, the
bending slabs and their furnaces, the
blacksmith shop, the pipe shop, the
coppersmith shop, the pattern and
joiner shop and the brass foundry are
all well equipped and efficiently func-
tioning factors in this record-breaking
establishment.

There are many noted iron found-
ries in the .San Francisco Bay area,
and the Columbia Steel division of the
U. S. Steel Corporation is tops in pro-
ducing large steel castings, such as the
stem and stern frames of these large
cargo carriers.

So the Moore Dry Dock Company,
equipped and organized, is again mak-
ing Pacific Coast shipbuilding history.

The good ship Sea Arrow is con-
siderably ahead of her schedule, and
is now waiting for machinery deliv-
eries.

Above, stem view of Sea Star ready for
launching. Note the beautifully-molded run
aft. Apparently her oil burners need adjust-
ment.

Below, a view in the structural steel shop at
Moore's showing the big automatic spacing
punch busy on bottom shell plating for the
Sea Star.

J A N U A R -i , 19 4 0

Seattle - Tacoma
Great Shipyard

R. J. LAMONT

PneAident,

and

WALTER L. GREEN

Vice Pne4^ide*d and QeneAol Manacf£^
Seattle-Tdcomd Shipbuilding Corp.

0^ Pi4Xfei S0444iJl

Shipbuilding Corporation's
To Be Completed February 1st

By CHARLES F. A. MANN

U. S. scout cruiser Omaha, built by Todd's

Tacoma yard in 1921, was speed champion

in her class.

With less than ten weeks elapsed
lime between the pouring of footing
blocks and leveling operations on the
outer end of the historic site of the
former huge Todd shipyard at Ta-
coma, to finished shipyard, somewhat
of a record in construction projects
has been made at the new plant of the
Seattle-Tacoma Shipbuilding Corp.

Since the completion of the South-
ern I'acific steamer Bienville in 1924,
the World War Todd plant at Tacoma
has become a huge industrial district.
Two large California oil companies
and a great electrochemical plant oc-
cu[)y one rim of the tract. The vast
mold loft building used for war-time
shi]) layouts became a factor}' located
just west of the world's largest door
factory. However, the prize section of
the whole Todd tract, lying at the ex-
treme outer end of the land, between
Hylebos and -Sitkuni waterway, com-
prising about 70 acres of dry land and
about the same acreage of hard tide-
land, has been permanently reserved
for the new Todd-sponsored shipyard.
Water 300 feet deep just a .ship's
length from the end of the new 500-
ft. building ways, with V/i miles of
open sound beyond, provide an ideal
site for a great steel shi])yaril.

The new Seattle-Tacoma yard is
headed by R. J. Lamont, able i)resi-
dt-nt of the Todd-Seattle Drydocks,
Inc., a unit of Todd .Shipvard C"<)ri).

J. A. MacEachern, of General Con-
struction Co., is vice-president. Gen-
eral Construction tindertook to build
the entire shipyard at Tacoma in less
than 90 days, and at the time of writ-
ing this (January 5) there are over
450 men at work rushing the plant to
completion well inside the time limit.
The entire tract has been fenced;
every piece of water, compressed air
and steam pijjing, and all A. C. and
D. C. electric wiring and telephone
conduit have been placed underground,
with convenient surface outlets. A mile
of broad roadway within the plant is
being paved with heavy asphaltic con-
crete laid on a thick crushed rock mat.
These preparations are of great inter-
est, as indicating a permanent set-up
that does not bode early closing.

Construction of the buildings has
been done entirely with heavy Douglas
iir timbers, using the latest types of
timber trusses, developed to increase
the unsupported spans. Use of wood is
natural at Tacoma, because of the
heavy clears that are selected from 14
lumber mills b_v a centralized purchas-
ing agency and delivered as needed
for each j)hase of the job.

I-'irst building to be completed was
the mold loft-shop-storeroom building.
This is 130 x 260 feet in overall size,
two stories high. A curved Summer-
I'ell trussed roof, entirely of wood,
gi\es a ck-ar width in the mold loft

of 130 feet and the full length of 260
feet, with extremely shallow roof
trusses. The entire building is pro-
tected with .sprinkler system, and is
lighted by floodlights every 15 feet. A
heavy tongue and grooved floor laid on
a 45-degree angle gives a smooth lay-
out surface for the patterns, both hard
and verv light-colored. The lower floor
of this building is given over to store-
rooms, general .shops for the pipe fit-
ters, electricians, riggers and machin-
ists, and large locker space for em-
ployees. Dunham hot water units with
electric fan circulation are used to
heat the entire structure. The building
has an easy ramp leading to the second
floor, and is painted a green-gray color
that will not turn chalky. The Parker
Painting Company, contractors for
painting Tacoma Narrows Bridge, has
the contract for painting the buildings
in the yard.

.\ small building to the North of the
main grou]) houses the oil-fired auto-
matic hot water heating plant.

.\ large 2-story office building has
been moved from ,'^eattle via barge and
set up on new concrete foundations.
This office structure was finished Jan-
uary 5, and the staft' moved in from
."Seattle and New York Januar}' 8.
.Across the main entrance roadway to
the West is the steel fabrication build-
ing layout. One s])ace is 50 x 2(X) feet,
and there are four fabricating bays

JANUARY, 1940

Three views showing remarkable ■
progress made by the General
Construction Co., who undertook
to complete this entire shipyard
in 90 days. Upper, a general
view, showing huge mold loft
and shop building at left, skele-
ton of plate shop at right, crane
track foundation center fore-
ground, and inshore comer of
No. 1 way at lower right comer.
Left, a close-up of mold loft.
Bottom, general view of water-
front, showing inshore end of
two ways, unfinished crane piers,
and, in foreground, welding fab-
rication platform.

K|

■ ' -■''iv

each 50 x 150 feet. An indoor assem-
bly platform 80 x 360 ft. is provided
with overhead cranes throughout. All
machinery for handling steel plates
rests on concrete overlaying deep-
driven piling.

Directly in front of the steel shed
are the first two shipways, two ways
each nearly 500 feet long with a crane-
way between.

The ways are entirely open, due to
favorable climatic condition prevailing
throughout the year, and between the
upper end of the ways and the steel
fabrication building is an outdoor as-
sembly platform 80 x 360 ft. Three
Clyde 40-ton Whirley cranes operate
on the tracks between the shipways.

While only two ways are to be used
to start off construction of the first
5 C-1 full scantling ships, provision
for ten more ways can be arranged
later if necessary.

The original reinforced concrete
power substation, built in 1917, alone
remains as the survivor of 1930 wreck-
ing operations. This heavy building is
34 X 42 feet, and will have two 300-
KV'A motor generator .sets for direct
current {)Ower for the Whirley cranes
and cranes in the steel shed. Capacity
for 2,500 KVA is provided.

Electric power is provided by Ta-
coma's municipal system at 3,000 volts
A. C. Electric power will be important
in this yard, as the majority of the
joints in these ships will be electrically
welded. To begin with, thirty 300-amp.
portable welding sets and six Union-
melt automatic welders of the latest
design have been ordered.

Provision has been made to handle
steel via rail or water.

The plant is equipped to turn out
finished hulls at a high rate of pro-
duction, being ideally located and com-
I)actly arranged. The first five ships
will be launched and towed to Seattle
for installation of machinery at the
Todd Seattle plant.

Steel for the new ships will begin
arriving about January 20, and the
first keel laying is expected about Feb-
ruary 20.

Each ship will he twin screw, with
two Hooven - Owens - Rentschler 2-
cycle, 6-cylinder diesels, each develop-
ing 2,100 h. p. at 233 r. p. m. and
geared to one propeller shaft through
Westinghouse electro dynamic coup-
lings and reduction gearing. They will
drive the propeller at 90 r. p. m. for
a ship .speed of 14 knots.

The Seattle plant of the Todd Seattle Dry Docks, Incorporated, is an important cog in the
Seattle-Tacoma Shipbuilding Corporation building plans. Hulls erected in the great shipyard
at Tacotna will be towed across to this plant on the Seattle waterfront for machinery and
equipment installation. The San Vincente, a Todd-built ship, is here shown on a Todd
Seattle drydock for overhaul.

Orders were placed in October for
ten Washington diesels with the Wash-
ington Iron Works at Seattle. Two of
these engines will be installed in each
ship for auxiliary electric power. The
engines are the well known, reliable,
4-cycle, trunk piston type, developing
400 horsepower, and having 6 cylin-
ders.

Walter L. Green will be vice-presi-
dent and general manager, and O. A.
Tucker will be assistant to Mr. La-
ment.

Big Propellers
For Seattle Firm

Four of the largest propellers ever
made on the Pacific Coast will be built
by the Doran Company of Seattle, fa-
mous Coast projjeller builders, for the
Moore Dry Dock Co. of Oakland,
Calif., to be installed on the C-3 ships
now building there. Each wheel will be
21 feet, 8 inches in diameter, and will
weigh about 23 tons. They are four-
bladed bronze proi)ellers, and the
molds in which they will be cast are
made from jxitterns built entirely of
Western red cedar. The big wheels are
shipped on the deck of coastwise
steamers and unloaded directly at the
shipyard.

Columbia River Tug
Keith Finished

The world's first diesel "open river"
tug has been finished at Portland by
the Commercial Iron Works for oper-
ation between the upper end of The
Dalles-Cellilo Canal to Umatilla in the
open, wild Columbia River, a distance
of about 100 miles. The new tug is
of welded steel, and is 92.6 x 25.6 x
6.6 feet and is of shallow draft, with
twin tunnels for the propellers. The
power is twin diesel engines deliver-
ing maximum i>ower at 500 r. p. m.,
of the new Enterprise light-weight de-
sign mounted on Korfund Vibro
Mats. Later the.se engines will be
supercharged with P>uchi turbo blow-
ers, deriving power from the exhaust
ga.ses. L'nder supercharging, the total
power from both engines will be 2500
S. H. P. This tug is designed to suc-
cessfully handle large tows in river
currents up to 9 knots. She has pneu-
matic rudders with three comi)lete sets
of pUot h(nise engine controls and rud-
der controls. She is named after the
son of Capt. A. Lepiialuto, general
manager of the comi)any and skipper
of tlic tug.

J A N LI A R Y

H. G. TALLERDAY

Western Pipe & Steel Company

PACIFIC MARINE REVIEW

At South San Francisco

Western Pipe &: Steel Company Recreate Their Former
Schaw-Batcher Side-Launching Shipyard

There were many shipyards on San
Francisco Bay in the hectic "Bridge-
of-Ships" days of the U. S. Shipping
Board war-time program. AH of these
yards built good steel vessels, and sev-
eral of them made national records for
speed in turning out finished ships.

However, among these yards there
was one that attracted special atten-
tion for several reasons :

First, this yard was located on a
basin at the edge of a tidal tlat far
removed from deep water, and con-
nected thereto by a long channel ;

Second, this yard was the only yard
in the Bay region to launch its vessels
sidewise ; and

Third, the vessels built in this yard
seem to have been selected by the
U. S. Shipping Board for experimen-
tation in the art of camouHage. With
many of these steamers in their war
paint, it was hard to tell whether they
were coming or going, right side up
or upside down.

This was the Western Pipe & Steel
Co.'s plant at South San Francisco,
which was operated under the name
of the Schaw-Batcher Shipyard.

After the war shipbuilding was
completed, this firm enlarged the main
sho]) building into one of the largest
steel pipe fabricating plants on the
West Coast and equipped this plant
especially for fabrication by welding.
Some of the largest pipe contracts of
recent years have come to this plant
for fabrication. Here, too, an occa-
sional steel barge or dredge hull was
fabricated, which kept the plant in
some touch with floating equipment.

When the U. S. Maritime Commis-
sion called for bids on the C-1 type
cargo ves.sels, Western I'ipe and Steel
Company made a tender. The result
was a contract to build five C-1 type
full scantling motorships.

Preparing the Yard

To meet the terms of this contract,
Western Pipe & Steel Company of
California have rebuilt two side
launching ways on the West side of
the basin, which will enable them to
build two C-ls simultaneously. The
contract calls for delivery of the first
ship in 15 months from Nov. 15, 1939,
effective date of contract, and one ship
each 60 days thereafter. The two ways
will be sufficient to meet these dates.
Should more contracts develop, the
two ways on the East side of the basin
will be rebuilt.

Two new Colby full revolving ship
cranes are being installed to handle
large welded assemblies and heavy
machinery installation. A mold loft
and bending slabs have been prepared,
and a large opening welding rack ar-
ranged adjacent to the shore end of
building ways.

Steel for the first ship is en route,
and it is expected that the first keel
will be laid in February.

Western Pipe & Steel Company
is a well-organized, smoothly-func-
tioning firm. They have handled suc-
cessfully some of the largest contracts
for steel fabrication and erection in
Western America. They should have
no difficulty in finishing these vessels
and in producing trial trip results sat-
isfactory to the Maritime Commission.

The Ships to be Built

The ships are specifically classed by
the Commission as C-1 B. D., i. e.,
Commission-designed steel cargo ves-
sels of the C-1 size and the full scant-
ling type driven by diesel engines.
Each of these vessels will recjuire:

Fabrication and erection of 2,365
tons of ship steel in the hull ;

The preparation anrl installation of
768 tons of equipment, outfit and rig-
ging; and

The manufacture and installation of
600 tons of machinery.

Specified Equipment

Specifications call for such items as:

Twelve standard five-ton cargo
booms and one 50-ton cargo boom,
served by 12 electric cargo winches;

A forced system of ventilation for
all cargo spaces;

A complete smoke detection and
CO2 fire extinguishing system ;

Full radio equipment of the most
modern type ;

All furniture and all joiner work to
be of incombustible materials ;

A modern, sanitary, stainless steel
trimmed galley fitted with all electric
cooking devices ; and

A power plant giving 4,000 shaft
horsepower at 90 r.p.m. of the pro-
peller shaft and producing a main-
tained sea speed of 14 knots or better.

Propulsion Machinery

The diesel power plant of each of
the five ships building at the yard of
Western Pipe and Steel Company will
consist of two six-cylinder directly re-
versible 2100 shaft horsepower Busch
Sulzer diesel engines, each connected
through a hydraulic ship coupling to
one of the pinions of a single reduc-
tion gear. The slow speed gear of this
reduction set is connected directly to
the propeller line shafting.

These engines must be able to oper-
ate continu(nisly at 10 per cent over-
load and for two hours at 25 per cent
overload.

Fresh water will be circulated for
cylinder cooling purposes, and will it-
self be cooled bv salt water in a heat

JANUARY, 1940

Side launching at South
San Francisco in the U.
S. Shipping Board war-
time shipbuilding pro-
gram. Upper view shows
the 8,800-ton steamer
West Avenal going over.
Center, the Oskaloosa
turning loose. Lower, axe
men standing ready to cut
away lashings on triggers
of the dog shores at stern
of West Avenal.

A C I P 1 C M A K I !\ K K K V I E W

exchanger. A De Laval oil purifier will
be installed to take care of lubricating
oil.

Ingersoll-Kand air compressors will
supply pressure air for maneuvering
and starting.

Some Auxiliaries

.\u.\iliary power will lie generated
b\- two 300-K.W. General Electric
generators each directly connected to
an Atlas 450-H.P. diesel engine. Prac-
tically all auxiliaries will be operated
by General Electric motors, and elec-
tric power will be distributed and con-
trolled through and by General Elec-
tric equipment.

In the pumping equipment, Warren,
Worthington, Nash and Quinby are all
represented.

Refrigeration machinery is by Car-
rier.

The Markey Machinery Company
of Seattle are manufacturing the wind-
lass and the capstans for each vessel.

American Hoist and Derrick Com-
pany will build the cargo winches.

The steering gear will be made by
Lidgerwood.

The Doran Company of .Seattle will
cast the big bronze propellers.

Among the navigation equipment
will be found : Sperry gj'ro compass,
gyro pilot, rudder indicators, and
searchlights ; Submarine Signal Com-
pany fathometers ; Radio Marine Cor-
poration transmitting and receiving
sets.

This list shows the manner in which
the liuilding of these vessels will bene-
fit many manufacturing plants thou-
sands of miles removed from the ship-
yard, and how widespread is the re-
ceipt of wages due to a shipbuilding
contract.

Sydney Office, United Air Lines

Because of the increased air travel
from the Orient and the Antipodes,
United Air Lines is establishing a
branch office in Sydney, Australia,
it was announced recently by S. A.
Stimpson, regional traffic manager.

Heading the office will be Edward
H. Forrest, formerly with the Mat-
son Navigation Company, and for
the past three years manager of
L^nited's foreign travel department,
with headquarters in San Francisco.
Accompanying him on the trip will
be Huck Longfellow, veteran Dol-
lar Steamship executive, who has
been LInited's European travel man-
ager, with headquarters in London,

until a short time ago, when the war
curtailed his activities.

Forrest flew to Los Angeles on
December 1 to embark on the Mat-
sonia for Honolulu, where he met
Longfellow, who left San Francisco
on the Pan American clipper on
December 5. Together, the two
sailed on the S.S. Mariposa for Syd-
ney, Australia, and a year's exten-
sive tour of Australia, New Zealand,
the Dutch East Indies, China, Japan
and Manila. At the end of that time
Longfellow will return to London,
should war conditions permit, and
Forrest will be left in charge of the
Australian office.

Improved Red Lead

Linseed Oil Paint

A substantial speed-up in drying re-
sults through the modification of red
lead-linseed oil paints by the replace-
ment of approximately 3 pounds of
red lead with Leafed Metallic Lead
Paste per gallon of paint.

The Metalead Products Corpora-
tion, .San Francisco, manufacturers of
the Leafed Metallic Lead Paste, fur-
ther state that the incorporation of this
paste will totally eliminate top coat
crawl, even when using a following
coat of high surface tension.

Especially noticeable is the absence
of pigment separation over rivet heads
and awa\- from sharp corners and
edges of structural steel. Another fea-
ture is improved adhesion to the metal.

If the paint is applied by spray,
greater ease of application will be ob-
tained because of better coverage and
the absence of running or sagging. In
brush applications the painter will find
greater ease of brushing and spreading
less tiresome. Whether applied by
spray or brush, a flat, uniform finish
is obtained.

This paste may be added to ready-
mixed red lead-linseed oil paint ; or the
modified red lead-metallic lead-linseed
oil paint, ready-mi.xed, may be secured
through nearl\- all suppliers of red lead
linseed oil paints.

tuNKENHElMER

Change of Masters

-Stmr. F'oint Salinas: Victor .Segar; vice, J. T. Larsen.

Stmr. Point Judith : J. T. Larsen ; vice, Victor Segar.

Stmr. Nabesna: Gustave E. Swanson; vice, C. E. Carlsen.

Stmr. Manoa : M. Gordenov ; vice, J. E. Dollard.

Stmr. Makawao: A. W. Jemsen; vice, C. W. Saunders, Jr.

.Stmr. Absaroka : Oscar P. Carson ; vice, J. R. Granman.

Stmr. W. H. Berg: R. M. Stall ; vice, D. Thomson.

.Stmr. Associated: E. Hawkins; vice, R. W. Kelly.

Stmr. Mapele : F. E. Trask ; vice, L. A. Peter.sen.

Stmr. Kewanee : D. D. Maclean ; vice, J. F. Humphrey.

Stmr. Delawaren: O. D. Oliver; vice, T. J. Butler.

Stmr. Paul Shoup : R. W. Kelly; vice, L. J. Thompson.

Catalog No. 78 from The Lunken-
heimer Company includes a compre-
hensive representation of bronze,
iron and steel valves, boiler mount-
ings, lubricating devices, air devices
and numerous other specialties ; also
current list prices.

In addition to the technical and
dimensional data relating directly to
the ])roducts, there is a section on
the thermodynamic properties of
steam, and a table of shipping
weights covering each figure num-
ber listed in the catalog.

J A .\ U .4 R V , 19 4 0

Typical Repair Jobs by General Engineering

Upper left, views showing wrecked auxiliary 3-
cylinder diesel engine and completely rebuilt unit
with new crank shaft ready for installation aboard
ship. Upper right, the removing of a 90-ton ladder
from the U. S. Army Engineers' suction dredge
Dan C. Kingman, showing ladder on outfittitig dock
with special boring equipment for machining trun-
nion bearings.

Above, two views showing walking beam. 12 by 24
feet, for the ferryboat Eureka, after forging, m.i-
chining and installing 6 by 8 inch band around
spider. Right, progress views showing broken stern
frame being removed from the tanker Tulsagas:
second stage showing stern frame partially completed
in machine shop; showing stem frame completely
installed, with the ship ready for sea.

A (; I F I C M A R 1 N K REVIEW

& jb^ ^ocJz Qa.

Maintains Engineering Plant in San Francisco
And Complete Shipyard
On Oakland Estuary

The equipment and facilities main-
tained at San Francisco and on the
Oakland Estuary- by the General Engi-
neering & Dry Dock Co., and the ex-
perience and initiative of the execu-
tives of this firm, have combined to
produce an organization that has be-
come a verj- potent factor in the fields
of marine repairs and shipbuilding.

On the San Francisco side, this firm
has a compact group of very well-
equipped shops capable of handling
all marine and machinery repairs and
overhaul. These shops are located a
.short block from the famous Embar-
cadero of .^an Francisco's waterfront.

F. H. Fox, chief engineer.

and have excellent spur track connec-
tions to all transcontinental railways
and to all piers through the waterfront
belt line.

Buildings include : machine shop,
fully equipped with the most modern
precision tools for producing perfect
finish to exact dimensions; carpenter
shop, equipi)ed to produce the finest
of ship joiner work ; pipe shop, tooled
for cutting, threading, welding and
bending all sizes of marine pipes and
tubes; plate and boiler shop, fitted with
every device necessary to bend, shear,
punch, plane, rivet or weld ship and
boiler plating; forge shop, capable of
jjroducing the best in ship forgings;
anfi pattern shop, in which patterns for
the most intricate castings can be pro-
duced economically by experienced
craftsmen.

On the Oakland Estuarj% General
Engineering & Dry Dock Co. maintain
and ojjcrate a fully-equipped shipyard
on the Alameda shore of Oakland's
inner harbor. Here the firm owns
twentx' acres, with a fine frontage on
deep water.

This vard is well equipi)ed with two
tloating docks, three shipbuilding ways,
and ample shops, fitted with efficient
t()ol> and machinery. Here have been
built many good hulls, including such
t\pes as Coast Guard cutters, small
coasting steamers, large auto and pas-
senger ferries, dredges and barges.

The site has been operated as a ship-
yard for many vears, and here, in the

George A. Annes, president.

nineties, were built many fine wooden
hulls for lumber schooners, South
Sea traders, whalers and coastw'ise
cargo ships.

The General Engineering organiza-
tion has attracted to itself many ac-
tive and enterprising younger men in
marine engineering and ship construc-
tion work. Its president, George A.
Amies, has had longer experience as
the chief executive of shipbuilding and
ship repair plants than any other Pa-
cific Coast shipbuilder.

With an excellent plant, and with
an efficient, experienced organization
to operate that plant. General Engi-
neering is entering 1940 with confi-
dence, and is looking forward to many
good repair jobs and to very fine ])ros-
pects for new construction contracts.

The ways at their Alameda yard
are of sufficient capacity to take C-1
cargo vessels, and could easily be
enlarged for bigger hulls.

J .\ N L A R Y , 19 4 0

/

in>!IW8»j!SglMlH»l

■' -—- acta" -^rr

amnMd

-^ -yfu ckuf'

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 300 Sansome Street, San Francisco, California.

The Marine Engineer

And His Books

There have been so many letters like
the following that we feel it desirable
to interrupt our series on boiler feed
water to cover the general question of
books, particularly as selected for
preparation for the new examinations.

Sir:

In looking through your magazine
of late issue I find just what I am in-
terested in, and that is, third engineer's
license and all 1940 new questions and
requirements, and notice you carry a
line of books pertaining to these new
requirements.

If possible, could you send me a
good book to study, payable on this
end, or tell me the name and price so
I can forward an order? Also, while
I'm at it, I would like to subscribe to
Pacific Marine Review for one year.

Yours truly,
F. B.

Education from Books

The books listed in the October is-
sue are, as stated in the text, only a
list of the books in the library of the
Examination Section of the Bureau of
Marine Inspection and Navigation.
They are not necessarily recommended
by the Bureau or by "The Chief."

Each marine engineer is an individ-
ual, each having different educational
experiences and ability to learn. Each
should have a special selection of
books. Thus it is very difficult to rec-
ommend to the profession in general.

"The Chief" has had many years of
experience in educational work with
engineers, and recommends the books
listed at the end of this article, which
is repeating to a large extent what he
has covered in this section from time
to time in the past.

Do not be misled to believe that hav-
ing a lot of books, however good, will
give you the education to pass the ex-
amination. It is you who must put
together the education. This requires
a continuous effort, to set aside a reg-
ular time, to study, work problems,
create questions and dig to find the
answers.

Ship the Best Teacher

The best educational inlluence you
have is your ship. When on watch be
curious about every part, every unit.
Tell yourself all about it; or, better,
explain it to someone junior to you.
No one learns quite so much as the
teacher. Do not let a question slip by.
If necessary, make a note of it and
dig out the answer in your own or in
borrowed books. Read every technical

article you can put your hands on.
Develop a critical attitude toward your
reading. Write to the magazine and
debate a point you don't understand.

Education is a process of fitting to-
gether all of the many little bits of
information you get into a common or
whole fabric. It is like a jig-saw puz-
zle. When completed, it forms a won-
derful and beautiful picture. Many
pieces will be found not to fit with
what you already have. Perhaps they
are not right — the information dis-
torted. It must be straightened out.

Think, puzzle, ponder, read, and
think some more. With that attitude
towards your work you will soon edu-
cate yourself. A man who thinks and
reasons will handle an indicator with
more intelligent results, though never
having seen or heard of one before,
than a man who cannot or does not
habitually think, but has watched its
use and tried it many times.

Auxiliary Books

Do not think that you must read
only marine engineering books. Ninety
per cent of the information about
ashore steam plants applies to marine
plants. The differences are obvious. If
you know the shore plant thoroughly,
you know mo.st of the marine plant.
Also, there are many important con-
siderations about your job as a marine
engineer that are not treated in tech-
nical books. .Some of these are rules
and regulations, duties, safely precau-
tions of all kinds, character, bearing
and demeanor of a merchant marine
officer, and handling men.

I'ACIFIC MAKINK RKVIEW

Therefore, while any books on
team engineering are a vahiable addi-
tion to your hbrary, there should be
added special publications by the Bu-
reau, the Navy Department, manufac-
turing and engineering firms. Also
recommended are non-fiction books
nther than engineering, such as biog-
raphies of great men, travels and ex-
ploration.

Unless your education includes the
equivalent of a college course, select
books which are profusely illustrated
with sketches and diagrams, first, be-
cause .sketches are of great educational
value; second, because that type of
book will be written in less technical
language and will be understandable.

If you have a book not listed in this
tabulation, use it; or if you have a
chance to get one or a set, do so with-
out regard to this list. For instance,
books published by the large corre-
spondence schools are excellent, but
are not li.sted here because not ordi-
narily obtainable. There are many
worthwhile books not listed.

The books listed have been selected
not because they are necessarily recent
or modern, but for their educational
value. As a matter of fact, the modern
high-pressure steam turbine marine
plant has not yet been well covered in
books. Modern engineering is recorded
in magazines, pamphlets and advertise-
ments for several years before it gets
nto books.

Ry all means read advertisements in
the technical magazines. There is a
tremendous educational value in them.
Be curious about them; write to the
firms and get their pamphlets and de-
tails.

Unlisted Books

The books listed here are not all
strictly marine. They are listed in no
particular order, and are numbered.
The various items are recommended
by number in the tabulation. Not all
books listed are referred to in the tab-
ulation. The tabulation is an attempt
to show what we feel the engineers
hould have available. If properly read
and studied, these books will add to
your education and will constitute a
valuable reference library.

Literature not listed, but that every
marine engineer should have, it Rules
and Rc(iulations, Bureau of Marine
Inspection and Navigation. Obtain
from nearest local examiner. Also
Manual of Engineering Instructions;
a collection of ])amphlcts published by

the Bureau of luigineering, U. S.
Navy Dept. Obtain them from .Super-
intendent of Documents, Washington,
D. C. Priced at from 5 to 75 cents
each ; over Z2 separate pamphlets on
nearly every engineering subject. In-
dex has been published in this section
before. Write "The Chief," if inter-
ested, or direct to above address.

Any books in the following list may
be obtained from any technical book
store, or send money order to Tech-
nical Book Company, 432 Market
-Street, San Francisco, Calif. Orders
sent to "The Chief" will be handed to
this company for filling.

Many excellent books from foreign
publishers are omitted from the list
because of difficulty of obtaining them
now, and cost, ranging from $15 to
$25.

(i) Questions and Answers for Marine
Stationary Engineers; Swingle. Descrip-
tions of all parts of engines and boilers;

$2.00.

(2) Diesel Engine Manual; Audel. Prac-
tical questions and answers, $2.00.

(3) Practical Engineering; Audel. Foun-
dation principles; $1.00.

(4) Mathematics and Calculations for
Engineers; Audel. .-Xpplied mathematics;
$2.00.

(5) Marine Engineer's Guide; Audel.
Textliook of marine practice; $3.00.

(6) Answers on Refrigeration; Audel.
Questions and Answers. Theory and prac-
tice ; $2.00.

(7) Engineers' and Mechanics' Guide No.
I; Audel. Engines, valve motions, pumps;
$1.50.

(8) Engineers' and Mechanics' Guide No.

Subject

Unlleenaed

3d Aaa't

Matbcmstles

4,

41

4, 41

Meehanlc'a

31

31

Crttwlng and Sketching

49

StesB end Beat
Themodjnanlca

Bollera, Auxlllarlea
and Feed Water

9

Oil and CoBbuatlon

10

Turblnee and Englnae
Indlcatora

7,

e.

7,8,15,39

Refrigeration

6

Electricity

11, 33

Dleael Englnaa

Z

2, 34

Marina Engineering
General

1,

5,

13

1, 5, 13

Mechanical Engineer-
ing - Oeneral

3

3

Oenaral

12

12

Handbooks

19

22

3; .'Xudel. Marine Engines; turbines; the
indicator; $1.50.

(9) Engineers' and Mechanics' Guide No.
5; Audel. Steam boilers, construction, con-
trol; $1.50.

(10) Engineers' and Mechanics' Guide
No. 6; Audel. Oil burning; boiler codes;
operation; $1.50.

(n) Engineers' and Mechanics' Guide
No. 8; Audel. Electricity; complete, prac-
tical; $3.00.

(12) .Ship Sanitation and lirst Aid;
Ralph J. Levy. Questions and answers ;
$1.00.

(13) Slue Book of Eacts for Marine En-
gineers; E. R. Glass. Questions and answers
as found ; $3.00.

(14) Practical Heat; Croft. Theory of
beat in engine thermodynamics, basic and
fundamental ; $5.00.

(15) Steam Turbines, Principle and Prac-
tice; Croft. Basic principles, theory and
practice ; $3.00.

(16) Steam Engine Principles and Prac-
tice; Croft. Basic principles of stationary
engines; $3.50.

(17) Steam Boilers; Croft. Stationary
plants, theory and construction ; $4.00.

(18) Steam Power Plant Au.viliaries and
Accessories; Croft. Selection and opera-
tion ; shore plants ; $3.00.

(19 Handbook for Steam Engineers and
Electricians; Swingle. Good, practical in-
formation ; $4.00.

(20) Marine Engineers' Handbook; Ster-
ling. Data and descriptions for designers
and super chief; calculations; $7.00.

(21) Handbook of Engineering Eunda-
mentals; Eshback. Data, tabulations, cal-
culations, formulas ; $5.00.

(22) Mechanical Engineers' Handbook;
Kent. Power machinery ; data, calcula-
tions, formulas ; $5.00.

(23) Mechanical Engineers' Handbook;
Marks. Thermodynamics and data for
plant designers ; $7.00.

let Aaa't Chief Super Chief

4, 41 4, -46

11, 33
2, 32, 34

10,

3S

35

29.

35

15.

39
43

43

43

11.

33

11.

33

11.

33

32.

34

32.

42

42

5.

26

28

28,

25,

36

12, 44 12, 44
22 20, 21

20,21,22,23

Tabulation by number and subject of listed books as recommended for marine engineer grades.

JANUARY, 1940

(34) Marine Engines; Peabody. Design
and strength, reciprocating; $2.50.

(25) Screu' Pro feller (2 vol.) ; Dyson.
Technical treatise on design and perform-
ance ; $10.00

(26) Steam Turbine Operation: Kearton
and Pitman. Practical treatise on finer
points of turbine management; $4.50.

(27) Elements of Diesel Engineering;
Adams. Descriptive and theory; ?4.oo.

(28) Marine Power Plant; Chapman
Textbook ; all elements of the marine plant ;
$4.00.

(29) Elements of Fuel Oil and Slcain
Engineering ; Sibley and Delany. Text-
book; $5.00.

(30) Fuel Economy in Boiler Rooms;
Maujer and Bromley. Coml)Ustion ; calcu-
lation efficiency; $3.00.

(31) Applied Mechanics; Girvin. $3.00.
C32) The Marine Motor: Sterling. Fun-
damentals of the marine diesel ; $2.50.

(ii) Marine ElectricPower; Newman.
Marine electric plant; descriptive and
technical ; $2.00.

(34) Practical Marine Diesel Engineer-
ing; Ford. Construction and operation, all
types ; questions and answers ; textbook ;
$6.00.

(35) Water Rates and Steam Consump-
tion of Marine Machinery; Brelsford and
Stevens. Estimating fuel economy ; $3.00.

(36) Fuel Oils and Their Applications:
Mitchell. Use, selection, care of fuel oil
for all purposes; $1.50.

(37) Steam Turbines, Theory and Prac-
tice; Kearton. For students and designers;
textbook; $5.00.

(38) Speed and Poiver of Ships; Taylor.
A manual of marine propulsion; $2.50.

(39) Marine Steam Turbines; Moyer.
Twenty-four separate assignments as a text
for correspondence instruction ; $6.00 for
set.

C40) Computations for Marine Engines;
Peabody.

(41) Mathematics for Technical and Vo-
cational Schools; Slade and Margolis.
Practical and applied for self-study; $2.50.

(42) Diesel Engine Operation, Mainte-
nance and Repair; Bushncll. Practical for
operating engineers ; $3.50.

C43) Handbook of Refriycralion Engi-
neering; Woolrich. $5.00.

C44) Steel and its Heat Treatment; P,nl-
lens. Two vol. ; $9,50 set.

(45) Boiler Feed and Boiler Water Soft-
ening; Blanning and Rich. A boiler oper-
ator's manual ; $3.00.

(■46) The Engineers' Manual; Hudson.
Tabulations and formulas ; $2.75.

C47) Calculus; Phillips. Applied to en-
gineering; $3.00.

(■48; Mechanics of Materials; Laurson
and Cox. Textbook on calculating mate-
rials; $3.75.

(49) Engineering, Descriptive Geometry
and Drawing; Bartlett and Johnson. Line
and mechanical drawing ; text ; $5.50.

C50> Machine Shop Operation; liarrilt
$5.00.

Engineers' Licenses for November

SEATTLE
Name and Grade Class Condition

Harold H. Johansen, 1st Asst. Eng OSS, any GT R(i

Robert T. Maccoun, 2nd Asst. Eng OSS, any GT R(_;

JUNEAU

Roscoe M. Laiighlin, Chief Eng O MS, not over 500 GT RG

^^Xvne E. Maunula, 2nd Asst. Eng OMS, any GT O

SAN FRANCISCO

Richard Thompson, Chief Eng '. OSS, any GT R(i

Karl G. Ofverborg, Chief Eng OSsi any GT RG

Guy D. Ripley, Chief Eng OSS, any GT RG

Louie Wright, Chief Eng OSS, any GT RG

Walter E. Hinshaw, 1st Asst. Eng OSS, any GT RG

James E. Foy, 1st Asst. Eng OSS, anv GT RG

Karl A. Kroener, 1st Asst. Eng OSS, any GT RG

Frank Morales, 1st Asst. Eng OSS, any GT RG

Fred Jennings, 1st Asst. Eng OSS, any GT RG

Howard L. Mollenkopf, 2nd Asst. Eng OSS, any GT RG

Frank R. Lewis, 2nd Asst. Eng OSS, any GT RG

Charles R. Hake, 2nd Asst. Eng OSS, any GT RG

HarrA- K. Short, 2nd Asst. Eng OSS, any GT O

Carl C. Fitzgerald, 2nd Asst. Eng OSS, any GT O

Albert A. Guest, 2nd Asst. Eng OSS, any GT O

Earle J. Collins, 3d Asst. Eng OSS,' any GT O

Edward W. Walters, 3d Asst. Eng OSS, any GT O

Charles D. Bostwick, 3d Asst. Eng OSS, any GT O

Charles R. Ryerson, 3d Asst. Eng OSS, any GT O

John J. Flanagan, Chief Eng. OMS, any GT RG

Wainel S. Bratt, 2nd Asst. Eng. OMS, any GT RG

Ernest Hartl, 2nd Asst. Eng. OMS, any GT O

Roy W. Danley, 3d Asst. Eng. OMS, any GT O

SAN PEDRO

George L. Hildebrand, 2nd Asst. Eng OSS, any GT RG

Artie L. Baldwin, 3d Asst. Eng OSS,' any GT O

Joseph H. Silva, 3d Asst. Eng OSs! any GT O

David H. Taylor, 3d Asst. Eng OSS, any GT O

Sevrin K. Rabben, Chief Eng OMS, 500 GT O

Frederick G. Ernst, 2nd Asst. Eng OMS, any GT RG

HOQUIAM

Howard J. Smith, Chief Eng OSS, any GT O

PORTLAND

Frank F. Follett, 1st Asst. Eng OSS, any GT RG

William A. Lemons, 1st Asst. Eng OSS, any GT RG

John S. Temple, 3d Asst. Eng OSS, any GT O

n««'^i'''"'''^'''"'°P' ^I- '^ e';92s.'"nnage; RG is raise of grade; O is original license;
OSb IS ocean steamsiiip; OMS is ocean miotorship.

"1 he Chief" advises every marine
engineer if possible In get himself
placed on the mailing list for the Bul-
letin, a very helpful monthly publica-
tion issued by the Bureau of Marine
Inspection and Navigation of the
United States Department of Com-
merce.

The Xnvemhcr. 1030, issue of Ihis

Bulletin features full sets of specimen
questions for the new examinations
for all grades of marine engineers.
"The Chief's section in February Pa-
cific Marine Review will review and
cofnment on typical questions from
these examinations, but you should
get the full set yourselves and study it
carefully.

I'ACIFIC MARINE REVIEW

KnOUILEDCE IS IHE STRIIICHT

COURSE TO HounncEmEnT

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansome Street, San Francisco, California.

SOLUTIONS FOR

SPECIMEN PROBLEMS

To all shipmates, readers and
'fiends, afloat and ashore, "The
Skipper" extends hearty greetings
ind all good wishes for continued
lealth and prosperity throughout
the new year ahead of us.

Up to the time of writing these
notes no reader has offered to solve
the problems quoted last month. I
am therefore giving my own solu-
tions, and if any reader can suggest
a shorter or easier method, just drop

a line to "The Skipper," who is al-
ways glad to receive suggestions.

Question No. 2 (mensuration):
The frustum of a cone and similar
right cone each displace the same
amount of water. Each is 30" high
and the cone has a dia. of 12", while
dia. of frustum is 14". If the specific
gravity of the cone is 0.9, find the
specific gravity of frustum.

A little reasoning is required, and

QueST/ON No. 2.

30 /Z ,

^ /z

= 35'

d _ /z

v5" JO '

, s ^ /z

^'- 30

- z"

Question No. 3

LCT H = Higher height.

Them -^ = Lotv£r/?.
2

H '^ ^^

AND -77- =

/.£T /^ = KoLUME or Cor^E ^ —^ f/^^J''

^= /OLUME OF FFUSTUM ^^^ (f?J*/^^-^f?^Rj

Sc = Specific G^/ji^/ty of Cone = 0.9

Sf = SPECIFJC GRfiy/TV of fRUSTUM

THERE FOR'E t'' = Z ( t -6)^

= ZCf^ -/Zt fJSJ
= Z C- - Z9 t / 7Z
OR t'- 21t t 72 = O
SoLre SV FORMULA FOR QUAORflTIC EQUATIONS OF THIS TYPE

Sf = -.1 X

s,-

^r

X 6"^

TT H / (7^ + r + I'^i )

■S68^. Sf &.

t =

ZV ^ J2'i ^ - ^ y.72

z

f =

ZO. 'I as J SECONDS

THEREFORE

1 ^i jz Z y-rzo vess)^
^ z3^ z

= 676Z FT.

ANSiyER

= 3381 FT

Therefore , 3p£-cific Gravity of hf^usTuM
~ .S6B^

PROOF -—

3Z Z -^ (20 fe53 -6) '■
Z

16 I X ZIO 3381

.4 N U .\ R Y , 19 4 0

it is evident that the question has
been designed to test the candidate's
powers of deduction. The cone and
frustum being similar, and right
(vertical) their base angles and
hence slope of sides are equal. Re-
ferring to the annexed diagram, let
X = the full height of the cone of
which the frustum is part. Then.
by geometry, the height and diame-
ter will be in direct proportion, and
the solution is developed in equation
(2) herewith.

Diagram I.

The next problem is interesting,
and "The Skipper" admits he had
to look up the text book to refresh
his memory before solving it.

3. (Dynamics). Two bodies,
nearly in the same vertical line, are
dropped, the higher six seconds be-
fore the lower. The height from
which the higher is dropped is twice
the height from which the lower is
dropped. Find the heights if tht-y
reach the ground together.

For the benefit of such as may
have forgotten, a body dropped ac-
celerates at the rate of 32.2 feet per
second, due to the force of gravity.

Deck Officers' Licenses for November

HONOLULU
Name and Grade Class Condition

Carl H. B. Morrison, Master OSS & OMS, any GT O

Albert Gambo, 2nd Mate OSS & OMS, any GT O

James L. Reid, Chief Mate OSS & OMS, any GT RG

SEATTLE

Kenneth S. McPherson, Master and Pilot OSS, any GT O

George E. Ritter, Chief Mate OSS, any GT RG

Bert A. Johnson, 2nd Mate OSS, any GT RG

JUNEAU

Harrv A. Clark, 2nd Mate OSS & OMS, any GT RG

Christen E. Trondsen, Master OSS & OMS, any GT RG

Aven M. Andersen, 2nd Mate OSS, any GT RG

SAN FRANCISCO

Reginald E. Barrera, Master OSS, any GT RG

Sandrup Bernsen, Master OSS, any GT RG

Edward T. Collins, Master OSS, any GT RG

Robert L. Weber, Master OSS, any GT RG

Ralph C. Weymouth, Master C^S, any GT RG

Edmund Jensen, Chief Mate OSS, any GT RG

Allan T. Brown, Chief Mate OSS, any GT RG

Woodrow Wilson Her ringt on, 2nd Mate OSS, any GT O

Paul W. Dry, 2nd Mate . OSS, any GT O

Wilfrid H. Gorman, 3d Mate OSS, any GT O

Emit Hrubik, 3d Mate OSS, any GT O

SAN PEDRO

Austin Tomter, Master and Pilot OSS, any GT RG

Darrell L. Povey, Chief Mate OSS, any GT RG

Louis Seipel, Chief Mate OSS, not over 500 GT RG

Rolland C. Martin, 2nd Mate OSS, any GT O

Rector H. McCoskey, 2nd Mate OSS, any GT RG

Herbert G. Feagan, 3d Mate OSS, any GT O

Maurice V. Tunstall, 3d Mate OSS, any GT O

PORTLAND

Alexander Christensen, Master OSS & OMS, any GT RG

Dana Dodge, Chief Mate OSS, any GT RG

William R. Wilson, 3d Mate OSS, any GT O

Abbreviations: GT is gross tonnage; RG is raise of grade; O is original license;
OSS is ocean steamship; OMS is ocean motorsliip.

Letting g = gravity, t — time and
h = height, the final velocity is then
g X t or V = gt at the end of t sec-
onds. Its average velocitv through-
0 + gt

out the fall is

or J/2 gt, and

height is obviously velocity multi-
plied by time or h = J4gt X t or
3-4 gt^ As J^g is constant, it is evi-
dent that the height varies as the
square of the time. Put into alge-
braic form the solution is worked
out as in equation (3) herewith.

Xow, you up and coming mari-
ners, get busy and brush up on your
mathematics and physics!

Solution From

Correspondent

After the foregoing notes were writ-
ten and just on the eve of going to
press, "The Skipper" received a wel-
come letter from C. H. of San Fran-
cisco, and wishes to acknowledge it in
this issue. Commenting on his remarks
about problem No. 2, in which he
stated the principle involved most ac-
curately, but admitted he was
".stymied" by the lack of an upptr
diameter for the frustum, he will be
interested to see "The Skipper's"
maneuver to obtain it.

(Pane 82, please)

1> A C I I" I (; M A R I N K R K V I E W

Marine Turbines

To Deliver 8500 S.KP,

at85R.P.M.

Our illustrations show two shop
views of the De Laval main propulsion
turbines for the C-3 type cargo liners
now building at the Moore Dry Dock
Company to be allotted to the round-
the-world services of the American
President Lines.

The main propulsion unit on these
vessels comprises a high and a low-
pressure turbine cross compounded,
and each connected through double re-
duction mechanical gearing to a single
propeller shaft. This unit is designed
to deliver 8500 horsepower at 85 r.p.m.
of the propeller, when sui)])lied at high
pressure turbine inlet with steam at
440 pound gage pressure and 740° F.
temperature, and when exhausting into
a condenser maintaining 28.5" of
vacuum. On test the unit must be able
to generate 10 per cent overload con-
tinuously, and 25 per cent overload for
two hours.

The high pressure turbine of this
unit has 1 1 stages, and operates nor-
mally at 5012 revolutions per minute.

The low ])ressure unit has .seven
stages and three astern stages, and op-
erates at 3459 revolutions per minute.

In connection with these turbines,
De Laval .Steam Turbine Company
supplies also the double reduction gear

sets. The low speed gear on these sets
is among the largest ever installed on
a cargo vessel. It has a pitch diameter
of 153.75 inches, and is entirely of
welded steel construction.

Nine identical units of this descrip-
tion are now in process of manufac-
ture at the Trenton, New Jersey, shops
of the De Laval .Steam Turljine C(jm-
]:;!n\-. Fi\e of these units are for hulls

building at the Federal Shiy)buil(ling
and Dry DocU Company, Kearny,
New Jersey, and four for hulls build-
ing at the Moore Dry Dock' Company,
Oakland. Calif.

Upper, welded steel low-speed gear
wheel for C-3s: 153.75" pitch diameter.
Center, high-pressure turbine with
cover removed. Lower, low-pressure
turbine with cover removed.

Ca^ ol Qg^u^ cd Sea ^

On New Export Cargo Liners

The annual meeting of the Society
of Naval Architects and Marine En-
gineers at Xew York, December 1,
1938, introduced to the maritime world
a masterly paper on the subject "Care
of Cargo at Sea." This paper re-
viewed : the literature of the subject ;
recent experiments in control of ven-
tilation, tem]>eratures and humidity :
and the practical applications leading
to develo]jment of a new system and
equipment known as the "Colby-Colvin
Cargocaire." This system was devel-
oped during the past four years by the
Cargocaire Division of the Research
Department of the Colby Steel and
Engineering Company, Seattle, Wash-
ington. A full abstract of the jjaper
"Care of Cargo at Sea" appeared in
Pacific Marine Review beginning in
the l-)ecember, 1938, issue and running
serially to the issue for June, 19.V>.

The i»ublicity given to this jiaper at-
tracted so much attention and such a
volume of inquiry that a sepanite or-
ganization was set up to handle manu-
facture and installation of the new sys-
tem. This organization operates under
the name Cargocaire I-".ngineering Cor-
poration, and has established an office
and a technical staff in Xew York
City.

The U. .S. Maritime Commission is
very much interestcfl in this devehjp-
ment and has committed itself to the
extent of advising all shipowners to
make a careful investigation of its
merits in connection with building new
or rebuilding old tonnage.

To the American Exjjort Lines of

Xew York goes credit for the first in-
stallation of this system on new over-
seas cargo carriers. This firm has
ordered Cargocaire installation on
each of the eight new fast freighters
now under construction at the Fore
River Plant of the Shipbuilding Divi-
sion of the Bethlehem Steel Conipanx'.

After a careful study of the sul)ject
in connection with the peculiar needs
of their trade routes, the technical
staff of the American Export Lines
selected a somewhat simplified ar-
rangement of the "Cargocaire" Sys-
tem. Design and installation details
were worked out with the engineering
staffs of the Bethlehem Steel Com-
l)any, Quincy, Massachusetts, and the
Cargocaire Engineering Corporation,
15 Park Row, New York.

The first of these ships, S. S. Ex-
porter, sailed from New York on her
maiden voyage on October 5, and her
l)erformance in regard to care of car-
go is being watched with keen inleresl
by the ship operators of the world.
The following description and ilhis
trations show the details of this sjiecial
application of "Cargocaire."

The installation in the Exjiort slii|)s
is limited to uninsulated cargo holds
Xos. 2, 3 and 0, and is designed to con-
trol the condition of the air in these
holds. This is accomplished bv the in-
jection of treated (generally dry)
fresh air into the cargo spaces, where
it is immediately and intimately mixed
with the air already present in those
s])aces.

There are two ilistinct parts in the

Cargocaire system. One is the machin-
ery for treating and injecting the air;
the other is mixing and recirculating
the air in the cargo spaces. This latter
also permits of mechanical ventilation
of these spaces with large quantities
of outside untreated fresh air.

r)n the E.xport ships the air treating
machinery, called the "Cargocaire
Unit," is located in the refrigerating
compressor room on the third deck.
It consists of: two sets of Silica Gel
filters and absorber beds fitted with
cooling and heating coils ; two Roots
type blowers for moving the air; and
a 15-horsepower Westinghouse motor
for driving the blowers. The air in-
take receives air direct from the com-
pressor room to avoid entrained salt
water in stormy weather and clogging
by ice and snow in the winter season.
This is not recommended for all
shi]js, but on the E.xport \essels
there is a very ample supply of fresh
air til the engine room and its auxil-
iary machinery spaces, and due to
modern turbine design and electric
dri\e for au.\iliaries, there is practi
cal elimination of water and oil
\apor in the engine room air.

The mixing and recirculating ar-
rangement consists of a pair of axial
llow 24-inch diameter fans installed in
the deck houses above each hold to be
treated. ICach of these fans is driven
by a %-horsepower constant speed
motor, and each will deliver about
4,(XK) cubic feet of aii- jicr minute. The
fans with their motors are mounted
inside of tiie \ertical air duels. Tin-

PACIFIC MARINE REVIEW

■resli air intakes are on top of the
leek- houses and are fitted with
veather-proof mushroom cowls and
vater-tifrht screwed covers. A cross
luct is arranged between the two ver-
ical (kicts inside each deck house, and
liree-way dampers fitted at the ends
)f this cross duct. The three fans on
he port side of the holds are re-
.ersihle. The kinjj ])()sts serving these
lolds are arranged as exhausts for the
lir, and are fitted with weather-proof
'xhaust cowls and fire dampers.

Each absorbing tower of the Cargo-
:aire units consists of five horizontal
ayers. Top to bottom, these layers are :
Ml air filter; a salt water cooling coil,
I steam heating coil ; an absorber bed ;
wo pipe coils, as above ; and a second
disorber bed. The air flow is from
op to bottom. When this air is cooled
jy the salt water coils, the moisture in
he air is absorbed by the Silica Gel
md the dry air forced by the one
slower through the S inch ducts to the
:argo holds under treatment. When
he air is heatcii by the steam coils the
Silica (lei heated by the hot air pass-
ng through drives out the absorbed
noisture and the hot moist air is
Irawn ofif by the other blower and

forced through a duct, to be discharged
into the stack. By alternate heating
and cooling, the Silica Gel can be used
over and over again.

Two absorbing towers are used on
the Export Line ships. While one is
absorbing moisture the other is being
regenerated. F>y means of valves and
a four-way damper, all manually op-
erated, the units are switched once
every hour, or multiples thereof as the
engineer finds is necessary.

In an exposed position near the
bridge, but protected from ship's heat,
sun radiation and spray by a special
shelter, is installed a sensitive tem-
perature and humidity element which
transmits its readings electrically to a
recording box inside the wheel house.
This recorder is constantly under the
inspection of the navigating officer.
Other instruments in the deck houses
indicate the temperature and humidity
in the air exhausts from the cargo
holds. Readings from these latter in-
struments are taken at least once every
watch. ;

The judgment of the deck officer in
comparing the condition of the air in
the holds given by the deck house in-
struments with the temperature and

humidity of the atmosphere and recir-
culating fan systems given by the
bridge instrument will determine the
operation of the Cargocaire unit in the
holds. The correct procedure will de-
pend on the nature of the cargo in the
hold, on condition of the air in the
holds, on the present coiulition of the
outside air and the trend of change
therein, and on the temperature of the
sea water.

The maiden vo\age of S.S. I*'xi)orter
is to the Mediterranean and the I'lack
Sea. Oliver D. Colvin, chief engineer
of the Cargocaire Engineering Corpo-
ration, is accompanying the ship. He
has taken with him a great number of
instruments in order to test and check
the performance of the installation, as
well as to observe the changes going
on in the atmosphere and in the car-
goes. It is expected that the complete
record data will be available imme-
diately after the ship has returned, and
that it will be of substantial interest to
the ship fraternity. Unfortunately, the
ship had been detained in Gibraltar for
more than two weeks, preventing a
report on the performance of the
Cargocaire installation at the time of
writing this article.

1. Cargocaire unit in engine room £Iat. 6.

2. 8" round tubing for dry air. 7.

3. 24"-diameter axial-flow fans. 8.

4. 3-way dampers. 9.
3. Cross duct. 10.

Down-comers with connections to three ducts.

Fresh air intakes with water>tight cover.

Foul air exhausts with fire damper.

Instruments stations.

Temperature and humidity recorder in pilot house.

lANUARY, 1940

Tug Jane on trials. Note easy bow wave.

A Weil-Balanced Tug Design

Pusey and Jones Deliver Two Unusual Vessels

Although the new Enterprise-
powered Curtis Bay Towing Com-
pany's 74-foot diesel tugs are the
smallest craft ever to have been
built by the Pusey and Jones Cor-
p<.)ration, they symbolize advances
in hull and machinery design for
coastwise service that mark them as
miniature giants in terms of the
efficiencies that they have recently
demonstrated in trials on the Dela-
ware River. These are the first ves-
sels in the United States to employ
the patented Yourkevitch* hull
form ; the first towboats in the coun
try to have been s])ecially designed
for Kort Nozzles; and they slu)ul<i
be ranked among the top flight in
pleasing appearance as well, fur
pains and ingenuitj' in every detail
reflect a noteworthy effort toward
perfection in smartness and s])ace
utility.

The lack of water disturbance at
full speed, as may be seen from the
accompanying illustration, shows
how well the builder has minimized
undesirable wave formations in his
selection of patented lines, ami the
bow flare thus produced has already
])roved these craft the most sea-
worthv in Curtis Bay's "Silver
Fleet." Both tugs operate at full
power on their designed trim with-
out the characteristic stern s(|uat of

of the Froncli

Principal Particulars :

Length overall - 74' 0"

Length between perpendiculars _ 63' 6"

Beam molded - 18' 9"

Beam overall 19' 3"

Depth molded 8' 9"

Mean draft 6' 6"

Displacement tons, salt water 106.0

Registered gross tons 62.16

Registered net tons 42.00

Shaft horsepower at ?<Z0 r.p.m 320

Speed, free, miles per hmir 12.08

Tugs Jar.e and Marion on ways. Note Kort nozzle round propeller, and long run aft.

I' .\ <; I K I (; M A R I N K 1< K V I E W

ffnm

owboats. Considering the added
vetted surface of the Kort Nozzle
,s a submerged appendage, a loaded
lisplaccment of 106 tons ancl the
datively large beam of 18' 9" on a
vater line length of sixty-three feet,
he speed of 12 miles an hour is
nost commendable, especially with
>nly 230 horsepower on the propel-
er.' Furthermore on the speed trials
here were 28 persons aboard, and
dl tanks throughout were full ex-
ept the peaks.

The flared entrance to the Kort
S'ozzles, developed by the Dravo
Corporation for these boats, as well
IS the guiding apron, combine to
'tTect a full, solid water flow which,
ijmn expulsion through the back of
he nozzle, very much like a hydraulic
urbine, eases the burden on the pro-
jcller such as to make its pitch re-
piirements less by at least 11 per
rent. Hull lines were especially
ined in contemplation of the nozzle
•haracteristics, with the result that
lollard tests by dynamometer ha\ c
lemonstrated a towing pull of l.\-
tOO pounds at 98 per cent of full en-
2;tne power, as compared with 8,''00
pounds usual from tugs of this size
md power that are not equipped
ivith Kort Nozzle. The towing pull
thus produced is equivalent to 502
shaft horsepower, comparable to a
step-up in towing efficiency of 47'!
per cent, which is to say that the
Fuel consumption when towing at
Full power undergoes a marked re-
luction on the pounds-of-fuel-per-
knot basis, not to mention the aug-
mented towing speeds. The build-
er's semi-balanced rudder, operating
n the Kort Nozzle flow, allowed
the boats to run the length of the
trial course without a hand being
laid on the steering wheel, accord-
ng to Edward A. Hodge, marine
manager of The Pusey and Jones
Corporation, who prepared the spe-
:ifications and type plans for the
tugs. At full s])eed astern, steering
ivas accomplished with equal ease,
ind the same has been found true
in docking at negligible headway
with the propeller idle. Both boats
ire very sensitive in helm response
ind turn sharply at all speeds but
without noticeable heel. From full
ahead to stop only 19 seconds
elapsed.

The hull and machinery were
Tuilt to the highest classification

Interior of engine room with 320-H.P., 6-cyIinder Enterprise diesel engine.

and inspection of the American Bu-
reau of Shipping, all shell plating
being }i" in thickness, of welded
construction throughout, as were
the superstructure and decks. The
ele\ated pilot house, despite its rel-
atively high window sills, affords
unobstructed vision through the use
of especially narrow frames around
the entire structure. Remote Enter-
prise engine control units, port and
starboard, permit of handling the
engines from alongside the steering
wheel, which, through a 6 to 1 worm
reduction, removes the need for any
power-actuated steering mechanism.
Teak and mahogany have been
used exclusively for floors, doors,
trim and joiner work. The stainless
steel galley table seats five persons,
even with a General Electric re-
frigerator underneath it. A Ship-
mate 30" electrically-operated oil-
burning range, flanked by stainless
steel dressers and sink, has above it
a dome within the false stack for
trapping and exhausting hot air
through an electric blower. Fresh
air is introduced through two down-
cast air vents which form struts for
the military type hinged mast. The
deck lavatory has inside communi-
cation with all parts of the tug and
is equipped with modern plumbing
and hot and cold water supplied by
a constant pressure sj'stem. Below
the main deck there is a large offi-
cers' stateroom anil a forecastle.

each outfitted with four berths and
lockers for a crew of eight.

One is very favorably impressed
with the width of the decks along
the house sides, and the liberal after
deck area behind a towing bitt
properly positioned well forward of
the stern. Ample provision has been
made for towing cable on portable
galvanized steel subway gratings
on the fantail ; an electric 7^/2-H.P.
capstan being employed for rope
handling. The single davit, with
its long outreach, lends a smart ap-
pearance to the shi]^ as a means of
handling the metal lifeboat, chocked
over the engine room skylight.

In a machinery space having full
headroom and unobstructed pas-
sageways, there is an Enterprise
6-cylinder, 4-cycle, mechanical in-
jection, direct reversible modern
diesel engine which develops 320
shaft horsepower at 320 rexolutions
per minute. The main propulsion
power is transmitted through a
Kingsbury type GF-13;^^ thrust bear-
ing, the stern tube bearings being
of Gutless rubber in bronze shells.
The propeller is of the three-bladed
type, made of cast steel. The diesel
engine is cooled by a closed circu-
lating system, through a Davis heat
exchanger, under pressure from at-
tached fresh and salt water ])umps.
.■K double-bottom tank contains a
ton of fresh water reserve for this
s\steni. Fift\-four cubic feet of

lANUARY, 1940

starting air at 250 pounds pressure
is contained in three air tanks that
can be separately cut-in from a
manifold near the engine throttle,
thus assuring the uttermost in re-
liability and control. One attached
and one independent air compressor
are employed for air replenishment.

Lubricating oil purification is ef-
fected by a No. 35-13 DeLa\ al cen-
trifuge, fitted with electric heater
and transfer pumps that are capable
of handling 30 gallons per hour. A
single cylinder, 15 H.P., four-cycle
full diesel Stover engine serves as
a prime mover for a 5-K\\\ 130-volt
direct current generator, the 26-
cubic-foot independent air compres-
sor and a 90 G.P.Al. rotary fire and
bilge pump. There is also a 5 KW
generator, belt-driven from the main
engine flywheel. Both "float" in
the 200-ampere-hour Exide storage
battery circuit, which supplies
power to the ship's auxiliary mo-
tors, to the 7I/2-H.P. Lidgcrwood
deck capstan and to the lighting
circuits, through voltage regula-
tors. The wiring is of lead and ar-
mored cable installed to A.I.E.E.
standards. All illumination is of the
non-glare, indirect type, except in
the engine room. The tugs are
heated by a type 500 York oil-fired
boiler, equipped with a W'estco 3
G.P.M. condensate pump in the re-
turn line, thereby allowing all ra-
diators to be kept as low in the hull
as desired.

The fuel bunkers are built-in and
have a capacity of 1600 gallons, thus
offering a 1,000-mile cruising range.
The fre.sh domestic water capacity
is .300 gallons, and the peak tanks
are used for salt water trimming

ballast. Standard equipment in-
cludes: a 500-watt searchlight, elec-
tric fans, air whistle, electric tach-
ometers, Maxim silencers, engine oil
and water alarm systems and
"ahead" and "astern" indicator sig-
nals in the wheelhouse. A switch-
board centralizing all circuits, a
signal light tell-tale, 11" electric nav-
igating lights, lubricating oil sup-
plv and sump tanks, filters, strain-
ers and fully equipped gage boards.
The contract price for these two
diesel tugs was $200,000, and quite
significant is the announcement by
Captain H. C. Jefferson, president
of the towing company, that the
Yourkevitch hull form and the Kurt
Nozzle have been incorporated in
the new lines of two 600-horse-
power, 95-foot steel tugs just awarded
to The Pusey and Jones Corporation
to design and build for the Donaldson
Towing Company of Baltimore at a
total contract price of $400,000. These
craft will be delivered in mid July,
1940, and should prove thoroughly
representative of the efficiencies and
attractiveness that characterize tlie
tugs Jane and Marion, which are un-
expectedl}- doing the work of the
larger tugs of the "Silver Fleet." Mr.
Hodge will again be given a free hand
in the detail design development and
styling, which conforms closely with
Captain Jefiferson's policy of attempt-
ing \vell-th<night-out innovations.

Six-cylinder, four-cycle, mechanical
injection, directly-reversible Enterprise
diesel engine of the tug Jane. This
prime mover delivers 320 shaft horse-
power at 320 revolutions per minute.

■uz-

' i

1939 G. E. Progress

By Guy Bartlett

High lighting conspicuous develop-
ments of the year in marine eciuipment
progress was the outstanding fuel con-
sumption record of the Challenge and
the Red Jacket, which, on official trial
run, showed a fuel rate of 0.545 lb.
per shaft H.P. for all purposes (re-
ferred to 18,500 Btu/lb. fuel), be-
lieved to set a new world's record.
They are two of five cargo vessels
completed during the year by Federal
Shipbuilding and Dry Dock Compan\
in an extensive construction program
of the U. S. Maritime Commission.
They are capable of developing 16 '
knots, and all have geared turbine pro-
pulsion.

They are single-screw. 6000-H.r..
92-r.p.m., with steam conditions of 44(i
lb. 740 F. total temperature, and 1 ' ■
in. absolute back pressure. A sixth
vessel is nearing completion, and Fed--
eral is starting construction of eight i
more such ships, with propulsion
equipment duplicating the firi;t six.

During the year, Federal also com
pleted two of three high-speed tanker,
having geared turbine propulsion. C)nc
was the S. S. Markay; the other,
turned over to the Navy Department,
was named U. S. S. Neo.sho. Faster
and more powerful than usual tankers,
each has twin-screw drive with one
6750-H.P., 96-r.p.m. geared turbine
per screw. Steam conditions are 423
lb. 740 F., and I'-l-in. absolute back
pressure.

Geared turbines will also be used for
three combination cargo and passenger
vessels being built by Bethlehem Steel
Corporation, Shipbuilding Division,
for Mississippi Shipping Compaii\.
The vessels, to go into operation m
1940 Ijetween New Orleans and tin-
East Coast of South America, will
liave geared turbines rated 7800 H.l'.,
l')5 r.p.m., and steam conditions of 425
11)., 740 I'"., and li/-in. absolute back
pressure.

Several shi]i i)ro|iulsi(.>n ecjuipnients
were furnished, consisting of d-c gen-
erators driven by diesel engines, fur-
nishing piiwer to motors geared to the
]]ropellers. One of the unusual fea-
tures was engine-starting from a stor-
age battery, using the generators as
series motors, a short-time-rated series
field being provided for this ].uriiose.

Modern

Feed Pumps
for
High-Pressure

Marine Boilers

Our illustration is taken from a
photograph of a Warren 4-stage tur-
bine (h-ivc feed pump mounted with
its turbine on a structural steel base
ready for installation on shipboard.
Forty-six of these pumps have been or
are being built by the Warren Steam
I'uni]> Com[iany for various ships in
the U. S. Maritime Conunission pro-
gram.

It is a 2" four-stage pump with im-
pellers of the single inlet type. Two
impellers face in one direction and two
in the other direction, giving hydraulic
balance. The first stage impeller is
located at one end of the pump and
the second stage impeller on the other
end, this design and arrangement of
impellers having been used in Warren
boiler feed ])ump^ for the ])ast fifteen
years.

This results in the ])raclical elim-

Warren Steam Pump Co. feed pump. 2", 600 lbs., 2 stage, turbine drive.

ination of excessive unbalanced end
thrust, and the high pressure stuffing
bo.x carries only the pressure of the
first stage. To further reduce the pres-
sure on the stuffing box packing, a
pressure breakdown -ealing ring is in-
stalled in the stuiifing box and a by-
pass line connected to the pump .suc-
tion noz/.le.

The pumj) casing, which is of cast
steel, is divided on a horizontal i)Iane,
with the suction and discharge nozzles
cast integral with the bottom half. The
bearing housings are also divided on
a horizontal plane and are fitted with
renewable split shell, babbitt lined
bushings.

The trust bearing is of the Kings-
bury type, manufactured by the Kings-
bury Machine Works.

All bearings are assured of a con-
tiimnus su|)|ily of oil from a positive

pressure lubricating system. The oil
pump is of the rotary type, driven
from the main pump shaft, and is lo-
cated below the level of the oil in the
tank, thus insuring an immediate and
continuous su])pl\' of oil to all bear-
ings. A hand oil pump is fitted for use
in starting. An oil cooler and filter are
fitted in the oil line l)etween ])ump and
bearings.

Fourteen of these pumps are built
or building for seven American Ex-
port Line freighters, each with a
capacity of 210 g.]).m. against a dis-
charge ])ressure of 575 lbs. Thirty-two
additional pumps are on order for the
three new combination freight-and-
passenger steamers building for Mis-
sissippi Shipping Co., seven C-3 com-
bination freight-and-passenger steam-
ers for American President Lines and
for six vessels for .Seas .Shipping Co.
(Robin Line).

0^0^(26)@)(67)(6J)^(!TO){97)
(65) @ (g) (i9)j@

SECTIONAL ELEVATION OF FtXW
STAGE HYDRAUUCALLY BALANCED

CEMrRin>iAL _pyMPJDce£ •- 4tiis.

2" SIZE SHOWN

A Stronger—
Yet Lighter—
Cargo Winch

Out of 129 C Type cargo vessels
ordered so far by the Maritime
Commission, at least 79 are to be
equipped with American Cargo
Winches.

The reason fur this preference is
that these cargo winches are trul)
modern, the product of efficient en-
gineering design plus the advan-
tages of modern structural steel and
electric welding technique.

The latest methods and most
UKxlern machinery for shaping and
wchling hea\y steel plates, plus the
widest engineering knowledge and
experience, have enabled the Ameri-
can Hoist and Derrick Company to
design and build a vastly-improved
cargo winch. This winch is stronger
than old style winches, yet is mucli
lighter in weight, as the bed is built
up of electric welded steel shapes
instead of heavy castings.

Ma.ximum strength and rigidity
without excess weight are obtained
b)' this method. Not a pound of
useless metal is permitted on these
modern cargo handlers ; every bit of
material is put where it will func-
tion on the job, and not as non-
revenue deck load.

American Cargo Winches ha\e a
safety factor of from 2"/^ to 4 on the
elastic limit of materials used, de-
pending upon the application to
which the hoist is put. Overloads
within reason are easily taken, willi
no distortion or damage.

A foot brake, heavy enough to
take the full overload, is provifled to
comply with regulations.

An outstanding characteristic of
these cargo winches is absence of
gear noise. This is accomplished by
the use of a herringbone gear drive
between the motor and intermediate
shaft on the Model 40 and 41
winches. On winches Xos. 42 and
4.3, designed for the C-.3 type of ship,
herringbone gearing is used

American winches
on after deck, S.S.
Red Jacket.

tiirougliout. These winches are ab-
solutely noiseless except for the
hum made by the motor. They arc
ideal for combination cargo and pas-
senger vessels or for passenger
liners.

All bearings are bronze bushed.
Bushings are e.xtra heax}', are i)ro

\ided with shims for quick adjust-
ment, and are scientifically grooved
to ])rovi(le thorough distribution of
lubricant.

A very effective rope guard i'-
provided to keep the cable from be
coming loose and interfering with
the smooth operation of the winch.

Gantry-Mounted Shipyard Rerolrers

.Streamlined for the high jjressure
shipbuilding schedules of today, the
American Shipyard Revolver has a
great reach, adequate power and ex-
ceptional flexibility. The impro\ ed
hook roller design makes the tower
an integral part of the crane and
permits the weight of the tower to
be used in computing the stability
of the revolver. The ])erfected
American design makes possible a
lighter machine with no sacrifice of
strength or stability, and the rc-

Model R-20 Revolver.

sultant lowering of wheel loads is
an important advantage.

This shipyard revolver embodies
the best and most advanced devel-
o])ments in modern design and con-
struction. It is more compact, with
a shorter tail swing, than most
cranes sold for this service. The
rollers and roller path are flame
hardened to intensify their wear-
resisting qualities. In short, it is a
most efficient and durable material-
iiandling tool for shipyard use. This
crane is available in three models.

Model R-10 ~ Capacity : 14,500
l.ounds at SO feet radius: 55,000
|H)utids at 25 feet radius. .Std. boom
length— 85 feet, center to center of
|iiiis; 10 feet rctnoxable section.

Model R-15' Caj)acity: 19,500
pounds at ')0 feet radius; 90,000
])ounds at 30 feet radius. Std. boom
length: 100 feet, center to center of
pins; 25 feet removable section.

Model R-20— Capacity: I'X.SOO
pounds at 125 feet radius; 100,000
|)ounds at 45 feet radius. Std. boom
length: 125 feet, center to center of
|)ins: two 25-foot remo\able sec-
tions.

PACIFIC M A R I N K R K V I E W

0^

A.<H

SHIPS in THe mpKiHG

LATEST NEWS FROM AMERICAN SHIPYARDS

Maritime Commission's shipbuild-
ing; program is getting into full
swing now, and launchings are more
frequent. As of December 28, a
total of 141 vessels had been con-
tracted for, and of this total 21 had
been delivered and 36 had been
launched. Of these 36 launchings,
7 occurred during December.

MORMACLAND, C-3, 7,680 tons,
\vas launched at 3 p. m., Thursday,
December 14, at the Sun Shipbuild-
ing and Dry Dock Company, Ches-
ter, Pennsylvania, under the spon-

Sea BtaA, JlcuuuJt

At the yard of Moore Dry Dock
Company, Oakland, California, on De-
cember 22, at 8:30 a. m., Mrs. R. J.
Welch, wife of Congressman Richard
J. Welch, broke a bottle of California
champagne over the prow of a big C-3
cargo vessel and christened her Sea
.Star. This sponsorship was a fitting
tribute to the congressman who more
than any other one person is respon-
sible for the 6 per cent differential for
Pacific Coast shipbuilders that enabled
them to secure the present contracts.

Above is the prow of Sea Star ready for

launching, and the sponsor and her good

husband. At left, the beautifully-molded stem

of Sea Star takes the water.

J A N L A R Y , 19 4 0

Launching of S. S. Oelbrasil on December
16 at Sparrows Point Yard.

sorship of Miss Anne Elizabeth
Bailey, daughter of Senator P.ailey,
chairman of the Senate Commerce
Committee.

-Momiacland is scheduled for the
.American Republics Line service to
South .America.

SANTA TERESA, C-2, 6,085
gross tons, was launched at 12 noon
Friday, December 15, at the New-
port Xews Shipbuilding and Dry
Dock Company, Newport News,
Virginia, under the sponsorship of
Miss Jean Roig, daughter of \ice-
President Harold Roig of W. R.
Grace and Company ; scheduled for
service on the Grace Line to South
America.

FLYING FISH an<l COMET,
both C-2, 6,085 gross tons each, were
launched at 12:30 p. m. Saturday,
December 16, at the Federal Ship-
building and Dry Dock Company,
Kearny, New Jersey, under the re-
s|»ective sponsorships of Mrs. Ro-
berta Wiley Childs anrl Mrs. Klisa-
beth Wiley Robb, daughter of
Commissioner Henry A. Wiley,
Rear .Admiral, U. S. N. (ret.). Both
ships are scheduled to be used on
the American Pioneer Line service
to the Far Fast and Australia.

DELBRASIL, Mississijjin Ship-
])ing Company design, 8,.300 gross
tons, was launchcrl at 11 a. m. Sat-
urday, December 16, at the Bethle-
hem Steel Co. yarrl at Sjiarrows
Point, Marylanrl, under the sf)onsor-

ship of Mrs. Maria Martins, wife of
the Brazilian ambassador. This
steamer is scheduled to be placed in
service on the Delta Line from the
tiulf to the east coast of South
.America.

SEA STAR, C-.^ type steamer,
was launched at 8:30 a. m. Friday,
December 22, at the Moore Dry
Dock Company, Oakland, California,
under the sponsorship of Mrs. Rich-
ard J. Welch, wife of Representative
Welch of California.

EXCHANGE, E.xport Steamship
Co. design steamer, was launched
for the American Export Lines at
11:45 a. m. Thursday, December 28,
at the Fore River, Quincy, Mass.,
yard of Bethlehem Steel Corp.,
under the sponsorship of Miss Ag-
nes S. Gillespie, daughter of H. M.
Gillespie, vice-president and secre-
tary-treasurer of American Export
Lines.

SHOOTING STAR, a (i,194 gross
ton, C-2 type ship, will be launched
by the Tampa .Shipbuilding and En-
gineering Company, Tampa, Florida,
on January 10, 1940, under the spon-
sorship of Mrs. Fred P. Cone, wife
of Governor Cone of Florida, Shoot-
ing .Star, the second C-2 to be
launched at the Tampa yard, is
scheduled for service on the Ameri-
can Pioneer Line to the Far East
and Australia.

Commercial Iron W orks
Launches Two

The Commercial Iron Works ot
Portland, Oregon, have been busy
turning out workboat hulls for the
new river traffic on the Columbia.
(Jn December 16 they launched a
200,000-galIon capacity, all-welded
steel oil barge. This hull is 144 fl.
long, 35 ft. beam and 8 fi. dcplh.

On December 30, Comnuici.il
Iron Works launched an all-welded
steel whirley derrick barge.

Harhor Boat Buildinf^
Launches Tuna Clipper

On December 10, at 10:30 a. m.,
the Harbor Pioat Building Company
of San Diego launched the Madeir-
ense, a 5(K)-gross-ton tuna fishing
boat. She is 125 feet long, 28 feet
beam and 14 feet dejith. Powered

with a 600 H. P. Fairbanks Mor.se
diesel engine for propulsion, she will
have 12 knots set speed. Equipped
with quick-freezing refrigeration and
large capacity bait tank circulating
pumps, the Madeirense carries three
electric generating sets, with a total
engine cajiacity of 450 H. P. Her total
cost is $185,000. She will be operated
by Madeirense, Inc., of .San Diegn

Electric Boat Company
Launches Sub — Lays Keel

At Groton, Connecticut, on De-
cember 20, the Electric Boat Cn.
launched the 1475-ton submarine Tani-
bor (SS198) for the U. S. Navy.

On December 27 they laid a keel f<ir
a sister submarine, to be named Gar
(SS206).

As of January 1, 1940, Electric Bo.n
had five submarines under costruc-
tion and two more under contract. An
eighth, the Sealion (SS195), was de-
livered on November 27, 1939.

Lake Union Delivers Snagboat

Lake Union Dry Dock and Machine
Works, Seattle, Wash., on January 1
delivered to the U. S. Engineers a
sternwheel steam snagboat, the Pres-
ton.

Ingalls Busy on Many Hulls

In addition to the eight C-3 Mari-
time Commission cargo vessels con-
tracted in March and September, 193' •,
the Ingalls Shipbuilding Corporation,
with yards at Pascagoula, Miss., and
Decatur, Ala., has several hulls under
construction, including:

Two flat deck streel barges 1()5' \
32' X 7' for the West Virginia Pulp
and Paper Co. of New York ; and

One ferry 105' x 35' x 5' for the
Parish of Plaquemines, La.

All three of these vessels are for de-
livery on March 1, 1940.

Manitowoc Gets Car Ferry

The Manitowoc Ship Building Co.
of Manitowoc, Wisconsin, reports ;i
contract for one steel twin screw car
ferry 406' x 57' x 23.5'.

Newport I\ews Delivers a C-2

On December 4 the Newport News
Shi])lniilding & Dry Dock Company
delivered to the Grace Line, Inc., ihc
Maritime Commission C-2 type cargo
steamer .Stag Hound.

I' A <: I K I <: M A R I N K R K V I K W

Federal Delivers Large Tanker

The fast national-defense feature
tanker ICsso Trenton was delivered to
the Standard Oil Company of New
Jersey by the Federal Shipbuilding and
Dry bock Company on December 15.

The C-2 cargo vessel Lightning, fin-
ished to original specifications by Fed-
eral, and delivered to the Atlantic
Basin Iron Works, New York, for in-
stallation of cargo refrigeration, was
delivered by that firm on December 21
to the American Pioneer Line for use
on their service from y\merican North
Atlantic ports to Far East, Australia
and New Zealand. This is the twenty-
first vessel completed in the Maritime
Commission program.

Defoe Gets Sub Chaser

The Defoe Boat and Motor Works,
Bay City, Michigan, report contract
for another sub chaser for the U. S.
Navy. This boat, designated P. C.-452
by the Navy (the builders' hull num-
ber 167), will be: of steel construc-
tion; driven by General Motors diesel
engines; and 174 feet long.

Dravo Corporation Building
61 Hulls

The Dravo Corjwration of Pitts-
burgh operates three building yards
and reports that it has under construc-
tion 61 steel hulls, aggregating 35,160

gross tons. These hulls are of various
ty])es, including: flush deck cargo box
barges; covered cargo barges; welded
steel coal barges ; automobile carriers ;
diesel drive towboats; a 25-ton floating
crane (for U. S. Navy Yard, Mare
Island, Calif.) ; oil barges; and a cais-
son for the Panama Canal.

Maryland Completes
Dredge Reconditioning

Maryland Drydock Co., Baltimore,
Maryland, on December 14, 1939, com-
pleted an extensive overhaul and re-
])air job on V. S. Engineers dredge
Atlantic. The work included : the in-
stallation of additional settling bins ;
new twin rudders ; new lifeboat davits ;
and extensive hull repairs and altera-
tions. Total cost, $110,000.

Puscy & Jones Delivers
Ttvo Tugs

On December 2 and December 9,
respectively, the Pusey & Jones Cor-
poration of Wilmington, Delaware, de-
livered tugs Jane and Marion to the
Curtis Bay Towing Company. These
are specially - designed streamlined
steel hull seagoing tugs, each powered
with a 320-shaft-horsepovver Enter-
prise diesel engine. A fully-illustrated
description will be found elsewhere in
this issue of Pacific Marine Review.

This shipyard reports a busy year
ahead, having recently secured con-
tracts for the following:

Hull 1074, an auto and passenger
ferry for the Virginia Ferry Corpora-
tion ; 300 feet long, 65 feet beam and
20 feet depth ; powered with a 3600-
horsejiower L'na Flow steam engine
for a speed of 16 knots; and to be de-
livered in November, 1940, at a cost
of $1,000,000.

Hulls 1075 and 1076, tw<j C-1 type
turbine drive cargo steamers for U. S.
Maritime Commission, to be delivered
in January and March, 1941, at a total
cost of $^928,00 each.

Hulls 1077 and 1078, two tugs for
the Donaldson Towing & Lighterage
Co. ; 95 feet long by 24 feet beam by
14 feet depth ; each to be powered with
a 600-liorsepower Una Flow steam en-
gine for 13 knots speed; to be fitted
with Kort nozzles ; and to be delivered
in July and August, 1940, at a total
cost of $200,000 each.

Sun Delivers Mormacpenn

On December 31, nearly three
months ahead of contract date. Sun
Shipbuilding and Drydock Company
delivered to the Moore-McCormack
Lines, Inc., their Hull No. 182, the
Mormacpenn, first of a series of four
C-3 cf)mbination cargo and passenger

DELIVEKIES liADE TO LAIE

K. C. Bull

Date of

Uuffiter

Type

Builder

Keme

Delivery

2

Tanker

Sun S&DD Co.

CIl'JfflRON

2/6/39

3

Tatiker

Sun S&LD Co.

SEASAY

3/23/39

k

Tanker

Sun SicHH Co.

ESSO IffiVf OELEAKS U/1U/3C

5

Tanker

Federal S&DE Co.

MAKKAY

5/25/39

6

Tanker

Federal SiHD Co.

NEOEEC

8/U/39

7

Tanker

Federal S&DD Co.

ESSC TBEHTOH

12/1U/39

8

Tanker

Beth. Steel Co. -

S.P.

SS PLATTE

12/1/39

lU

C-2 Cargo

Federal SacDD Co.

CHALLENGE

, 7/10/39

15

C-2 Cargo

Federal S&DD Co.

RED JACKET

9/6/39

15

C-2 Cargo

(Atlsn.EIW-Csr.re

frig.)

RED JACKET

ll/lg/39

16

C-2 Cargo

Federal S&DD Co.

LI&HTNING

9/26/39

17

C-2 Cargo

Federol S&DD Co.

FLYING CLOUD

11/1/39

18

C-2 Carfo

Sun S&LD Co.

DOliALD McKAY

6/27/39

19

C-2 Cargo

Sun S&DD Co.

MORliACHAWK

7/'7/39

20

C-2 Cfirgc

Sun S&DD Co.

MOEUACWREN

8/18/^9

a

C-2 Cargo

Sun S&DD Co.

MORIAACDOVE

9/21/39

26

C-2 Cargo

Kewport News S&DD

Co.

NIGETINGALE

lc/30/39

27

C-2 Cargo

Newport News S&DD

Co.

STAG HOUiro

12/U/39

50

C-2 Cargo

Sun S&DD Co.

MORKACGULL

10/13/39

31

C-2 Cargo

Sun S&DD Cc.

KOHKACLARK

11/29/39

1^

Cargo

Beth. Steel Co..

F.R.

EXPORTER

9/28/39

35

Cargo

Beth. Steel Co.,

F.R.

EXPLORER

11/16/39

To Tilioa Delivered

Kavy Dept.

Standard Oil Co. of li.J.

Standard Oil Co. of H.J.

Standard Oil Co. of N.J.

I'ipvy Dept.

Standard Oil Co. of N.J.

Navy Dept.

Ameri can-Hampton Rds. Line

Atlantic Basin Iron Works (refr.)

Koore-iicCormack Lines

Atlantic Basin Iron Works (refr.)

Moore-McCormack Lines

Koore-McComiack Lines

Moore-McCormack Lines

lioore-McCormack Lines

Mcore-McCormack Lines

Grace Line, Inc.

Grace Line, Inc.

Koore-McCormaok Lines

Voore-McCormack Lines

American Export Lines, Inc.

American Export Lines, Inc.

Deliveries of Maritime Commission program ships to December 21.

JANUARY. 1940

TONIUGE FIGURES U. S. M. C. STANDARD CARGO VESSELS

Tonnage

C-1
Full Set.

Steam

Shelter Dk.

C-1
Full Set.

Diesel

Shelter Dk

Steam

3.

Diesel

0^

Steam

~ Diesel

Displacement

12,875

11,100

12,875

11,100

15,900

13,900

17,600

17,600

Hull & Machinery

3,800

3,600

3,900

3,700

4,933

5,100

5,680

5,880

Total Deadweight

9,075

7,500

8,975

7,400

8,967

8,800

11 , 920

11,720

Cargo Deadweight

7,815

6,240

8,015

6,440

7,400

7,590

9,900

10,100

Gross Measurement

6,750

5,028

6,750

5,028

6,194

6,194

7,680

7,680

Net Keasvirement

4,800

2,820

4,800

2,820

3,688

3,688

4,550

4,550

Note: Most of

these figures are taken

from Viarltime Comuiosion

releases.

A few are estimated.

There will be considerable variation from this table in the combination passenger and cargo C-3 types.
Figures as given represent the standard cargo ships as closely as can Oe approximated at this time.

motorships powered with Busch Sul-
zer diesel engines.

Brooklyn Navy Yard
Delivers Light Cruiser

On December 15 Brooklyn Navy
Yard delivered U. S. CL50,'the light
cruiser Helena, 600 feet long by 61
feet 7H inch beam, with 10,000 tons
displacement. This leaves Brooklyn
with a 35,000 ton battleship on the
ways, e.xpecting to be launched on
March 1, 1940; and another battleship
on order, keel for which will be laid
on the ways vacated March 1. Esti-
mated delivery dates are October 15,
1941, and August 1, 1943.

posited weld metal, charts of joint
forms and positions, and a handy esti-
mator for electrode quantities.

Literature of

The Industry

Arc Welding Electrodes, GE.I-
\54f)F, is a new bulletin on the selec-
tion of General Electric arc-welding
electrodes, now available.

Prepared as a guide for the proper
selection of electrodes, the j>ublication
als« gives important suggestions on
welding technique with different ty])es
of electrodes, and presents some of
the factors influencing their choice.
Complete descriptions are given of the
20 types of fieneral IClectric elec-
trodes, their apjjlicatifjns, sizes, recom-
mended currents, arc-vfjltages and
iflentification.

Profusely illustrated with applica-
tion photographs, this 4<^)-page jnibli-
cation contains characteristics of de-

The Babcock & Wilcox Tube Com-
pan\', Beaver Falls, Pa., have issued
their Technical Bulletin No. 12-A,
Condensed Technical Data on High-
Temf'eratnre Steels, containing re-
vised useful information data on B&W
seamless alloy tubes and pipe for high
pressure and high temjierature
services.

Curves and a complete tabulation
give: analysis, applications, minimum
physical properties, creep strength,
short time tensile strength, oxidation
resistance, corrosion resistance, tem-
per embrittlement, working qualities,
and appro.ximate relative cost for 15
different materials.

The bulletin may be had by giving
company connections.

(iearflex Couplings. This catalog,
No. 443, newly issued by Farrel-Bir-
mingham Company, Inc., explains the
function of a flexible coupling, and
describes how Farrel Gearfle.x Coup-
lings compensate for parallel or angu-
lar misalignment or a combination of
both, illustrating the details of design
and construction with a number of
fine half tone plates. It gives the
a|)])lications, ratings, dimensions and
weights of the various types of flex-
ible cou]>lings manufactured by Far-
rel-P.irmingham Company, illustrated
with numerous charts and diagrams.
Phot(jgraphs of a number of coupling
installations are al.so contained in this
catalog, and full information is given

on such subjects as service factors and
their use in making a selection of a
flexible coupling for any particular ap-
plication, as well as information neces-
sary in ordering, and other data.

Containing 44 pages, handsomel\'
printed in blue and black and with a
black and silver embossed cover. Cat-
alog No. 443 is a reference book of
much practical value. Copies may be
obtained by addressing Farrel-Birm-
ingham Company or Pacific Marine
Review.

New Sperry
Headquarters

J. F. McConkey, West Coast man-
ager, Sperry Gyroscope Company, Inc.,
has recently moved his San Francisco
hetadquarters from 58 Main Street to
218 Howard Street to provide room
for the expansion of S])erry business
on this coast.

At the new location, in addition to
mr)re spacious and more individual of-
fices and reception rooms, there is a
large room for the shi]) officers' Gyro
school and a large stockroom and
sho[j.

The new offices are furnished in
good taste, are well lighted, and have
ade(|uate heating and ventilation
e(|uipment. The location is close to the
center of San Francisco's waterfront
and very convenient to the business
district and to crf)ss-town and trans-
bay trans|Mirtation.

PACIFIC MARI.NE REVIEW

Dependable
Insurance
Since 1863

9Zn2 • Automobile • Marine • Casualty • 'jUdelity • Surety

HREMAN's Fund Group

I 'Jireman's'yund Insurance Compani/ ~ Occidenta/ Insurance Gompani/ I
I Home 'yire & Marine Insurance Gompany I

M.'yireman's'yund Indemnity Company —Ocadentai Indemnity Company I

NewYbrk • Chicago • SAN FRANCISCO • Boston • Atlanta

Strength

Permanence

Stability

[NSTRUCTION IN VISUAL SIGNALING

i'icptirts that nierchaiU vessels have
ailed to answer visual signals from
^'avy and Coast Guard ships have led
he United States Maritime Commis-
sion to offer courses in that field to
unior licensed deck officers of the
American merchant marine.

Instruction will be given by U. S.
7oast Guard personnel at Maritime
.'ommission District Offices in New
rork, San Francisco and New Or-
eans, and at Coast Guard stations for
■essels not calling at these ports.

In a letter to all United States
•teamship companies, Admiral Emory
s. Land, Commission chairman, asked
•ooperation in training junior officers
ind deck cadets and deck cadet
)fficers.

Cadet officers are probaljly qualified
It semaphore, flashlight and interna-
ional code flags, but Admiral Land
■aid:

Nevertheless, iiistntetioiis have been
liven to the Distriet cadet training in-
structors to check on their proficiency
It the time of their appointment and
''hile in service.

Cadets are given an intensive course
)i communications during three years
■f their training. Visual signaling is
ommenced at the shore receiving sta-
ion, and at the end of their first year
adets mu.';t be able to transmit and
'eceiz'c semaphore and blinkers at a
■ate of at least eight words per minute

The cooi)eration requested by Ad-
uir.ii Land included :

1. Instructions to masters to [)erniit
radet officers and cadets to practice
md use visual signaling equipment un-
it tbey are rated proficient.

2. Permission for cadet officers and
cadets to spend half of each day in any
of the three ports with the cadet in-
structor for instruction and tests, vis-
its to be discontinued when proficiency
is attained.

3. Instruction to masters to use
cadet officers and cadets for visual
signaling whenever possible.

4. i\(--(|uircnient that, an adequate
nundier of your junior licensed deck
personnel take the training ivliilc in
port at New York, .San Francisco and
New Orleans.

Admiral Land told the companies
that the reports of both failure to
answer and of lack of proficiency in
answering visual signals indicated a
condition which "may prove of serious
conse(juence."

(rcncral Electric emi)loyets in-
sured through the free and addi-
tional group life insurance plans of
the company were saved appro.x-
imately $190,000 last year through
the suspension of contributions to
the additional \>\\\n during Novem-
ber and December. This sum is
equivalent to MP-f-x, per cent of the
Nearly contribution rate. It is also
twice the sum saved employees in
1^38, when ])ayments were susjiended
for the month of December only.

Payment of this dividend was
made jiossililc through favorable
nidrtality (.•.\])erieiu-e during 19.^9.

Fusion welding has become increas-
ingly important in the shipbuilding in-
dustry during recent years, and has
displaced the use of rivets in many
new marine construction methods.

Consequently, in line with the Com-
merce Department's policy of keeping
abreast of new developments that af-
fect its work, a group of inspectors of
the Bureau of Marine Inspection and
Navigation met in Cleveland, Ohio,
from December 4 to 11 to undergo a
brief and intensive study course in re-
cent innovations of this rapidl\-devel-
oping science.

The Bureau has set high standards
in its welding code governing work
done on merchant marine vessels, and
qualification standards for personnel
engaged in marine welding operations
are equally stringent. Participation in
courses of this nature is designed to
keep the Bureau adetiuately staffed
with experts capable of subjecting ma-
rine welding work to rigid inspection.

The group, headed by James W.
\\'ilson, -Senior Marine Engineer of
the Bureau, not only engaged in exten-
sive discussions and studies but also
visited several large plants in Cleve-
land and vicinity and observed the a]i-
plication of welding in actual opera-
tion.

.Ml phases of welding as ajiplied to
marine construction were studied, in-
cluding flame cutting, gas welding,
submerged melt electric welding, me-
tallic arc welding, non-destructive
tests of welds, stress relieving of
welds, electric resistance butt welding
and welding for both new construc-
tion and re]iairs.

,A N U .\ R 'i . 19 4 0

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENK HRE INS. CO.

Commercial Hull Dept.

AUTOMOBILE INS. CO.

MATHEWS & LIVINGSTON

Marine Underwriteri

200 BUSH ST. SAN FRANCISCO

Offices St: Colman BIdg. - Seattle 111 Weat Tth St. - Loi Angelea

STEADY AS YOU GO!

(Continued from page 68)

In his solution of problem No. 3,
my correspondent arrives at prac-
tically the same solution as given, but
is to be complimented for remember-
ing his mathematics and solving the
quadratic equation t' — 24t -\- 72 ^0
by the much better "completing the
square" method, which I quote :

24t -f 72 = 0

adding 72 to
each

- 24t + 144 = 72

(t^ 12V- = 72

t — 12 =± \'72
8.485 + 12 = 20.485

Therefore, t
sees.

or, t = -8.485 + 12 = 3.515
sees.

With reference to the alternative
solution, 3.515 seconds, our mathe-
matically-minded correspondent gives
the following interesting workout :

"The root 3.515 seconds does not fit
into the problem for the restriction
that top mass is released six seconds
before lower mass; but it can be made
to fit into a problem in which the sum
of the time of the top body falling and
lower body falling is six seconds.

t top = 3.515 sec. t lower 6 —
3.515 = 2.485 sec.

h = >4 X 32.3 X 3.515 = 199 ± feet
2

h/2 = 2 X 32.2 X 2.485 = 99.45 ±
feet.

Therefore, root t = 3.515 means
that top body would fall 199', and
lower body would be released 3.515 —
2.485 or 1.0.30 see's, later,"

Regarding problem Xo. 1. inibli4ied
in the November issue, he re-marks :

"The minus root, x = (-11), means
that if the conditions of the problem
were reversed, that is, if speed were
one knot less and time one day longer,
then the answer would be eleven knots.
The other root now would be (-10)."

Of the two solutions to a {|uadratic

etiuation, it is usually obvious which is
the itractical one to use. Some purely
hypothetical set of conditions has gen-
erally to be imagined to meet the
other. "The Skipper" does not feel the
mathematical urge to go farther into
this at the present time. To conclude
his letter, our correspondent face-
tiously remarks :

It zvoitid be appreciated by many of
the "present day" mates and engineers
— // you could publish in your column
a svstcm of calculating by which 3
plus 2 could be made to equal 10.
Such a svstem would fit into their
ideas of how their "overtime" should
be reckoned.

C-2 Clipper Sponsors

Surprise

Launched October 5, 1850, from
the yard of Samuel Hall, Surprise
was the first clipper ship con-
structed in East Boston. She was
modeled by Samuel H. Pook and
built for the China trade to the or-
der of A. A. Low and Brother, New
York. Her construction was sujier-
vised by the celebrated sailing ship
ski])per. Captain Philip A. Dama-
resq, who was to command her for
the first two round voyages.

Dimensions were : length on water
line, 183.3 feet; beam, 38.8 feet;
depth of hold, 22 feet ; old measure-
ment tonnage, 1261. A gilded eagle
formed her figurehead, and licr
neatly-molded, elliptical stern was
adorned with the coal of arms of
.\'ew ^'ork. She was launched fully
rigged and ready f(jr se.i somewjial
ahead of schedule, which so ])leasrd
her owners that they ])resente(i llie
builflers with a bonus of $2,500.

California business being very ac-
tive, Surprise was immcdiatrly
loaded for San Francisco, partly al
I'oston and partly at New York.
She sailed from New York on De-
cember 13, 18.50, and arrived at San
I'Vancisco on March 19, 1851, in 96

(lays, 15 hours, from Sand)- Hook
light to anchorage off Clark's Point.
This was the record up to that date.
From .San Francisco to Hongkong :
she made a run of 46 days, and from i
Hongkong to London, 107 days.

In this round voyage New York .
to London via .San Francisco and I
Hongkong, Surprise earned enough i
in freights and passenger fares to i
pay all expenses, pa}- the entire cost
of the vessel and distribute a net
profit of nearly $50,000. Those were
the days to operate ships.

Between 1851 and 1867 Surprise ■
made 16 round voyages similar to •
the above with consistently fast :
average performance but no more
records.

In 1867 she was practicallj- re-
built and rerigged at New York.
.She continued in the Oriental trade
until she was lost on the coast of
Japan on Februar)' 4, 1876. During
the whole of her career after 1852
she was in charge of Captain
Charles A. Ranlett or of his son,
Charles A., Jr.

Sweepstakes

Launched at New York from yard
of Daniel and Aaron Westervelt for
the firm of Chambers & Heiser on
June 21, 1853. She was: 216' 4"
overall length ; 235' keel length ;
41' 6" beam ; 22 feet depth ; and 1735
tons old measurement. She spread
13,000 yards of can\ as.

Sweepstakes made 3 voyages New
\'ork-San Francisco in 125 days, 117
days ;m(l 95 days, respectively, pilot
to pilot, the last being the eighth
fastest on record for the course.

Hrr fourth voyage was from New
N'ork to l)ombay in 74 days, said to
be the record for that run; fiftji to
.San Francisco in 105 (la\ s.

(Jn Aj.ril 24, 1862, she arrived .-it
I '.ataxia in ballast frcmi Adelaide.
Siic li;iil sti'uck on a reef in .Sund.i
Strait, and went into dock al F)ala
via, where a survey showed exten-
si\e damage, and she was sold for
;iccount of whom concerned.

1' A C I 1' 1 C M A R I N K REVIEW

ANUARY, 1940

PACIFIC
MARINE

Rfitde^AAi

L. B. PEEPLES

RETIRES AFTER 41 YEARS
L. B. (LEW) PEEPLES-vicc
president of Crane Co., in charge of
sales and branches in the states of
California, Nevada, and Arizona, re-
tired from active service last month
to devote his entire time to personal
interests and travel.

Peeples is a native son of Califdr-
nia, having been born in Gualala.
Mendocino County, February 17,
1872. He joined the Crane organiza-
tion in the summer of 1898 as a
salesman in the Portland branch.
covering the Seattle territory. Fnur
vears later when the company estab-
lished a branch in Seattle, Peeples
was appointed manager. In 1912 he
was transferred to Los Angeles, a
larger branch, as manager, and later
was elected a vice-president.

All of his activities with the com-
pany have been confined to the Pa-
cific Coast, and it may be said of his
success that under his superxisicm
Crane branches in this territory have
increased in number and im])ortance
until today they are located in 17
cities in California, Arizona. .Ne-
vada, Oregon and Washington.

His ability , understanding, and
genial character have made him an
ins[)iration to all those fortunate
enough to lie closely associated with
him. Xot the least of his talents was
in the development of men whn
worked for him, many of whom be-
came efficient executives in ( rane
branches or at headquarters in Chi-
cago. His 40th anniversary was
marked by a dinner given in his be-
half by the California wholesalers of
plumbing and heating products at
the Los Angeles Atheltic Club.

N'o one will deny that "Lew" I'ec-
ples has earned relief from business

coast fleet. Captain Rippon was
well known in California ports, hav-
ing made many trips in connection
with his company's affairs.

L. B. Peeples

responsibilities, and his ni a n y
friends wish him ever increasing
hai)piness, health, and enthusiasm.

BRIDGEPORT BRASS
CALENDAR

Among the vast number of Holi-
day messages received by our staff
there is no more beautiful seasonal
greeting than the new 1940 calendar
from Bridgeport Brass Company . . .
so here's thanks to Ralph Phelps
and Herman W. Steinkraus! Tliis
calendar carries some reproductions
of color photographs of interiors of
the new Bridgeport rolling mill at
Bridgeport, Conn. Some of Ihe
most attracli\-e P>alcom ]iainlings
are also used in this calendar.

CAPTAIN RIPPON PASSES

San Francisco's Marine Fxchangc'
received word of the death in Can-
ada of Captain Thomas Rippon, ma

rine suiierinlendenl for the ( ana-
(lian Pacific Steanislii]j Company's

A. M. GARLAND RECEIVES
WORD FROM OLD FRIEND
A. M. Garland, pioneer executive
in transpacific steamshipping, one-
time general manager of the old
China Mail and also for \ ears with
the Pacific Mail Steamship Com-
pany, recently receix'ed a letter from
his friend — Captain King Zeeder,
formerly transpacific and canal
route shipmaster. Captain Zeeder is
safe and sound at Biarritz. He h.iM
been in Berlin. The colorful shi]i
master, with a host of Pacilic
friends, is now a resident of Ca]ic
Town.

WILLIAM TYRRELL— 1

40 TRIPS AROUND WORLD!

In the American President liner
President Polk, sailing from Los
Angeles the other day, was Chief
Officer William Tyrrell setting
forth on his 41st voyage around the
world ! His mileage is well over the
million mark. Incidentally, the
President Polk is on her 48th globe-
circling voyage.

HAROLD R. SW ANTON
PROMOTED

The firm of Precision IV-arings,
Inc., announci's tli.at Harold R.
Sw.anton has bt'cn elected \ice-
j)resi(lent and will incnceforth have
com])leti- charge of the activities of
this organization. Swanlon is widely
known in Western industrial and
engint'ering circles.

I' A (; 1 K 1 <; M A K I N K « K V I E W

1940 NOMINATIONS FOR L. A.
CHAMBER

Los Angeles Chamber of Com-
merce nominations for 1940 officers
and directors were recently an-
nounced, revealing that J. L. Van
Norman will head the organization
as president. The formal election is
scheduled for January 10, hut nomi-
nations are usuallx tantamount to
election.

Among the 42 directors nominated
is Emerson Spear, past president of
the Los .\ngcles Junior Chamber of
Commerce and one time member of
the Los Angeles Board of Harbor
C'ommissioners. It is assumed that
Spear will head the chamber's all im-
])ortant Harbor, Foreign Commerce
and .Shipping Committee of 250
m embers, succeeding William
(iroundwater. Spear, through his
two companies — the Pacific Wire
Rope Company and Pacific Wire
Products Company, exporting to
world markets and importer of raw
materials, is thoroughly familiar
with foreign trade and shi])|)ing
affairs.

A.P.L. OPENS

SEATTLE OFFICES

President Joseph R. Sheehan of

the American President Lines an-
nounces the oi)ening of Seattle of-
fices. Leon J. Lancaster, one of the
best known transportation men in
the Northwest, and former ])assen-
ger agent for the American Mail
Line and Pacific Steamship Lines,
was selected to head up the new
.^.P.I-. branch office in Seattle. The
offices are at 1326 Fifth avenue.
With the title of district freight and
])assenger agent, Lancaster will
serve the territory of Washington,
Oregon, Idaho, Montana and P>rit-
ish Columbia.

PACIFIC TRAVEL BOOM
Edward G. White, passenger
manager for Nippon ^'usen Kaisha,
returning home to San Francisco
after a tour of American cities,
makes the prediction that the Far
East and West Coast and around
South America tours will set a 1940
record in travel volume. White
said that wherever he went thi're
were many inquiries regarfling .San
Francisco's 1940 E.\i)osition pro-
gram— exjiressions of enthusiastic
hope that the fair of 19.39 would be
rei)eated in 1940— which it will be!

Emerson Spear

BILL RUDY
APPOINTED

John F. (iovan, president of Xzit
Sales Company, has announced the ap-
pointment of W. H. (Bill) Rudy as
Pacific Coast sales manager of the na-
tional soot-eradicator organization.

This elevation to the important ])Ost
is fine recognition of Bill Rudy's long
and resultful work with the Covan in-
terests on both Coasts. He joined up
with Jack years ago, "when the first
pound of Xzit was sold." It is interest-
ing to note that this product was first
introduced on the Pacific seaboard.
With its growing acceptance by ship-
owners throughout the various mari-
time districts, the management was

prompted to move the factory location
back to the Ivistern territory in order
to supply the demand from a more
strategic geographical hub. r)ill Rudy,
remaining in charge of the Pacific dis-
trict, will have supervision of all Xzit
salesmen, cocMxiinating their work with
that of the agents and distributors at
Coast ports.

Rudy comes into aboard-ship work
quite naturally, as his forebears were
steamboat men for generations back.
He was raised around Cincinnati, and
came out to the Coast eighteen years
ago "ju.st to try out some of that salt-
tanged air" he'd been hearing about all
his life. His choice of ocean breezes
over lake zephyrs i)revailed, and you
couldn't get him away from the Pacific
without tremendous effort.

His work has always been in the
specialty selling line — with products
for engine room use as his first, last
and constant preference.

McCORMICK

McCormick Steamship Company,
managing operators of the Pacific
Argentine Brazil Line announce the
appointment of Agencias Unidas as
freight and passenger agents to rep-
resent them in Costa Rica, Guatemala
and San .Salvador. The head oflfice of
the Agencias L^nidas is located in San
Jose, Costa Rica, and this appointment
was effective December 30, 1939.

Willi.im H. "Bill" Rudy

ERNEST C. LOW HEADS
ROEBLING
Ernest C. Low succeeded Freder-
ick W. Hammond, retired, as presi-
dent of John A. Roebling Sons Com-
pany of California. . . The announce-
ment told of Hammond's retirement
on December 31st following forty-
one years with the Roebling organ-
ization. A dinner in Hammond's
honor was given at the Palace Hotel
in San Francisco on December 22nd.
Present were the regular employees
and branch managers from the Los
.Angeles, Portland and Seattle of-
Ices, as well as the retired em])loyees
of the firm. Low has been connected
with the Roebling Company for 29
years and for the last nine years has
served as sales manager and secre-
tary. E. A. Trask becomes manager
of the San Francisco branch. Other
appointments are E. T. Zeoli, treas-
urer, and H. D. Tattle, secretary.

JANUARY, 1940

85

New Heads for
Mariners Club

IT'S FULL SPEED AHEAD

fur the -Mariners Club of California!
Revitalized by the dynamic work and
enthusiasm of "the old guard," the re-
organization of the former Propeller
Club of California is now complete.
On Tanuan,- 3rd (just a day or so
ago!) the election of new officers was
consummated with these results :

Walter J. Walsh, long a leading
figure in California naval and mer-
chant marine coordination, is the new
president.

Captain A. T. ("Tom") Hunter,

member of the .San Francisco Bar
Pilots, and former president of the
old Propeller Club, is vice-president.
Stanley E. Allen, who has an un-
broken record of .serving the organ-
ization since its inception some ten or
more years ago will continue as Sec-
retary.

President Walsh has developed a
new organization chart which prom-
ises to enroll the assistance of a goodly

Standing, left to right — Cyril Meek. H. H. Brann, Fred McLean, Frank Fox, Captain
A. T. Hunter. Seated, left to right — Fletcher Monson, W. D. Conn, President Walter
J. Walsh, R. H. Glissman and Eugene V. Winter.

percentage of the club's roster in ac-
tual committee work. New commit-
tees are set up as follows:
Membership
Reception
Public Policy
Finance
Publicity

Club Partici])ation
The ]iersonnt'l of these groups:
Membership
F. F. Monson, Chairman
H. H. Brann V. W. Hoxie

Sid Livingston T. A. Short

Columbia Steel Promotions

i-'rr)mntion of three executives of
Columbia Steel Company, subsidiary
of L'nited States Steel Corporation,
was announced nn December 12 b\
William A. Ross, president.

They were J. R. Gregory, elected
vice president and general manager
of sales; F. B. DeLong, vice presi-
dent in charge of sales, Los Angeles
District; and C. S. Conrad, assistant
general manager of sales, manufac-
turing and construction accounts.

Mr. Gregory, a native of Chicago,
111., has been as.sociated with the
steel industry since 1911, when he
joined the Illinois Steel Warehouse
as salesman.

Mr. DeLong, born in Sparta,
Wis., started work in 1909 as a
topographer for the United States
Geological Survey. In 1910 he
joined the Portland office of ihc
Crane Company as salesman. After
serving as suj)crintendent and man-
ager of a number of firms important
in the hfa\y industries, he joined

the Los Angeles District sales of-
lice of Columbia Steel Company in
]'>?iH as manager of the Tubular,
Allii\ and .Stainless De])artment. .A
few months later he was ap]ir)inte(l
district manager of sales of Los
Angeles.

Mr. Conrad succeeds Mr. Gregory
as assistant general manager of
sales, Manufacturing and Conslruc-
lion Accounts. He was born in
DcKalb, 111., and started work with
the Fairbanks Morse Company at
Beloit, Wis. In 1930 he became
affiliated with National Tube Com-
pany, subsidiary of United .States
Steel Corporation, and in 1932 was
transferred to the sales department
of Columbia Steel Company, where
he was shortly promoted to the po-
sition of .San Francisco district man-
ager of sales.

The appointment of Harry E.
Rogers as .San Francisco district
sales manager of Columbia .Steel
( nm])any was also announced.

Program
Entertainment
R. H. Glissman, Chairman
F. H. DePue Mac Gilmore

C. H. Robertson L. Siverson
John Parker Bob Christy

Jerry Lalor

Reception

l^d MacFarlan, Chairman

Harold Weule S. F. Allen

Cyril Meek Julian Arntz

Charles Co.x

Public Policy

Frank Fox, Chairman

A. T. Hunter C. H. Robertson
W. D. Conn C. M. LeCount

Finance
A. T. Hunter, Chairman
E. V. Winter Wm. Empey

Ed Martin
Publicity
Jerry -Scanlon, Chairman
Paul Faulkner J. .S. Hines
Bern DeRochic Ben Foster
Howard Oxsen
Golf Tournament
Russ I'ratt, Chairman

B. L. Haviside John Pruncr
John Parker Art Donnelly

Chas. Dilke

Harbor Day

H. T. Haviside, Chairman

Capt. Clyde Parker Capt. J. W. Jory

Jack Bolger C. Kriemler

Navy Day

Walter J. Walsh, Chairman

Capt. Lewis Mesherry

Club Activities

W. I ). Cdnn, C hairni.ni

I'. II. Del'ue

w

/^

^

I' A C I y I C M A R I N K R K V I F, W

We have received the December 30
iiilletin of the Marine Exchange of
"he San P'rancisco Chamber of Com-
nerce.

So worthwhile is its message that
ve are prompted to quote it here in its
nil length . . . knowing that many of
)ur readers will gladly rally. Our com-
iliments to M. A. Cremer, manager,
or this spirited and timely crusade :

"This bulletin is directed to all those
vho hold cards of admission to the
loor. To those who do not have cards
lut are entitled to them, may we re-
nind you to ask for them.

"Not so many years ago, the Ex-
hange floor was the principal meeting
ilace of the business leaders of San
•"rancisco. Daily, these men went out
if their way to vi.s-it the floor, to meet
heir friends and to exchange the lat-
st news of the day. At times it was
ecessary to use one's elbows to secure
landing room. Few regarded them-

selves as cither too imi)ortant f)r too
unim])ortant to rub shoulders here.

"During the trying times of the past
decade, the Exchange floor did not en-
tirely escape the ill effects of the de-
pression. But it has survived !

"The number (jf members a])pearing
on tlie floor during the past few
months has increased by ul least
twenty-five per cent. To the Floor
Committee and the membership in gen-
eral are due congratulations for the
.success attending their efforts in
bringing this about.

"The Exchange floor is alive!
It is becoming of greater interest every
week. If there were any doubt regard-
ing the trend, it should have been dis-
pelled by the unexi>ected large attend-
ance at the festivities on the Friday
l)receding Christmas. Our facilities
were overtaxed. Hundreds were un-
able to get within the entrance doors.

"Visitors from other maritime cities

OnjOypjeUe/i QUtM^ <U ^Gx:o4fui

The Xovemlier dinner and .meeting
>i the Propeller Club, Port of Tacoma,
kas held Tuesdav, the 21st, at the
•".Ik's Club.

The meeting was called to order by
lur President, Hal Davis, who imme-
liately introduced the .Seattle visitors,
iho included Captain H. A. Jeans, a
last president of the Seattle Propeller
"lub, P.. A. Riley of the Seattle Mer-
liants' Exchange, who is the present
lead of the Seattle Club, and Alex D.
Stewart, their Secretary.

The first matter brought before the
'lub was the report of the two nom-
naling committes. J. L. Moore was
lominated for President; Robert G.
• lurphy and E. J. Pole for Vice-pres-
dent ; CTiarles C. Cramp for .Secre-
ary; Fred Tuttle for Treasurer; and
'erry I). Moore, George I-'oss, C. E.
low, and John S. Dyer for member-
hi]> on the Hoard of (Governors. The
:Iection was held at our regular
neeting in December.

President Davis spoke to the Club
egarding new members. It was de-

cided to not keej) the membershi[) lim-
ited to strictly marine workers but to
branch out for members who are em-
]jloyed in other lines of business.

Mr. Rilev gave a short eulogy on the
late Professfir (iould of the University
of Washington, who passed away re-
cently. He spoke very highly of his
interest in maritime affairs and of his
work in the Propeller Club.

Captain Jeans gave a short talk in
connection with the Propeller Clubs of
California, with particular reference
to the former Propeller Club of Cali-
fornia which had ju.st lately changed
its name to the Mariner's Club of
California.

As the highlight of the evening,
President Davis introduced the ])rin-
cipal s|)eaker of the program, Ca[)tain
Wallace Langely of Seattle, who gave
us an interesting report of his visit to
the National Convention at New York.

Immediately after Captain Langely 's
address, VA Pole of the Insurance De-
partment of R. E. Anderson & Co.,
Tacoma, gave a short talk and ex-

in the United States and abroad assure
us that excepting Lloyd's of London,
no other marine floor anywhere can be
compared with that of .San P'rancisco.
Tho.se of our members who have trav-
eled extensively tell us that not in New
York nor Boston, Philadelphia nor
Baltimore, New Orleans or any Euro-
pean or other foreign port is there to
be found on any marine exchange
floor, such an atmo.sphere of friendli-
ness and general bonhomie as prevails
here among those in the maritime in-
dustry of San Francisco.

"Your Marine Exchange spends a
considerable part of its income to pro-
vide this floor for you. If you do not
use it, you are missing something !

"If you do, consciously or uncon-
sciously, adopt resolutions for 1940,
may we suggest that you determine
to become better acquainted with those
who are identified tn'ith the most im-
portant industry of the Pacific Coast
and of its leading port by making it
your business to drop in on the floor
whenever time permits, even if only
for a few minutes during the noon
hour.

"MAY YOUR NEW YEAR B1-: A
HAPPY ONE!"

])lained verv full\ the new insurance
rates as effected l)y the present Euro-
])ean War.

There being no further business on
hand, the meeting was adjourned by
the President.

Charles C. Cramp,

Secretary.
* * *

The December dinner and meeting
of the Pro|)eller Club, Port of Ta-
coma, was held Tuesday evening, De-
cember 19th, at the Union-University
Club. The change of meeting place was
due to alterations being made at the
Elk's Club which will not permit us to
continue our meetings there.

The election of officers was the first
business brought before the Club by
President Davis. The following were
elected to serve for the 1940 .season.

I'resident, J. L. Moore.

Vice-President, R. G. Murphy.

.Secretary, Charles C. Cramj).

Treasurer, Fred Tuttle.

George Foss and J. S. Dyer were
named on the Board of Governors in

I A > U A R Y . 19 4 0

place of C. r>. Linuemian and S. J.
Maxwell, to serve for the next three
years. Perry Moore was also named on
the Hoard to fill out \'ice-rresident
Murphy's unexpired term.

Immediately after the election of
officers was completed, the guest
speaker, Mr. Philip M. Crawford, was
introduced to the members present.
Mr. Crawford, who is District Man-
ager of the C S. Bureau of Foreign
and Domestic Commerce, with offices
in Seattle, gave a very fine and in-
structive talk in connection with the
historv of this P>ureau and of its serv-
ice to the business man.

A general discussion was held after
Mr. Crawford's address, after which
the meeting was adjourned b\- tiie
F'resident.

Charles C. Cramp,

Secretary.

MatUUi^ AoadeffUf

The following gratefully received
Ulter tells its own story:
I'acific Marine Review,
.^00 Sansome Street,
San Francisco, California.
Dear Sirs:

Ca])tain Nichols has referred to
me your letter of 5 December, sug-
gesting that the Propeller Club,

Port of California Maritime Acad
em\, might furnish reports nf tin-
]i(irt's activities.

It would be a real pleasure for our
port to join the senior ports in the
pages of the Pacific Marine Review.
At the present our cadets are on
leave and the ship undergoing an- 1
nual overhaul, hence Propeller Club
activities are at a standstill. How-
ever, as soon as possible, I will see
that a student correspondent is ap-
pointed, and you will receive regu-
lar reports of our meetings. If a
resume of the past fall's work is of
any value we could readily furnish
that now.

Thank you for your interest.
Sincerely vours,
GEORGE BARKLEY,
Faculty President, Port of Cali-
fornia Maritime Academy.

*7Ue Poni o^Ba*t ^icuuUica

Tirey L Ford

Preiidfnt

Frazer A. Bailey

First I irr-l'rpsUlnnl

Charles L. Wheeler

Spcimd f'iif-l'rpsideitt

Joseph R. Sheehan

Third Vicp-I'rosidrnl

Eugene Hoffman

Secrelnry-T rvnsuri'r

BOARD OF GOVERNORS

Frazer A. Bailey
Capt. Henry Blackstone
John E. Gushing
Kenneth K. Dawson
Fred L. Doelker
Tirey L. Ford
Hugh Gallagher
A. S. Gunn
Edward H. Harms
George Jordan
Roger D. Lapham
Ira S. Lillick
Joseph A. Moore
Joseph R. Sheehan
Charles L. Wheeler

Members and guests of the Pro-
j)eller Club f)f the United States . . .
Port of San Francisco . . . convened
on Tuesday, December .Ttli, in the
('i)nccrl Unoni, I'al;ice Hotel, to at-
lend the regular ninntlily UinclieDn
lir(igr;ini.

Presiding was Tirey L. Ford,
president of the organization. Pres-
ent at the speakers' table were im-
portant ship-operating executives in

attendance to hear the inspiring ad-
dress of Lewis Byington, eminent
San Francisoo leader.

(iuest speaker Hyinglon, without
question one of the city's most gifted
orators, stirred his audience to the
degree that a rising ovation .n
claimed the climax of his message.

Introduction of guests included
several visitors from distant lands.
Mention of Buenos Aires in this
connection inspired im])romptu an-
ecdotes on the ])art of President
Ford — and the guest speaker him-
self.

The entire meeting, flavored with
enthusiasm and good fellowship,
was well attended with a high ])er-
centage of the enrdllnunt ;d)o;ird.

The January meeting is now un-
der development and after the
double week-end of holidays, plans
will soon be crystallized for another
get-together.

PACIFIC M A K 1 IN K R K V I F, W

anuary, 1940 PACIFICMARINEREVIEW 87

§.

04m .

Information Please •

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etration and reflects heat, thereby increasing and loosened fire brick. BRICKSEAL will

efficiency. It is adapted to all furnaces and not crack, peel or blister and affords protec-

conditions and is not affected by acids or tion up to 3000 deg. F.

BRICKSEAL is now being used by a number of leading steamship oper-
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of leading steamship companies.

A sample and complete information will gladly be furnished upon
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It is not an mrset, contains no water, silicate of soda and will not
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1029 Clinton Street, Hoboken, N. J.
2 00 DAVIS STREET - - - - SAN FRANCISCO, CALIFORNIA

f939 MoAdne

ELECTRICAL DEVELOPMENTS

Marine electrical equipment to
the value of approximately $12,500,-
000 — that is the estimated aggregate
cost of all the auxiliary motors, con-
trollers, auxiliary generators,
switchboards and electric couplings
for the 141 vessels which had been
ordered by the ^laritime Commis-
sion up to November 1, 1939. This
gives a definite indication of the
importance of electricity on the
modern cargo and combination
cargo and passenger vessels.

One of the most interesting de-
velopments of the year has been the
completion and installation of the
first electric couplings to be placed
in a \essel in the United States.
This installation consists of four
electric couplings, each rated 2230
H.P., 240 r.p.m., on the Maritime
Commission cargo vessel Mormac-
penn, being completed by the Sun
Shipbuilding & Drydock Company.
This vessel is propelled by four
240 r.p.m. Busch-Sulzer diesel en-
gines driving a single propeller,
turning at 85 r.p.m., through a Falk
reduction gear. Each engine is con-
nected to the reduction gear by
means of one of the electric cou])-
lings. A simple control was de\el-
oped to utilize the ra])i<l maneuver-
ing advantages obtainable with this
type of coupling. Extensive tests
were made on the first couj)ling at
the plant of the engine manufac-
turer, these tests being conducted in
conjunction with the engine using a
water brake load. This installation
will be watched with great interest,
since it is the first one of the Mari-
time Cfjmmission \'essels using
geared diesel propulsion with elec-
tric couplings to go into service.

Electric couplings for three sister
ships have been completed and
shippcfl. Work is proceeding in the
manufacture of eight 4375 H.I'.,
1X0 r.]).m. electric cou])lings of simi-
lar design for use on four combina-
tion cargo and passenger vessels for
the Maritime Cfjmmission, each ves-
sel being propelled by two Sun-

By H. C. COLEMAN

Manager, Marine Electrical Engineering,
Westinghouse Electric &L Manufacturing Company

Doxford diesel engines connected
through electric couplings to a
Westinghouse reduction gear.

A total of fourteen 2100 H.P.
electric couplings are now being
Iniilt for use on seven C-1 cargo ves-
sels for the Maritime Commission,
each vessel being driven by two
diesel engines connected by means
of the electric couplings to W'est-
inghouse reduction gears.

These figures indicate the confi-
dence of the engineers of the Mari-
time Commission in this modern
method of coupling diesel engines
to reduction gears, and testify to
their progressiveness in adopting
this new coupling, which has many
operating advantages.

During the year, additional im-
proxements have been made in
cargo winch equipments. Control
has been simplifietl, with further
improvement on operating charac-
teristics. Nine hundred and sev-
enty-five equi]jments of this type
are being built or have been com-
pleted for Maritime Commission
vessels of the C-1, C-2 and C-3
types, eight vessels for the E.xport
Steamship Company, and six ves-
sels for the Seas Shipping Company.

Many other auxiliary equipments
are under construction for the Mari-
time Commission vessels as well as
for Naval vessels. Among these are
the direct current auxiliary motors
and controllers and switchboard for
the three fleet tugs being built at
the .Staten Island plant of the Beth-
lehem Shi])building Co. In this
equijjment is included the apparatus
for one of the largest towing
winches ex'er built. This winch has
many unique features, including
new control methods for obtaining
constant tension during towing.
The year 19.W marked the 20th

anniversary of the installation ofj
the first diesel electric propulsion!
equipment in the United States.,
The de\'elopnient of this system has
progressed steadily and many new
\-essels ha\e been added to the list
each year, and 1939 has been no
exception.

A Diesel Electric Tuna Clipper

Considerable progress has been
made abroad in the last few years
in the application of alternating cur-
rent machiner)' for diesel electrii
l>ropulsion. No such installations
have yet been made in this country.
Equipment is now being built for
the first drive of this kind, although
it is of a very special nature and not
similar to the ones which have been
made abroad. The application in
question involves a 500 H.P. diesel
electric plant with alternating cur-
rent electric equipment for a tuna
fishing vessel now being built at
San Diego, California. This type of
\essel has an auxiliary ])ower load
bearing a high ratio to the propul-
sion power requirements, due pri-
marily to the refrigeration load. It
is therefore desirable to use a sys-
tem which is capable of supplying
power to both the propulsion and
auxiliary power busses simulta-
neously. Accordingly, it was di-
cided on this vessel to install ;i
power ])lant consisting of two 175-
KW. and one 125-K\V., 440-volt,
3-])hase, 60-cycle, constant speed
diesel-driven generators. These
units will o]ierate in parallel on a
common i)ower bus which will feed
both auxiliaries and i)ropulsion mo-
tors. The vessel will ha\e a single
])ropeIler driven by a i)ro])elling unit
consisting of a herringbone type re-
duction gear having a ratio of 5.X

(Page 96, please)

PACIFIC M A R I N K REVIEW

January, 1940 PACIFICMARINEREVIEW 8»

CHAPTER XXIV ON AMERICAN COMMERCE

CALIFORNIA RICE

India and Australia gave the first rice to the world. Now
rice supplies the principal food of one half of the human
race.

In the latter part of the 17th Century a vessel from Mada-
gascar brought the first sack of rice to the United States
for cultivation. This yielded well and rice culture spread to
various parts of the country. The first commercial crop in
California was grown in 1912. Today rice production in the
Sacramento and San Joaquin Valleys totals almost 4,000,000
bags annually, and yearly export to Puerto Rico alone from
this area is up to 535,000 bags.

Surprising as it may seem, Japan imports rice from Cali-
fornia, because of its high quality and similarity to the Boche
rice grown in the Orient.

The McCormick Steamship Company serves the California
rice industry in transporting hundreds of thousands of bags
annually to Puerto Rico and Pacific Coastwise. We are
specially equipped to handle your products too, bulk or
packages, with care and dispatch.

M'^CORMICKf

A ROUTES

STEAMSHIP
COMPANY

Its of the rice plant are useful : even W

Us. Because rice is very nutritious ai

one of the great staples of the wor

ng appetizing rice dishes. More and mt

cook rice as a well-balanced and

lusk is valuable as fuel for
rich in vitamin B, it has
Endless are the ways of
people are learning how to
" I food.

461 MARKET ST., SAN FRANCISCO DOuglat 2561

Eastern offices: Philadelphia, New York, Baltimore,
Pittsburgh, Norfolk, Chicago, Detroit, and Buffalo.

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Solves a Big Problem in
Steam and Diesel Operation

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Piston Rings and Heads will help you to solve the major
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Extending the period between renewals, this wear-resisting
material is helping many operators to obtain maximum effi-
ciency, minimum fuel consumption, and low maintenance
costs.

Skilled metallurgical control and foundry practice insures
constant uniform material.

Regardless of age, make or design of engine, HUNT-
SPILLER AIR FURNACE GUN IRON applied to your
cylinder parts will produce maximum efficiency and reduce
renewals.

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383 Dorcheit«r Are.

N. B. Robbiiu
1»20 Clemciu Rd.
OakUnd, C>IU.

E. J. FULLER

Vte« Preaidenl

Soath Boiton, Mus.

Tho«. G. Baird

It California Street

KE-1142

San Frandaco

Hunt-Spiller

Air
Furnace

Gun Iron

Building in
American Yards

Direct Reports jrom Yards as of December 1, 1939

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

NEW CONSTRUCTION:

Five C-1 cargo vessels for U. S. Maritime
Commission. Full scantling steam propulsion
type. Contract dated September 18, 1939.

One pineapple barge IV.'i' x 45' x 11'; 6.'i0
gross tons; for Young Brothers, Ltd., Hono-
lulu, T. H. Contract dated October 4, 1939.
Completion date March 10, 1940.

DRYDOCK AND ROUTINE REPAIRS:

U.S.S. Honolulu, M.S. California Stand-
ard. Fr. Str. Wisconsin, U.S.A.M.P. Gen.
Franklin Bell, Admiral Wiley, Fireboat Den-
nis T. Sullivan, Fireboat David Scannell,
M.S. Tolten, Frank G. Drum, Charcas,
U.S.A.T. Leonard Wood.

Western Clipper, Western Monarch and
Eneas; Lightship No. 83; Cutter Golden
Gate; Tug Morton S. Tower; Oil S. Mid-
way; S. S. Tahoc, W. R. Chamberlin, Jr.,
Davenport, Idaho, Oregon, Svea, Stanwood
and Lumberman.

COMMERCIAL IRON WORKS

412 Southeast Stephens St.

Portland, Ore.

NEW CONSTRUCTION:

One 35-ton crane all- welded steel whirley
derrick barge; 120' x 44' x 9'; for U. S. En-
gineers, Bonneville, Ore. Keel laid June
5, 1939; launched September 16, 1939.

One twin screw tunnel all-welded stern
towboat; 2.>00 HP.; 93' x 25' x 6'. Keel
laid October 2, 1939; launched November
II. 1939.

One 200,000-gal. capacity all-welded oil
barge; 144' x 3 5' x 8'. Keel laid October
16, 1939; launching date December 16, 1939.

One 15-ton whirley derrick barge, all-weld-
ed; 93' x 40' X 6'. Keel laid November 25,
1939; launching date December 30, 1939.

HARBOR BOAT BUILDING CO.
Berth 264, Fish Harbor
Terminal Island, Calif.

NEW CONSTRUCTION

Madeirense, tuna bait fishing vessel 125'

X 28' X 14'; 500 gross tons; for Madeirense
Inc., San Diego, Calif. 600 H.P. Fairbanks
Morse main diesel engine; 3 auxiliaries, 450
total H.P.; 12 knots speed; cost $185,000;
quick freezing refrigeration. Launching date,
December 10, 1939; delivery date January,
1940.

LAKE UNION DRY DOCK 8c MACHINE

WORKS

Fairview and Galer Sts.

Seattle, Wash.

NEW CONSTRUCTION:

One stem wheel steam snagboat, Preston,
for U. S. Engineer Dept. Delivery date
January 1, 1940.

LAKE WASHINGTON SHIPYARDS
Houghton, Wash.

NEW CONSTRUCTION: 200 foot steam
geared turbine steel survey ship Explorer for
U. S. Coast & Geodetic Survey. Launching
date, October 14, 1939; estimated delivery
date, March 9, 1940.

CONSOLIDATED STEEL CORP., LTD.

Los Angeles, Calif.
NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels
for U. S. Maritime Commission,

FELLOWS ac STEWART, INC.
Wilmington, Calif.
DRYDOCK AND ROUTINE REPAIRS:
L. A. City Fireboat No. 2; Schr. Yachts
Adventure and Mariner; Power Cruisers
Rainbow and La Jota; 37 smaller yachts and
commercial boats.

GENERAL ENGINEERING

ec DRY DOCK CO.

Foot of Fifth Avenue

Oakland, Calif.

DRYDOCK AND ROUTINE REPAIRS:

Purse Seiners St. Mary, Morning Star,

Star of Monterey, Western Spirit, Santa Rita,

LOS ANGELES SHIPBUILDING &.
DRY DOCK CORP.
Los Angeles Harbor
San Pedro, Calif.
DRYDOCK AND ROUTINE REPAIRS:
M.S. Finnanger, M.S. Capella, Warwick,
Scotia, Barge Erskine M. Phelps, Florence
Luckenbach, Texan, Kansan, M.S. Tatuta
Maru, Munami, Maui, Agwiworld.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19, 1939.

Gudgeon, submarine (SS211); keel laid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Covered lighter (YF-259); keel laid No-
vember 29, 1939.

Order received for construction of two
fuel oil barges (Y044 and Y045), dated July
11, 1939.
DRYDOCK AND ROUTINE REPAIRS:
Indianapolis, Cincinnati, Sampson, Bailey,
Mackenzie, McFarland, Sepulga, Tippecanoe,
Bridge, Robin, California State, Snapper.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hulls Nos. 195, Sea Arrow, and 196, Sea
Star; two cargo vessels for U. S. Maritime
Commission; LOA 492' 0", LBP 465', breadth
molded 69' 6", depth molded 42' 6", SHP
normal 8500, SHP max. 9350, dis. 17,600
tons, deadweight 11,926 tons; steam turbine
propelled. No. 195, keel laid March 18,
1939; launched September 15, 1939. No.
196, keel laid September 19, 1939; launch-
ing date December 22, 1939.

Hulls Nos. 197 and 198, two C-3 vessels
for U. S. Maritime Commission.

DRYDOCK AND ROUTINE REPAIRS:

Hidalgo, Louisianan, O. A. Brodin, R. J.
Hanna, Capt. A. F. Lucas, Delawarean, Cal-
ifomian, Wallingford; Purse Seiners Lina B.
and Santa Lucia; Albatross, Mary M., Berg,
Isleton, Salawati, New Ambassador, Thor I,
Willmoto, Honolulan, Humaconna, James
Griffith, San Joaquin, Boschfontein, Silver-
ado, Komoku, H. T. Harper, Storm, Kor-
shamn, Diisa, Yankee Clipper, United, North
Star, Haviside Barge No. 3, Torvanger,
Farallon, Genevieve H2, Sunde, Chicago,
Pacific Fisher, Marmex.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);

standard displacement 1600 tons; ordet
placed by Navy Department December 7,
1937. Keel laid January 3, 1939.

Monssen (DD436); keel laid July 12,
1939.

Woban (YT138); keel laid September 23,
1939; launched November 6, 1939.

Ala (YT139); keel laid September 23,
1939; launched November 6, 1939.

Barnegat (AVPlO); keel laid October 27,
1939.

Biscayne (AVPll); keel laid October 27,
1939.

Ships authorized, work not started: Casco
(AVP12), and Mackinac (AVP13).

DRYDOCK AND ROUTINE REPAIRS: I

I'ACIKIt; MARINE REVIEW

January, 1940

PACIFIC MARINE REVIEW

Is Old Man Time ready to put the finder on your pumps?
Well, beat him to the punch and start the new year off right
by replacing worn-out units with new, sturdy, economical
Viking Rotary Pumps.

Viking Dock and Tanker Pumps are Old Man Time's worst
enemy. They're built to stand tough schedules . . . they're
designed for smooth, constant performance. Check your pump-
ing needs — then check Bulletin 2100-35 for the answer.

Viking Pump Company

2038 S. Santa Fe Ave.
Los Angeles. Calif.
De Laval Pacific Co.

61 Beale St.
San Francisco, Calif.

Vlli!

N^

SUlpA, AUeaAi

It's always good news when shipyards are
busy. For the nation, the community and
the maritime industry in particular.

SELBY DIESEL
ENGINE BABBITT

is proud to play an important part in
this all-around prosperity. Its exceptional
strength and service insures freedom from
costly repairs at sea and in port. Use It
in your next rebabbitting job.

AMERICAN SMELTING AND
REFINING COMPANY

LOS ANGELES

SAN FRANCISCO

NEW YORK

THE FATHOMETER

VISUAL
ECHO SOUNDINGS

The best equipped and safest ves-
sels everywhere are fitted with the
Fathometer, which has done so much
to improve the safety of navigation.

Submarine Signal Company

160 State St.. Boston, Massachusetts

Boston 247 Atlantic Ave.

New York 8-10 Bridge St.

Norfolk 1480 Ashland Circle

Seattle 69 Ma

INSPECTION OFFICES

Miami 19 S. W. Sixth St.

San Diego..304 Broadway Pier

San Francisco. 86 Beale St.

1 St. Viaduct

LIDGERWOOD

DEPENDABLE • EFFICIENT
DECK AUXILIARIES

EQUIPMENT NOW UNDER

CONSTRUCTION

FOR INSTALLATION ON

NEW VESSELS FOR

ATLANTIC REFINING COMPANY

C-l MARITIME VESSELS

C-3 MARITIME VESSELS

AMERICAN EXPORT LINES

ROBIN LINES

MAIN OFFICE and PLANT

LIDGERWOOD MANUFACTURING CO.

ELIZABETH, N.J.

Breese. Brooklyn, Idaho. Dakota, Wilson,
Yorktown.

TODD SEATTLE DRY DOCKS, INC.
Harbor Island
Seattle, Wash.

DRYDOCK AND ROUTINE REPAIRS:
Floridan, North Sea. M.S. Marie Bakke,
G.B. Petroleum II, M.S. Columbia, William
Luckenbach. West Cape. Romulus, North
Coast. J. A. Moffett, Border King, M.V.
General, Tug Intrepid, Paul Luckenbach.

battleship for U. S. Navy.

Hulls Nos. 1479 and 1480, two 6000-ton
cruisers for U. S. Government.

Hulls Nos. 1481-1484, four freight vessels;

450' BP. X 66' X 42' 3"; I6I/2 knots; t;e.ired
turbines and water tube boilers.

WESTERN BOAT BUILDING CO., INC.

2505 East 11th Street

Tacoma, Wash.

NEW CONSTRUCTION:

Hull No. 141, purse seine fishing vessel;
keel laid November 1. 19J9.

DRYDOCK AND ROUTINE REPAIRS:

Fishing Boats Valencia, Sitka, Sonja, King-
fisher.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.

NEW CONSTRUCTION:

One relay barge 104' x 34' x 8' for the
Panama Canal. Delivery date January 1,
1940.

Six oil barges 195' x 35' x 10' for Socony-
Vacuum Oil Co.

Seven cargo barges 175' x 26' x 11' for
stock.

Ten coal barges 175' x 26' x 11' for stock.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 177 and 178, DD423 and
DD424, two 1620-ton destroyers for U. S
Navy. Contract date September 30, 1937;
delivery date? June and August, 1940, re-
spectively.

Hulls Nos. 180-181, DD429 and DD430;
two 1620 ton destroyers for U. S. Navy.
Contract dated August 15, 1938; delivery
dates, December, 1940, and February, 1941,
respectively.

Hulls Nos. 182-183, DD437 and DD438,
two 1620-ton destroyers for U. S. Navy,
Contracts dated June 15, 1939. Delivery dates
June 15, 1941, and August 15, 1941.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

CV7, Wasp, Airplane Carrier for U, S.

Government; keel laid April 1, 1936;
launched April 4, 1939.

Hulls Nos. 1470 and 1471, two 1500-ton
destroyers for U. S. Government; delivery
dates March, 1940 and May, 1940.

Hulls Nos. 1475, 1476 and 1477, three
freight vessels f.^r American Export Lines,
Inc.; 450' BP. x 66' x 42'3"; 16^2 knots;
geared turbines and water tube boilers. Keels
laid. No. 1475, December 16, 1938; No.
1476, March 16, 1939: No. 1477, July 27,
1939. Launching date, No. 1475, September
16, 1939.

Hull No. 1478, Massachusetts; 35,000 ion

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION;
Hulls Nos, 4329, Platte; 4330, Esso An-
napolis; 4331; three 16,300 dwt. ton tankers

for Standard Oil Co. of N. J.; 18 knots
speed. Contract signed January 3, 1938. No.
4329 launched July 8, 1939. No. 4330, keel
laid December 21, 1938; launched September
9, 1939. No. 4331, keel laid September 18,
1939.

Hulls Nos. 4337, Delbrasil; No. 4338,
Deltargentino; and No. 4339, Delorleans;
three passenger and cargo ships for Missis-
sippi Shipping Co. Contract signed Decem-
ber 21, 1938. Keels laid, No. 4337, April 10,
1939; No. 4338, May 8, 1939. Launching
date. No. 4337, December 16, 1939. Delivery
dates. No. 4337, June 1, 1940; No. 4338,
September 1, 1940; No. 4339, December 1,
1940.

Hull No. 4340, tanker for Union Oil Co.
of Calif. Contract signed May 1, 1939. Keel
laid July 18, 1939.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Staten Island, N. Y.

NEW CONSTRUCTION:

Hulls Nos. 8001, Navajo; 8002, Seminole;
and 8003, Cherokee — three U. S. Navy fleet
tugs. No. 8001, keel laying date December
12, 1938; launched August 17, 1939; delivery
date January 22, 1940. No. 8002, keel laying
date December 16, 1938; launched Septem-
ber 15, 1939; delivery date March 1, 1940.
No. 8003, keel laying date December 23,
1938; launching date November 10, 1939;
delivery date May 1, 1940.

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Keel laying dates March 1,
April 1, July 1, October 15 and December
15, 1940, respectively. Launching dates Oc-
tober 1 and December 1, 1940; and April 1,
July 1 and September 1, 1941, respectively.
Delivery dates April 1, June 1, August 1,
November 1, 1941; and January 1, 1942,
respectively. All above dates tentative.

BROOKLYN NAVY YARD
Brooklyn, N. Y.

NEW CONSTRUCTION:

CL 50, Helena, light cruiser; LB. P. 600'
beam 6l"iy^", standard displacement 10,000;
geared turbine engines; express type boilers;
keel laid December 9, 1936; launched Aug-
ust 27, 1938; estimated delivery date Decem-
ber 15, 1939.

BB 55, North Carolina, battleship; L.B.P.
714' 0", beam to outside armor 108' 0",
8td. displ. 3 5,000 tons: geared turbine en-
gines; express type boilers. Keel laid Oc-
tober 27, 1937; estimated launching date
March 1, 1940; contract delivery September

1, 1941; estimated delivery date October 15,
1941.

Battleship No. 61, order placed June 2,
1939; to be built under authority of Naval
Appropriation Act for year 1940. Estimated
delivery date August 1, 1943.

IRA S. BUSHEY & SONS, INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

One steel tug 100 x 25' x 12'; 805 HP.
Fairbanks-Morse engine. Delivery date May
1, 1940.

One wooden deck scow 118' x 36' x 10'.
Delivery date December 28, 1939.

CHARLESTON, S. C, NAVY YARD
Charleston, S. C.

NEW CONSTRUCTION:

One harbor tug, Heekon (YT141); LOA
100'. beam 25'.

One harbor tug, Nokomis (YT142); LOA
100', beam 25'.

One harbor tug. Small (YT143).

Five destroyers. Roe (DD418), Hilary P.
Jones (DD427). Grayson (DD435), Swan-
son (DD443) and Ingraham (DD444).

One seaplane wrecking derrick, No. 10
(YSDIO).

DEFOE BOAT & MOTOR WORKS
Bay City, Mich.

NEW CONSTRUCTION:

Hull No. 166, sub-chaser PC-451, for U
S. Navy. Diesel driven; 170' x 21' 6". Gen-
eral Motors engines; steel construction. De-
livery date June, 1940.

Hull No. 167, sub-chaser PC-452, length
174', for U. S. Navy.

THE DRAVO CORPORATION

Engineering Works Division
Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1567, one welded flush deck
cargo box barge 100' x 26' x 6' 6" for stock;
165 gross tons.

Hulls Nos. 1569-1572, four welded flush J
deck cargo box barges 130' x 30' x 7' 6" fo|
stock; 1000 gross tons.

Hulls Nos. 1605-1608, four welded coi{
ered cargo barges 175' x 26' x II'; 212fl
gross tons.

Hulls Nos. 1623-1628, six welded steel cod
barges 134' x 34' x 17' for stock; 4602 gros^
tons.

Hulls Nos. 1636-1637, two welded ste
automobile carriers 175' x 30' x 11' fol
Commercial Barge Lines; 1092 gross tons

Hull No. 1639, one welded steel c
barge 175' x 26' x 11' for stock; 472 gro^
tons.

Hulls Nos. 1646-1649, four welded ste^
coal barges 175' x 26' x 11' for stock; 188]
gross tons.

Hull No. 1650, one welded steel co^
barge 170' x 40' x 17' for Oliver Tranij
portation Co., Philadelphia, Pa.; 1100 gro«
tons.

Hull No. 1651, one 1300-H.P. steel huB
diesel towboat for Union Barge Line Corp.j
. Pilt.sbiirgh, Pa.; 550 gro.ss tons.

Hull No. 1652, one 25-ton floating crand
for U. S. Navy, Mare Island, Calif.; 333
gr(jss tons.

Hulls Nos. 1653-1656, four welded steel I

PACIFIC MARINE R K V I E W

January, 1940

PACIFIC MARINE REVIEW

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK DETROIT

BOSTON ^" CALIFORNIA STREET.SAN FRANCISCO WASHINGTON, D. C.

CHICAGO Offices and agents throughout the world LOS ANGELES

HALL

1 .6 1 3.-656 PATENTED '1 '.e^'210^

290 Vessels today

including the new Union Oil tanker "L. P. St.
Clair", have eliminated mechanical boiler clean-
ing expense because their owners realize the value
of the HALL SYSTEM OF BOILER WATER
CONDITIONING.

The Hall Laboratories has earned the confi-
dence and respect of every shipowner it is

servmg.

HAGAN

BOWMAN BLDG.
1000 - 1 6th Street -
1925 fast Olympic Blvd.

CORPORATION

PITTSBURGH, PA.
San Francisco
Lo9 Angeles

S\

v—rrf/mtj •••"\ \\\\\\\\s

Marine Insulation by MUNDET

LOW TEMPERATURE HIGH TEMPERATURE

For all refriKeration retiuirements We carry a full line of the well

be sure to have the protection of known K & M asbestos and maK-

Mundet "Jointite" Corkboard and nesia insulatinK products, manufac-

Moulded Cork Pipe Covering. This tured by Keasbey & Mattison. K4M

low temperature insulation gives de- products assure highest efficiency

pendable protection against heat in- j^^j maximum power savings in high

filtration. Economical, long-lasting, temperature operation. For full in-

it is most adaptable to individual , ' ,■ „ „., _i,i,„, i-,„. „,. hiirh

requirements. Our engineering staff formation on either I"" "■• J"«h

will be glad to help with specifi- temperature insulation, write to the

cations. Mundet office nearest you.

MUNDET CORK CORPORATION

SAN FRANCISCO *^ Brannan St.

LOS ANGELES 2<»1 £»«« ^^ ^t.

Dislribulors of Mundet Cork Insulation Products

SEATTLE Pioneer Sand & Gravel Co.

PORTLAND Pacific Asbestos «. Supply Co.

carfloats 330' x 40' x U' for Long Island RR,
Philadelphia, Pa.; 5212 gross tons.

Hulls Nos. 1657-1658, two steel barges
50' X 20' X 5' for War Department, Corps
of Engineers, Office of Chief of Eng., Wash-
ington. D. C; 76 gross tons.

Hull No. 1659, one welded steel oil barge
148' X 38' X 9' for Pacific Dry Dock & Re-
pair Co., San Francisco, Calif.; 426 gross
tons.

Hulls Nos. 1660-1673, fourteen welded
steel coal barges 210' x 26' x 11' for Wheel-
ing Steel Corp., Wheeling, W. Va.; 7924
gross tons.

Hull No. 1674, one 700-H.P. twin screw
diesel towboat hull 135' x 26' x 8' for
Wheeling Steel Corp., Wheeling, W. Va.;
290 gross tons.

Hulls Nos. 1675-1677, three welded cov-
ered cargo barges 175' x 26' x 11' for Moun-
tain City Mill Co.; 1590 gross tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Nasy
Dept.. Washington, D. C; 1598 gross tons.

Hulls Nos. 1679-1688, ten type W-7
welded coal barges 175' x 26' x 11' for stock:
4720 gross tons.

Hulls Nos. 172-176, five C-1 cargo vessels

for U. S. Maritime Commission.

Hulls Nos. 177 and 178, two tankers
for the Standard Oil Co. of N, J.

Hulls Nos. 179-186, eight C-2 cargo ships

for U. S, Maritime Commission.

ELECTRIC BOAT CO.
Groton, Conn.

NEW CONSTRUCTION:

Hull No. 35, Tambor (SS198); standard
displacement 1475 tons: keel laying date
January 16. 1939; launching date December
20, 1939; delivery date June, 1940.

Hull No. 36, Tautog (SS199); standard
displacement 1475 tons; keel laying date
March 2, 1939; delivery date October, 1940.

Hull No. 37, Thresher (SS200); standard
displacement 1475 tons; keel laying date
May 15, 1939; delivery date December, 1940.

Hull No. 39 Gar (SS206); standard dis-
placement 1475 tons; keel laying date De-
cember 27, 1939.

Hull No. 40 Grampus (SS207); standard
displacement 1475 tons.

Hull No. 41 Grayback (SS208); standard
displacement 1475 tons.

Hull No. 42, Mackerel (SS204); standard
displacement 800 tons: keel laid October 7
1939.

THE FEDERAL SHIPBUILDING

AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:

Hull No. 153, unker for Standard Oil Co.
of \. J : keel laid March 13. 1939: launching
date November 4, 1939: delivered Decem-
ber, 1939.

Hulls Nos. 158, Flying Fish; and 159,
Comet; (wo C-2 cargo vessels for U. S. Mari-
time Comrni-sion. Keel^ laid May 26, 1939:
launching date December 16, 1939.

Hulls Nos. 160 and 161, two torpedo boai
destroyers for the United States Navy. Keels
laid March 1, 1939.

Hulls Nos. 162-167, six C3 cargo vessels
for U. S. Maritime Commission. Keels laid,
No. 162, May 8. 1939; No. 163, July 24.
1939; No. 164, October 9, 1939: No. 165,
November 13, 1939.

Hulls Nos. 168-169, two 6000 ton cruisers

for U. S Navy.

Hulls Nos. 170-171, two torpedo boat de-
stroyers for the United States Navy.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala

NEW CONSTRUCTION:

Hulls Nos. 253 to 256, four C-3 cargo
vessels. Contract date March, 1939: com-
pletion dates November, 1940; and January,
March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels. Contract date Sep-
tember. 1939

Hulls Nos. 269 and 270, two sand and
gravel barges, 100' x 26' x 6' 6", for stock.
Completed December 10, 1939.

Hull No. 271, ferryboat for Police Jury,
Parish of Plaquemines, Pointe-A-La-Hache,
La.; 105' X 55' x 5'. Completion date March
1, 1940.

Hulls Nos. 272 and 273, two flat deck
barges for West Virginia Pulp £«■ Paper Co.,
N. Y., N. v.; 105' X 32' x 7'. Completion
date March 1, 1940.

LEVINGSTON SHIPBUILDING CO.
Orange, Texas

NEW CONSTRUCTION:

One all welded towboat; LOA 80', beam
OA 22' 7", depth 9' 6". Powered by 550
H.P. diesel. For W. G. Coyle &? Co., Nevk
Orleans. La. Delivery date January, 1940.

One all welded diesel electric automobile
and passenger ferry 185' 2I/2" LOA x 55'
beam over guards x 15' 6" deep, for The
Electric Ferries, Inc., NYC. Powered with
950 HP. General Motors diesel with one
750 HP. propelling motor. Delivery date
January 1, 1940.

One all-welded twin screw automobile and
passenger ferry; 132' LOA, 43' 8J/2" beam
and 10' deep; for Venezuela interests. Pow-
ered with two 200 H.P. Atlas diesel engines.

MANITOWOC SHIP BUILDING CO.

Manitowoc, Wis.
NEW CONSTRUCTION:
One steel twin screw carferry, 406' x 57'
23..=^'.

MARYLAND DRYDOCK CO.
Baltimore, Md.
DRYDOCK AND ROUTINE REPAIRS:
U.S.E.D. Dredge Atlantic.

NEWPORT NEWS SHIPBUILDING 8c

DRYDOCK CO.

90 Broad Street, New York

NEW CONSTRUCTION:

Hull No. 364, Russell (414), destroyer;
keel laid December, 1937: launched Decem-
ber 8, 1938: delivered November 3, 1939.

Hull No. 369, twin screw mail, passen-
ger and cargo liner for United States Lines
Co.; length 723', beam 92', depth 45'. Keel
laid August 22, 1938: launching date, August
31, 1939

Hulls Nos. 370, 371 and 372, three oil
tankers for Standard Oil Company of New
Jersey; gross tonnage about 11,500 tons;
L.B.P. 525'. breadth molded 75', depth
molded 39'. Keels laid. No. 370, January 16,

1939; No. 371, May 8, 1939. No. 37i
launched September 29, 1939.

Hulls Nos. 373, 374, 375 and 376, fou
suigle screw cargo vessels for United State
Maritime Commission; turbine propulsion
gross tonnage, Nos. 373 and 374, about 730(
tons; Nos. 375 and 376, about 8000 tons
length 435', breadth 63', depth 40' 6". Keeh
laid. No. 373, November 14, 1938; No 374
November 28, 1938; No. 375, March 6
1939; No. 376, May 1, 1939. Launchint
dates. No. 373, .'Kpril 28, 1939; No. 374
June 21, 1939; No. 375. October 18, 1939,
No. 373 delivered November 30, 1939; No
374 delivered December 4, 1939.

Hull No. 378, battleship, 58, Indiana, for
U. S. Navy.

Hulls Nos. 379, 380, 381, 382, 383 an*
384, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", deptlt
42' 6", gross tonnage about 9100 tons. Keel,
laid, No. 379, October 2, 1939; No. 3:-;
November 13, 1939.

Hull No. 385, aircraft carrier No. 8
Hornet, for U. S. Navy.

THE NEW YORK SHIPBUILDING
CORPORA'nON

Camden, N. J.

NEW CONSTRUCTION:

One destroyer tender for U. S. Navy;)
order placed December 27, 1937. Launched-
May. 1939.

One seaplane tender for U. S. Navy; or-
der placed December 27, 1937.

One destroyer tender for U. S. Navy; or-i
der placed October 14, 1938; launched De-<
cember 2, 1939.

One seaplane tender for U. S. Navy; or-
der placed October 14, 1938.

One battleship for U. S. Navy; order
placed December 1, 1938. Keel laid July,,
1939.

One repair ship for U. S. Navy; order
placed July 20, 1939.

PORTSMOUTH, N. H., NAVY YARD
Portsmouth, N. H.

NEW CONSTRUCTION:
Seven submarines, Searaven, Seawolf, Tri-
ton, Trout, Marlin, Grayling and Grenadier.

THE PUSEY & JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp; 1600 gm-.
tons; 300' x 65' x 20'; steam UnaFlow pr-
pulsion; 3600 H.P.; 16-knots speed; cn 1
$1,000,000. Delivery date November, 19-41).

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000
gross tons; 413' x 60' x 37' 6"; turbine pm-
puLsion: 4000 H.P.; 14-knots speed; c-t
$1,928,000. Delivery dates January and
March, 1941, respectively.

Hulls Nos. 1077 and 1078, two tugs Un
Donaldson Towing 6? Lighterage Co.; 2ii^
gross tons; 95' 6" x 24' x 14' 9"; steam Vn.i
Flow propulsion: 600 H.P.; 13-knots speed
cost $200,000. Delivery dates July and An
gust, 1940, respectively.

(Page 96, please)

PACIFIC M A K I N K. R K \ I K W

Janu.iry, 1940

PACIFIC MARINE REVIEW

EUGENE V. WINTER CO.

Representing

NATIONAL TRANSIT PUMP 8C

MACHINE CO.

Reciprocating and rotary pumps for
marine, industrial and refinery service.

CONDENSER SERVICE 8C ENGINEERING

CO., INC.

Heat Exchanger Specialists.

FEED WATER HEATER SC EVAPORATOR

COILS

Carried in San Francisco stock.

THE MAXIM SILENCER COMPANY

All types of silencers and spark arresters for gas-
oline and diesel engines, and air compressors.

RED HAND COMPOSITIONS CO., INC.
Marine Bottom Paints.

KOPPERS CO.— AMERICAN HAMMERED

PISTON RING DIVISION

Piston rings for gasoline, diesel and steam
engines, air compressors. Diameters from 1 inch
to 120 inches — separately cast.

BLACKBURN, SMITH MFG. CO.

Feed Water Filters, Grease Extractors and
Strainers.

ErGENE V. WINTER CO.

15 Drumm Street, San Francisco, Calif.
Phone: DOuglas 2714

France Metal Packing

Defers Maintenance Costs

Floating rings constructed of a suitable
metal produce unequalled sealing proper-
ties and keep rods like new for years.
Applied without disconnecting rods and
stems. Write for details.

THE FRANCE PACKING COMPANY
Tacony, Phila., Penna.

Branch Oflices in Principal Cities
Sole Authorized Representatives:

San Francisco — Hercules Equip-
ment & Rubber Co.. 5.50 - 3rd
Strc<l — EXbrook 2575

Seattle — Guy M. Thompaon, 1241

South Alaskan Way - Phone
MAin 1870

Portland— E. B. Huaton. 127 S.W.

First Ave.— Phone ATwater 6754
Los Angeles— A. C. Elder, 2714

South Hill St. — PRospect 9529
New York City— France PackinK

Company. Room in7-E. 30 Church

St. — Cnrtlandt 7-6827

Orig/na/ FRANCE

mi:tai. I'ArKi.Mii

^iG41'C!44¥tG> 100 years of service
to the maritime industry ... in the
manufacture of ship control, signal-
ing and electrical equipment of the
finest quality and utmost reliability.

BENDIX AVIATION CORPORATION
MARINE DIVISION

= 7S4 Lex

oklyn, New York =

7ea>ao^ ■'" (,00 miV" • ' \i\.mausivc-co' .
F.ji.Ov:' '^•""excursions. A"

moJ't" ' ,„ continu' "" , c:,,. Also tc^'
Ma.»on^-;-rh*pCo-.-

'^'« ""'J^ Uo. A"«*^^''=';

1

LITERATURE

OF THE INDUSTRY

Circular SS of the Kennedy \'alve
ilanufacturing Company announces a
new line of bronze globe and angle
valves with plug-type disks and renew-
able seat rings for close control in
throttling service and for general
heavy duty.

These valves are made in sizes from
14-in. to 2-in. for 200-lb. steam at 550°
F. and -KX)-lb. cold water, oil or gas,
non-shock ; and in sizes from ',4-in. to
3-in. for 3a)-lb. steam at 550° F. and
600-lb. cold water, oil or gas. non-
shock.

The plug type disk and renewable
seat ring are both of copper-nickel al-
loy, the seat rings being made of a
harder composition than the disk. The
angularity and length of the disk and
seat ring have been proportioned to
minimize wear at small openings and
to permit tight closure.

The stems have 60,000-lh. per sq. in.
tensile strength with acme standard
threads, and have rounded stem head
to permit self-centering of the disk.
The bonnets are provided with par-
ticularly heavy union bonnet rings,
and have machined seat on the under
surface to permit repacking under full
line pressure when the val\c' is wide
open.

terials, 160 new standard items are
offered.

J lie Elastic Stop Principle, an ex-
tensively-illustrated catalog recently
issued by the Elastic Stop Nut Corpo-
ration of lilizabeth. New Jersey, an-
nounces the addition to its line of nine
new types of nuts, all of which embody
the basic Elastic Stop self-hjcking ele-
ment, a resilient non-metallic collar
built into the head of the nut.

This collar, in resisting the entrance
of the bolt or screw, forces the thread
faces into a pressure-contact which is
maintained after the nut is tightened.
With thread [)lay thus eliminated, the
nut cannot work loose under vibration,
operating stresses, or wear of sur-
rounding parts.

The new types of nuts are desig-
nated as thin he-xagonal, si)line, in-
ternal wrenching, countersunk and
counterborcd one-lug anchor counter-
sunk and counterbored two-lug anchor,
countersunk corner anchor, bracket
anchor, floating right-angle anchor,
and floating basket anchor. With vari-
ations in sizes, thread systems and ma-

The new Limkenheimcr Catalog 78
illustrates, describes and lists the com-
plete line of bronze, iron and steel
valves ; boiler mountings, lubricating
devices ; oil and grease cups ; whistles ;
cocks; fittings; and other products.
Copies will be sent on request by The
Lunkenheimer Co., Cincinnati, Ohio.

Cutting Speed Conversion Tables
showing the revolutions per minute re-
quired for turning bar stock at surface
speeds of 90 to 550 ft. per min. with
Kennametal steel-cutting carbide tools
have just been made available by Mc-
Kenna Metals Company, 225 Lloyd
Avenue, Latrobe, Pa.

Printed on both sides of heavy
paper, these tables are useful to time
study men, tool designers and machin-
ists. They permit quick determination
of the nearest spindle speed to the best
cutting speed when using Kennametal
for turning various diameters of work.
These tables should be used in con-
junction with the chart of "Materials
Machined with Kennametal," which
gives the recommended surface speed
for machining steels and other mate-
rials with this new hard carbide ma-
terial.

The formula for determining the
horsejwwer to prevent stalling of ma-
chines is set forth at the beginning of
the tables.

Copies of the new cutting speed con-
version tables, as well as of the charts
"Materials Machined with Kemia-
metal," will be mailed free to inter-
ested readers upon request.

1939 Electrical

Developments

(Continued from pajie 88)

to 1, the piniim being cou])led to
three wound rotor induction motors
c()U])led together in tandem. The
first motor will be rated 500 H.P.
at 1175 r.jj.m., the second motor
250 H.P. at 880 r.p.m., and the third
motor r,0 H.P. at 500 r.p.m.

(iintrnl fur ])ro]julsion will con-
sist of a simple motor-o])eratcd
drum controller remotely controlled
from a desk in the pilot house. This
drum controller will provide the
proper sequence connections to the
three propelling motors, together
with ])ropcr secondary control for

each unit. Thus it will be possible
to completely maneuver the vessel
without excessive current reciuire^
mcnts from the main generators;
and it will be possible to operate
three definite speeds with no seco:
dary loss, and the overall efficien
of propulsion is relatively high.

The development during 1939 hi
shown a continuance in the tre
toward the use of higher speed di'
sel engines in connection with ele*
trie drive using combined variabl
voltage and engine speed control.
A trend toward more serious con-
sideration of alternating current
electrical equipment for diesel elec-
tric drive for special cases has beei
noted. Another interesting trend is
the general adoption and extended
use of the electric coupling on ,
geared diesel propulsion plants.

i

Building

In American Yards

(Continued from page 94)

SUN SHIPBUILDING AND DRY DOC
COMPANY

Chester, Pa.

NEW CONSTRUCTION:

Hull No. 180, single screw diesel cargo
vessel, C-2 design, for U. S, Maritime Com-
mission; equipped with Sun-Doxford engine.
Delivery date November 24, 1939.

Hulls Nos. 182-185, four single-screw die-
sel cargo vessels for U. S. Maritime Commis"
sion, C-3 design. Equipped with Busch Sul'
zer engines. Delivery dates December 31,
1939; January 23, March 10 and April 15,
1940, respectively. '

Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;
diesel propelled; equipped with Sun-Doxford
engines. Delivery dates October 6, 1940;
December 5, 1940; February 3, 1941, and
April 4, 1941.

Hull No. 190, one 16-knot tanker for
Texas Co.; single screw steam turbine; 1J,285
tons dwt. Delivery date, June, 1940.

Hulls Nos. 191-192, two single screw
steam turbine railroad car carriers for Sea-
train Lines, Inc. Keels laid July 28 and Aug-
ust 17, 1939; delivery dates April \$, 1940,
and June 1, 1940.

TAMPA SHIPBUILDING &

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 33-36, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons; diesel pow'
ered. Launching dates. No. 33, October 31,
1939; No. 34, January 10, 1940.

Hulls Nos. 37-40, four C-2 type carg«
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons.

A C I F I C MARINE REVIEW

PACIFIC

mflRine
evi€w

FEBRUARY, 1940

^^^.r^^:

1^

W^

ENDURING!

\ liiiltli-ii jiliis iiiliir in I lll>ll^
iiihI I'ortliiMil Miiriiu' Hopr

Hi'liiiKl ^I'lirriilK a('4'f|it<Ml iii|h- Irnii^
Kiit'li iis >tr<'ii<:tli iiiitl wciiriii^ ijiiiililio
arf oIIht liiililt'ii \iilii*> ('(|iiall\ iin|Mit°-
liitit til Marine ro|M* iiH«>rt<.

Hue of these is Eiuliirunrv . . . tliat •ame
stamina anil lasliii): resislanie tliat niark-
the a^e-iilil reiluiiuils . . . anil tliat i- .1
/iliis ftiliir in sni'h a proilnet as rii|M'.

In Tuhhs anil Pnrllaiiil Marine Kope \iin
eieixe main nf these plus \alnes. i'mni
ctiir own eontrolleil filter seleetion in the
I'liilippines. ilo\>n through (>\ery sta^e ol
prixlnetion. qnalilN ne\er \aries. I he
resnil is ine\itahl\ a Marine Hope that
has hiiill into it these r\tr<i inliirs
values that will lirin^ >ou nian> ilixi-
ilenils in ailileil wear. stren<:th anil
epenilahililN

h'or the hardest joh> ahoanl. ^pel•if^ the
Tiihlis and I'lMtlanil famous lirani'>.
known in every purl of the I'aeifie.

UIJHS COKDACJK CO.

200 Hi sii SiHKKT. San I'"han<:isi <•

)RDA(

RK • SeATTI

Official Organ

Pacific American
Steamship Association

Shipowners Association
of the Pacific Coast

PACIFIC

mflRinE
Review

Ou4. Qooe/i

This month we reproduce a photograph of the
spirited painting by C. R. Patterson showing the
famous American Clipper Flying Cloud under full
sail at sea. This vessel, built by the great Don-

ald McKay of Boston, holds th
ord from New York to San F
Horn. On her maiden voyage,
Josiah Perkins Cressy, she left N(
1851, and arrived San Francisco
days, 21 hours froi
to down anchor,
fourth voyage, in
in 89 days, 8 hour:
run, lr>,a9l nauli
knots. It is claii
that time could I
a non-stop run of
Flying Cloud n
made this voyage
23.'> feet long
depth, with a

unde

Capta

\ York June 2.
August 31, 89
up anchor. New York harbor,
!an Francisco Bay. On her
1854. she made the same run
Distance logged on the latter
I miles ; average speed, 7.04
■d that no steamer afloat at
ve maintained that speed on
uch length.

s the only vessel that twice
I less than 90 days. She was
40.8 .'eet beam, and 21.6 feet
■asurement tonnage of 1,782.

The Maritime Commission cargo steamer Flying
Cloud was delivered by the Federal Shipbuilding
and Dry Dock Co. in December. She is: 459 feet
long: has a beam of «3 feet: has 13,900 tons
displacement ; carries 7,500 tons of cargo ; and
could make the same non-stop voyage as her
IS than half the time of the

Contents -February 1940

Editorial Comment 17

Reciprocal Trade Agreements and Shipping 18

By Max O'Rell Truitt

California's Great "Land-Going" Fleet 20

By C. M. Romanowitz and H. A. Sawin

Our Seagoing Personnel 24

By H. L. Seward

Shallow-Draft, High-Powered River Towboat 26

Barges by the Mile 28

American Shipbuilding and the Census 31

Large Steel Ship Castings from Pacific Coast Foundry

for Pacific Coast Ships 32

Your Problems Answered 34

By "The Chief"

Steady As You Go! 37

Brine Strengthening Tank for Baby Tuna Clippers 39

By David W. Dickie, N. A. and M. E.

Repowered Trawler Vagabond 42

Boilers for C-1 Steamers 43

On the Ways 44

Latest News from American Yards

Building in American Yards 60

Miscellaneous: Trade Literature, 38, 43; Engineers' Licenses for

December, 36; Deck Officers' Licenses for December, 38;

High-Duty Fuel Filter, 41; No More Dust or Soot, 41.

PUBLISHED AT 500 SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March 3, 1879. Published on the 1st of
..<ch month. Advertising and editorial forms close on the 15th. Subscription price, one year: Domestic, $1.50; foreign, $2.50; two years:
l'..mestic, $2.50: foreign, $4.00; three years: Domestic, $3.00; foreign, $5.50; single copies, 25c. Chas. F. A. Mann, Northwest Represen-
tative, 1110 Puget Sound Bank Bldg., Tacoma, Washington. New York Office, Suite 404-405-406, Two Hundred Broadway,

Telephone COrdlandt 7-3579.

In New York City copies of Pacific Marine Review can be purchased at the news stands of L Goldberg, 42 Broadway: Harry Nash.
17 Battery Place; Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C., at the news stand of the Carlton Motel.

16th and K Streets.

J. S. Hines

President and Publisher

B. N. DeRochie

Assistant Publisher

Paul Faulkner

Advertising Manager

Alexander J. Dickie

Editor

F. Dryden Moore

.'\ssistant Editor

'OLUME 37
vio. 2

PACIFIC

mnnmE
Review

FEBRUARY
1940

rile \^)'M) reftorl of the Secretary of Comiiieree
('ontain!< a section de\ote(l to the activities ot the
Bureau of Marine Inspection and Navigation, from
which we quote the following very remarkahle
statement:

Diiriiif! llic year, no passenger life was lost on
iniy insfH'cted vessel of the United States as a result
of casualty, defective equipment, or culpable fault
on the [>art of the licensed officers or certified per-
sonnel comi)risini( the crews of our merchant
vessels. During the past four years 1,107,507, 12 I
jHi.ssengers have been carried on inspected mer-
chant vessels of the United States ivith the loss of
but one passenger attributable to the causes just
referred to.

In other words, the American merchant nui rim-
licensed and unlicensed personnel is apparently
■safety-minded" lo such a degree that a passenger
taking a voyage anywhere on an American vessel
lias better than 250 million chances of arri\ing tn
)ne chance of not arriving.

We give the credit to the personnel for this rcc-
)rd because of the tremendous numbers of passen-
gers involved, which shows that all classes of
vessels, seagoing, harbor and river, contribute I to
ibis record. Old, reconstructed and new vessels
■arried these passengers. All, of course, were
)eriodically inspected by the personnel of the
bureau, but comparatively few were equipped with
he latest safety devices and built with the inodeni
ireproof construction.

The rejtort shows that in 19.39 the inspectors of
he Bureau of Marine Inspection and Navigation
raveled ;i29,.571 miles (174,219 at sea) and in-
pected I;M passenger vessels (104 at sea). These
nen also insjiected 141 tankships, 254 tank barges
ml 29 freighters. They made 94 special ins|>ec-
i<ms and served on boards of inquiry for 147 in-
vestigations. Ai)pareiitly nothing is overlooke 1

wliere Safety at Sea for American passengers is
c.incerned.

Tiie Bureau, notwithstanding this magnificent
record for passenger safety at sea, is much con-
cerned over safe working conditions on shipboard.

Accidents and casualties to crew members con-
tinue in spite of the good work of safety engineers.
The Pacific Coast, with its coordinated Accident
Prevention Bureau, representing all maritime em-
ployers, has been leading the world in crew safely,
but unfortunately the Pacific Coast effort covers
only about 15 to 20 per cent of American seagoing
personnel.

A similar coordination on the Atlantic and the
Gulf Coasts would go a long way toward getting at
the causes of these accidents and casualties, and
toward discovering the most practical method of
reducing them to a minimum.

Certainly it would be far better for the industry
to achieve this result by its own effort than to ha\e
the Federal Government impose restraints and
regulations that might be more costly than the e\ il
tliev are designed to cure.

»a/^^

^n/uUa

In the ih-scripfiiiu of the United States JAiics' liner
. hiicricd, hitildiiui at the Nezvport Neivs Shipbmldiuq and
Pry Dock Co., October, 1939, issue, page 35, the first
cnhiiiin, last paragraph (describing the aiixiliarly poxver
plant), should read:

"There zcill be four U'estinghotise geared turbine
drive, 600-/\ff, direct-current, l20-2AO-voll. ?>-'cdre gen-
erator sets with compensators."

Oil page 42, January, 1940, issue, the caption over the
ceil Ira! portrait of lozver rmv {executives of Union Plant,
nethleheni) should read:

'■/•". McLean, general superintendent, Alameda Yard"

Oil page 49, January, r)40, issue, center of last column,
ill article on Consolidated Steel Corporation, the item
chains for the C-\s building at that plant should be cred-
ited to the Xational .Malleable Castings Co.

RECIPROCAL

V^iaae> A<yiee4m*iti anxi SlufinUija.

The problems confronting Ameri-
can shipping are many and varied.
Our success in solving those prob-
lems depends upon the clarity with
which we are able to view them, the
energy with which we attack them,
and, above all. the degree of coop-
eration with which those of you who
represent private initiative, and we,
who represent the Government, are
able to achieve.

The continuation of the Hull
Trade Agreements Program is of
importance to all segments of the
national economy. It is of special
importance to those who make their
living from shipping in foreign com-
merce.

The Program was inaugurated in
1934. It ran originally for a period
of three years. It was reaffirmed
by Congress in 1937. Agreements
have been negotiated with 21 coun-
tries which normally account for
three-fifths of our foreign trade. The
enabling act is again before Con-
gress. It is the earnest hope of those
interested in the foreign trade of
the United States that the Program
may be extended for another three
years. Xo industry has a greater
stake in the outcome than the ship-
ping industry.

There has been great contrf)versy
about the Program. Proponents
have envisioned trade agreements as
a solution for all of our difficulties.
Critics have predicted nothing less
than national disaster if the Pro-
gram were continued. Actually, the
issue is not, in my opinion, that im-
portant. Trade agreements are not
a cure-all. They will not solve the
many ve.xing problems with which
we are confronted. They do, how-
ever, offer a great contribution, a
step in the direction of trade and
peace, and the prosperity upon

•Abslratt of an addreiix ilelivercil al the Ex-
eeutive Luncheon of the American Mirohant
Marine Institute, New Yorl<, January 1 1 .

By Max O'Rell Truitt

U. S. Maritime Commissioner *

which, when all is said and donfc,
peace is likely to depend.

The thesis of this Program is as
plain as ABC. It is based upon the
simple fact that a lasting trade be-
tween nations, like a lasting trade
between individuals and between
firms, must benefit both parties.
Foreign trade, in its fundamentals,
is just like any other trade. Of
course, specialization has been re-
fined and the mechanics of exchange
ha^•e become more complicated with
time, but the underlying principle is
exactly the same as that which mo-
tivates trade between individuals or
between two sections of the same
country.

iNIodern industry, which depends
upon trade for its existence, has in-
creased the standard of living many-
fold. It might be argued, of course,
that we would be better off if we
didn't have so many material pos-
sessions. I won't attempt to debate
that point. Most of us, however,
like to eat good food, live in good
houses, send our children to good
schools, drive automobiles and en-
joy generally as many of the good
things of life as we can. We are
able to have what we do have prin-
cipally because of one factor —
trade. And the term "trade" in-
cludes foreign trade.

It has been estimated that tlie in-
dustrial revolution increased man's
productivity by four times. There
is no way of computing the degree
to v\hich our well-being has l)cen
enhanced by trading with other
nations. I have attempted to make
a rough guess of the extent to which
foreign commerce increases the na-
tional income of the United .States.
My guess is that this figure would
be in the neighborhood of 25 per
cent. In other words, those who
now make $6 a day would be re-
duced - in their ability fo buy — to

perhaps $4.50 a day. This is some-
thing that those who are responsible
for the welfare of the American
worker should keep in mind. More-
over, the consequences of such am
attempt would be the first certain ;
step down the road which leads to
autarchy, totalitarianism and the i
horrible struggles which inevitably
follow in the wake of state-con-
trolled economies.

Trade agreements are based upon
the principle of unconditional most-
favored-nation treatment. This princi-
ple involves nothing more or less than
an undertaking on our part to treat all
comers alike. That means that when
we give concessions to one country
in a trade agreement we automatic-
ally extend them to all other coun-
tries which do not discriminate ^
against us. This might look like ;
giving something for nothing. In i
reality, it is the only fair way to do i
any business and is the most profit-
able method in the end.

Critics of the Trade Agreements
Program are very active at this
time. Those who advocate outright
abandonment are fewer now than
when the Program was begun.
However, there have been advanced
various proposals which, while
ostensibly concerned with proced-
ure, would in fact destroy the •

Protrram. m\

ll
Congressional Ratification *

Congress, if it so desires, can in-
sist that the Senate ratify each
agreement. Insistence upon that
right would undoubtedly kill the
Program. The Executive branch of
the American Government has
asked Congress to approve a broad '
policy and then leave the mechanics ■■
of negotiation to those who are ex-
pert in such matters and who have
no axe to grind except the interest)
of the country as a whole. This, it i
seems to me, is a reasonable com

PACIFIC M A R I N K REVIEW

promise for us to make with condi-
tions as they are. There are some
who regard this procedure as a sac-
rifice of democratic principle. Actu-
ally, it is one of the best safeguards
which we have against that regi-
mentation of all kinds of business,
particularly of foreign trade, which
we have seen come about in so
many other countries. If we are to
have freedom of enterprise, let's
have some of it in our foreign trade.
Cost of Production Formula
Another proposal which has
gained considerable support is that
we endeavor to ascertain the differ-
ence between the cost of producing
articles in the United .States and
what it costs to produce them
abroad and then make the tariff in
each case equal to this difference.

Those of us who are in the ship-
ping business certainly know how
difficult it is to ascertain the cost
of building vessels abroad and oper-
ating them under foreign flags. We
have a Research Division at the
Maritime Commission emploving
more than a hundred people ; we
send men abroad to make intensive
studies, yet we find it very diffi-
cult to determine the difference in
the cost of constructing vessels in
.America and the cost of construct-
ing them in foreign yards as well as
the difference in the cost of operat-
ing them under American and for-
eign flags. And ship costs, I am
told by those who know, are child's
play compared to some that the Tar-
iff Commission has had to work on.
Whether those who propose the
cost-of-production formula know it
or not, this procedure, if actually ap-
plied, would mean the end of our
foreign trade.

Along with this cost-of-produc-
tion di.scussion there has been a lot
of talk about the low standards of
living in foreign countries. Some of
our people claim to see a great dan
1 to the American standard of liv-
, m the fact that foreign workers
arc paid lower wages than our
workers. I have never been able to
see what that has to do with the
matter. We buy a foreign-made
product because it is produced more
economically, because it is better, or
for both reasons. The foreigner
buys from us for the same reasons.
Each side benefits, both the seller
and the buver. If each one didn't

benefit, there wouldn't be any busi-
ness. That's the thing to keep in
mind. This is business under the
capitalistic system, and T think we
want to keep it for a while.

Ship Subidy— A Tariff

It may seem a bit inconsistent for
a member of the Maritime Commis-
sion to discuss the liberalization of
trade. One of our principle activi-
ties, as you know, has to do with
ship subsidies. Subsidies are noth-
ing more or less than a tariff in re-
verse— which makes them, I sup-
pose, a form of trade barrier. Un-
fortunately, this particular form of
trade barrier is believed to be neces-
.sary if we are to have a merchant
marine in foreign trade.

It costs from about one-third
more to over twice as much in some
instances to build vessels in the United
States as it does in some foreigfn
yards, and to run them under the
American flag the percentages are
about the same. That means that,
if we expect to have any shipping
in foreign trade, we have got to be
prepared to pay subsidies sufficient
to cover the higher costs of the
American operator. We have found
a merchant marine of some propor-
tions desirable for the proper devel-
opment of our foreign commerce
and vital as an auxiliary to our de-
fense forces. Hence subsidies in
overseas shipping.

The higher costs of American op-
eration, shipping people contend, are
caused by the development of Amer-
ica as a protectionist country. It
does not seem to be illogical, there-
fore, for the shipping industry to
ask for some form of assistance suf-
ficient to cover the higher costs re-
sulting from the protection of other
industries. It is not feasible to levy
a straight tariff on foreign-flag ship-
ping. We achieve the same result
by paying subsidies to American op-
erators engaged in foreign trade.
Low Rate of Subsidy-Tariff

It should be pointed out while we
are on this subject that the subsi-
dies now being paid under the Mer-
chant Marine Act of 1936 amount to
approximately 13 per cent of the
earnings of the lines involved. That
means that they are equivalent to a
tariff of 13 per cent. As tariffs go,
this is a very reasonable degree of
protection. Tariffs of 30, 40 and 50

per cent are very common in the
American schedule and there are
some that run as high as 200 and
even 300 per cent.

It should also be pointed out that
American operators engaged in for-
eign trade carry only about a third
of the goods which enter and leave
our shores. Here again .shipping
people contend that their aspirations
are very modest. Some of the in-
dustries which have been most vo-
cative in opposing the Hull Pro-
gram enjoy 90, 95 and even 98 per
cent of the domestic market. One
industry which has been very criti-
cal has 99.5 per cent. I have yet to
find any shipping men objecting be-
cause a foreign-flag operator was
able to participate in our trade to
the extent of one-half of 1 per cent !
There are may reasons why the
shipping industry should be inter-
ested in the continuation of the Hull
Trade Agreements Program. Some
of them are common to all indus-
tries ; others arc peculiar to shipping
in foreign commerce.

The most important reason, of
course, is that the Program aims at,
and has achieved, an increase in for-
eign trade. The value of our busi-
ness with other nations has in-
creased several billion dollars during
the period that the Program has
been in force. No one will contend
that trade agreements are respon-
sible for all of this increase ; no one
familiar with the situation will deny
that they have helped.

The influence of the Program is
shown by the fact that trade with
countries with which we have agree-
ments has increased more rapidly
than has trade with those countries
with which we do not have agree-
ments. It could be said, I suppose,
that this is a purely accidental cir-
cumstance. That it is not acciden-
tal, however, is indicated by the fur-
ther fact that most of the countries
with which we have negotiated agree-
ments have increased their trade with
us more than they have with other
countries.

Canada, in the three years of our
first agreement with her, increased her
purchases from us 42 per cent, while
her purcha.'ies from other countries in-
creased only 22 per cent. Cuban pur-
chases from the United States have
more than doubled since the trade

(Page 48, please)

FEBRUARY. 1940

California's Great

By C. M. Romanowitz and H, A. Sawin

California's "laml-going" dredger
present a perplexing state of affairs
for the man who thinks usually in
terms of ships and shipping. They
<lig their own land-locked jionds,
doing all productive work while
moored and anchored, move forward
at a speed of 1/10 of a knot, often
less, per month, and have a cixil
engineer, who need not be on board.
for a navigator. These highly-effi-
cient mining-machines are made
possible, however, only when basic-
ally sound engineering, such as any
naval architect uses in the design of
a shi]), is employed in their con
struction. They are floating craft.
Strength, stability, trim, displace-
ment and freeboard — all apply ;is
importantly as for any other piece
of floating ecpiipment. There are
today about fifty bucket-line
dredges in California working in
gold placer deposits laid down by
ancient rivers or glacial action. Tliev
vary in size from 150 tons to ?>,750
tons displacement. In addition there
are nearly 100 small flo.iting wash-

ing plants fed by drag-line or diIkt
excavators. (.iravel deposits are
worked from the surface downward.
Two large bucket-line dredges
owned by Yuba Consolidated Cold
Fields dig gravel from 160' or more
below ground level.

tjold in ])ioneer days brought
thousands upon thousands of fm-
tune-seekers to California. In tluir
wake for decades, their descendants
and successors ha\e continued to
seek the yellow metal, which ficuu
the dawn of ci\ilizati(in has been
used as a medium of exchange ; a
yardstick of \alue for trade. Be-
cause of its natural beauty, .gold
early won a place in the minds of
men. anti has been used for personal
adornment since times antedating
written records. Gold in ](rehistorir
times also had an everyday utility
among many races of mankind, be-
ing malleable and easily formed.
Buried deep in gravels deposited by
ancient rivers of South America ,in'
found solid gold barbless fishhooks
and sinkers used h\ fislicrnieu, wIm

]ini|)abl\' lost them while engaged
in supplj'ing the ever-present need
for food. Occasionally, these gol-
den relics of prehistoric times are
found in the sluices of gold-dredges
now mining old gravel deposits of
Colombia, .South America. Many of
the Colombian dredges are Califor-
nia ])roducts, built and manned by
men who learned their trade in Cali-
fornia dreilging fields.

Tra\elers in California. es])ecially
those who get off the niain high-
ways in some ])arts of the great val-
leys of .San loa(|uin anil Sacra-
mento, sometimes wonder at what
appear to be huge deposits nf
washed gi-a\el and cobblestone^
These are rock tailings left by gold
dredges, and while the esthetically-
minded consider them unsighll>,
they are exidence that California i^
an important producer of the pre-
cious metal which forms the basis
for world credit, without which no
nation in history has been able to
surxive. ( iold is hoarded by indi-
\iiluals fearing loss of their wealth

In'iausc i)t intnuliiij; base cuius aiui
worthless paper money. In llu-
I'niteil States today, gold is nalioii
iilized and belongs to all the people :
t is hoarded by our government toi
111 entirely different reason — to pro-
leel our trade. I'nited States cur-
rency is acce|itcd at par and freely
passes from hand to hand because
)f our inherent and ]>erhaps uncon-
scious knowledge that its worth is
)acked by tons of yellow gold lieM
afely.

Large Gold Production

An important California industry
was started about the turn of the
|)resent century by mechanically-
ninded mining men, who developed
in idea im])orted from New Zealand,
Tom which has grown the fleet of
'land-going" dredges which has
nade such important contributions
[o the nation's gold supply. As a
measure of that importance, we
earn from government statistics
hat California's bucket-line dredges,
rom 1898 to 1938, inclusive, pro-
luced more than 10,000,000 fine
>unces of gold. The gold produc-
ion figures for 19.^8 issued b\' the
.'nited .States Bureau of Mines show-
hat in that year 48 bucket-line
Iredges in California produced ?i7S.-
?96 fine ounces of gold, valued at
1.1,135,360. The dredged ground
. lad an average \-alue of .112 per
ubic yard. The economic and in-
lustrial importance of this dredge
leet can be judged from these fig-
ires. The production represents
learly 29 ])er cent of the California
;old output for 1938, and while total
.vorld figures are not a\ailable.
)ased on past experience, it rejire-
•ents approximately 1 per cent of
he total new gold mined thnnigh-
)ut the world in that year.

'I'hose who thoughtlesslv criti-

sizo the tailings piles are in the
same category as the man "who
couldn't see the forest for the trees."
-Xearly all mining operations de-
stroy land surface, but the economic
demands of our ci\ilizalit)n require
that the mineral and metallic neetls
lakt- ]irece(lence o\ er other uses for
land. Dredging |)roduces returns
greater than the land \\ould other-
wise earn, an<l most dredging is
done on land of no use f(ir purposes
other than seasonal grazing or
profitless agriculture. The land-
owner's share, in\ested, pays greatei-
di\ idends than could be earned from
the land itself. Actually, the surface
destroyed by dredging in Californi^i
is only a small fraction of 1 per cent
of the total land available for agri
culture. Large payrolls for operat
ing and maintenance are created.
Dredges are enormous consumers of
capital goods. Dredging costs are
widely distributed in the form of
wages for ])arts made in mills and
shops far removed from dredging
fields. During depression 3'ears,
several large foundries and shojis
were ke])t open only because of
parts required by the "land fleet" of
Californi.i and other states and
countries, where the California-tji)e
dredge has been adapted to the re-
covery of tin and platinum as well
as gold. California-built dredges are
found in Montana, Idaho, Oregon,
.\laska, ^'ukon Territory, New
(iuinea, ;\Ialaya, Korea, U.S..S.K.
and in several .South and Central
American countries.

Development of Design

Technically (|uite simjile, the la
Ijacity of a dredge to earn a profit
dejjends on the coordination of four
functions, \iz., excavation, classifi
cation, metal recovery and dis])osi
tioii of tailings. .\ll mining dredges,

EXECUTIVES OF CALIFORNIA'S INLAND YARD

From top down, Francis C. van Deinse, president. Yuba Manufacturing Company.
A native of Michigan, he came to California in 1904 to work for W. P. Hammon.
He has been connected with gold dredging and or gold dredge building ever since.

Walter B. Macaulay, chief engineer, Yuba Manufacturing Company, has had con-
tinuous charge of design and engineering for that firm since 1911. Prior to that year
he had worked with the Folsom Machine Co. and the Union Iron Works after grad-
uation from University of California in mechanical and civil engineering.

Charles M. Romanowitz, sales manager, Yuba Manufacturing Company, is a grad-
uate of Purdue, He joined the Yuba engineering staff in 1911.

Herbert A. Sawin. sales engineer of Yuba Manufacturing Company, joined Yuba
after considerable shipyard experience on the Atlantic Coast during Shipping Board
days. He graduated from Engineering. Purchasing, Production and Estimating De-
partments before assuming his present duties.

regardless of size, do just these tour
jobs. Refinement and improvenieuts
to equipment have been made con-
stantly since the first California
dredges were built by pioneers in
the Oroville area. Dredges have
grown in size and in yardage cai)a-
city. Steel hulls have become gen-
erally used, but wood hulls are >iill
found on dredges and have a |)lace
in the industry, especially on prop-
erties of comparatively short life
and in cold climates where timbers
last indefnitely. Hulls in recent
years have been given much thouQlil
to provide greater safety througli
better bulkhead spacing. Many
dredges in the past five years lia\ e
been built with hulls composed of
many separate box-like pontoons,
which are easily transported and as-
sembled in the field by bolting.
They form water-tight comi)ari-
ments and are not damaged by fro-
zen ponds. Hulls for dredges using
8 and 9 cu.ft. buckets are the largest
portable hulls built to date, l)ul
there is no reason why larger
dredges could not be so constructed.
The pontoon-type hull for an 8 cu.ft.
diesel-powered dredge was shipjied
from .San Francisco to Alaska and
landed on shore by lighters along
with other dredge material. The .^.^
hull pontoons weighed 330 tons.
The displacement of the completed
dredge is about 1,200 tons. Ship

ment was made on August 6, 1937,
from California, and the dredge was
operating in Alaska twenty miles
from the landing on November 10,
1937. The portable steel hull and
superstructure being quickly and
easily assembled in the field made
this fast erection job possible and
l)ermitted the owners to operate for
al)out si,\ v\eeks before closing down
for the winter. Another 6 cu.ft.
<1redge with steel portable hull dis-
placing about 675 tons was erected
in Montana in 41 days.

Continuous Operation

In operation, the dredge master is
in charge. Three shifts per day,
every day in the year, is the usual
operating schedule. Many dredges
average better than 22 hours per day
dredging. Lost time and its cause
is carefully recorded and every ef-
fort is made to avoid lost digging
time e.xcept for greasing, necessary
replacement of parts and periodical
clean-ups. The usual crew is 3 men
per shift; on large dredges some-
times 4. The winchman operates
the dredge frorri a winchroom, which
roughly corresponds to a pilot
liouse. One man is stationed to
watch the discharge of material,
avoiding pile-up from accidental
causes. The other member of the
crew is responsible for oiling and
miscellaneous work. If repairs are

touch and H:

sful gold dredge in Culiti:
Yuba 17 on facing page.

IH98. 0>n)p.ire with

necessary or lines on shore are to
be moved, it is customary to bring •
on extra men and to complete such '
work as quickly as possible. Clean- ;
up of amalgam and valuable sands
are made weekly, as a rule, and by -
a regular clean-up gang, and con- !
centrales are taken ashore for fur-
ther treatment and reduced to bul-
lion. Companies operating several
dredges have regular crews for e\
tra work, who put in full time at
different dredges as required. Must
operators have shops close by where
ordinary repairs can be made.

The procedure in field construc-
tion is to build the dredge either in i
the pond excavation and float it af-
ter it is completed or to launch the
hull onto the pond. Some pontoon-
type hulls are joined while floating,
and the hull actually built up on the
pond surface. The hulls are bifur-
cated by a well forward and the dig-
ging ladder which carries the bucket i
line is raised and lowered through i
this ladder well. The driving unit t
of the bucket-line is the upper tum-
bler, a large six-sided sprockd.
which is mounted at the desireil
height above the w-ater line ami
usually about amidships. Good
California practice is to dig with the
maximum depth reached while the '
ladder is at 45° with the water levi I

Digging is started at the top 'i
the bank, and as the bucket lii'
moves upward, the dredge swim-
about the spud which is at the stern
and dropped to the pond bottom.
The spud takes the thrust of (IIl;
ging, distributing the load to tlic
fore and aft truss. Spring-mounted
spud keepers hel]) in absorbing
shocks and distributing the load
evenly. The side swinging is ac-
complished by port and starboaid
bow lines which are carried from tin
under water point of the diggini;
ladder to shore-blocks and back In
the bow of the dredge on the for-
ward deck, thence to the swin^'
winch, usually mounted inside the
deck-house on the starboard sid^
As one drum takes up the line, s.i\
on the port side, the other pays uiii
a slack line to starboard. As tli'
swing is completed the operation is
re\ersed. Internal cxjiandini,'
clutches are customary on tin-
drums, and external brake bands ;iic
used. Several rccently-constructe'l
dredges use A.-<:. motors and inde-

PACIFIC MARINE R E V I K W

pendent l)o\v-linc winches niounlctl
on both sides of the dredge. Dig-
ging speed \aries with the individual
ideas of the owner, and is governed
l)y conditions of the ground being
dug. One large operator considers
twenty-one buckets per minute
about right, while in an adjoining
field another operator uses speeds
as high as thirty-five per minute
with a variable speed unit.

Material after it is dug is elevated
to the main hopper and is classified
in a revolving screen which dis-
charges oversized tailings to a rub-
ber stacker belt. These large tail-
ings are stacked in a pile, and form
the rock tailings which can be seen
in parts of California from high-
vva\'s. Incidentally, these rocks are
sometimes used for road-building
md other purposes after being
L-rushed and graded in separate
plants built for that purpose.
Gold in the Fines
Fines (usually minus y>") are
ilischarged through the- screen to
fjold-saving tables equipped with
Hungarian riffles with mercury-trap
riffles usually used in the ratio of
ibout 4-1. Free gold readily amal-
i^amates with quicksilver and is
.leaned up weekly and retorted
• shore. There is endless discussion
.oncerning gold losses which occur
ivith the discharge of fine tailings
verboard from tail-sluices. On a
ivell-constructed dredge, mining
.-lean placer gold which amalga-
nates freely, it is possible that the

losses are less than the cost uf ad-
ditional equipment and labor to sa\e
them. However, in recent years
jigs of one type or another ha\e
been installed on several dredgis
and either used as a complete re-
covery system or in conjunction
with tables and riffles either ,ihead
or behind the jigs. Jigs are old in
mining, but new developments gi\e
them a place in gold dredging. They
were first used in recent years on
tin-dredges in the Orient, but were
long in finding favor among gold-
men. Amalgamators and other me-
chanical devices are needed with the
jigs, and extra men are required to
operate this department.

The ladder-hoist winch, on a large
dredge particularly, is a most im-
portant piece of machinery, and in
its proper design and use depends
the safety of the ladder and the
dredge itself. On one large dredge
in California the digging unit, ex-
clusive of gravel, weighs about 1,500
tons (the whole dredge weighs
3,750). Automatic safety devices
are used to prevent raising or lower-
ing of the ladder beyond normal
range and also to prevent lowering
at a dangerous speed or out of con-
trol. The winch drums are provided
with mechanical brakes and the nlo-
tor has a thrustor brake. If, for any
reason, the ladder gets beyond safe
limits, the "Lilly" control acts as a
policeman and automaticallx' sets
the brakes on the winch.

Power for dredging is usuallv

electric, if available, and is delivered
to the dredge by a submarine shore-
cable floated on barges. Most
dredges in California have a.-c. elec-
trical equi])ment, but in recent years
several ha\c been equipped with
d.-c. units and \ariable speeds. This
involves greater expense, but ])ro
\ ides flexibility, which some oper-
ators think desirable. Many experi-
enced operators do not look with
laxnr ujion the additional power-
conxerting equipment necessary,
especially as a.-c. motors can be
used for all drives, and mechanically
synchronized where desired. In
])arts of the world where electric
power is not available, diescl-elec-
tric and straight diesel-powered
dredges are usecl. In former limes
steam was used, but there are prob-
ably not many steam-driven mining
dredges in existence today.

This yarn only touches the high
spots of placer dredging — an indus-
try far removed from the ordinary
course of seafaring men. Dredge-
men, like sailormen, contribute to
the world's betterment, but, unlike
them, can walk off the gang-plank
at the end of a shift and go to the
movies. Even after a vacation a
man comes back to work and finds
that his dredge, operated continu-
ously during his absence, is just a
few feet from where he left it. Cali-
fornia's "land-going" fleet is an im-
])ortant one, even though it lacks
binnacles, propellers and running
lights.

':^A

.^JM

""WIWBK

3

Gold dredge Yuba No. 17, Hammonton, Calif.; 18 cu. ft. buckets; 112 feet digging depth; displacement 3500 tons.

Some Observations Regarding the Licensed and Unlicensed
Men of the American Merchant Marine

Bj i/. L. Seward

Professor, Mechanical and Marine Engineering, Yale University

The Merchant Marine Act of 1036
instructed the Maritime Commission
to develop and maintain a strong and
efficient merchant marine "manned
with a trained and etificient citizen per-
sonnel." The United States Maritime
Service was established by the Com-
mission on July 14, 1938, to be admin-
istered for the Commission by the
United States Coast Guard (Semper
Paratiis). A very good beginning has
been made by the Coast Guard at the
shore stations, on the training ships
and in developing a cadet system.

As this is written (midsummer,
1939) the United States Maritime
Ser\'ice has enrolled 15.^0 men. as fol-
lows :

Licensed, deck 171

Licensed, engineers 163

Unlicensed, deck 467

L'nlicensefl, engineers 504

L'nlicensed, stewards 245

Total enrolled 1.550

Of the enrollees 293 have been dis-
enrolled before completion of the
course for the following reasons :
At own request to accept other

employment 25

At own request, no reason

.specified 166

L'pon recommendation of

superintendent „ 102

Total disenrolled 293

However, all of the men, including
those disenrolled, have received some
training of varying extent while they
were enrolled. On the West Coast the
capacity for licensed enrollees at Ciov-
ernment Island has been considerably-,
expanded. At I'ort Trumbull, New
London, Conn., the ca])acity has been

'Extracts from paper i>reHent«d at the annual
meetlntt of the S<jciety of Naval Architectx and
Marine EngineerH, New York. .N'ovemher 17. I'.i::^i.

increased to appro.xiniately 1(K) li-
censed men present at one time and
the facilities are very well adapted for
the excellent training course which has
been devised. The proximity of the
L^nited States Coast Guard Academy
makes this fine institution available for
laboratory work.

.\t HoflFman Island, New York, N.
v., the capacity is approximatel}' 600,
for unlicensed men only. The program
there is adjusted to about 50 new men
a week, a reasonable number to be
handled with present facilities. The
training ship American .Seaman has
cruised in the (julf and along the At-
lantic Coast, touching in but one port
of each state, picking up new enrollees
at a rate which indicates a capacity
number at Hoiifman Island. By the
end of this year it is expected that
about 3,000 unlicensed and 400 li-
censed men will have enrolled, making
an excellent start on the training pro-
gram. In addition to the training ship
American Seaman, the Maritime .Serv-
ice uses the United States Coast (juard
Cutter Northland and the two sailing
ships Tusitala and Joseph Conrad.

The contents of the various training
courses were shaped at first, of neces-
sity, to fit the individual needs of each
class as far as possible. A dishearten-
ing lack of knowledge in elementary
subjects was noticeable in the case of
many individuals who were given spe-
cial attention in smaller classes. A
study of the contents of the courses,
as now being evolved with further ex-
])erience, is very encouraging and in-
dicates that the desirable standards
will soon be attained. Trainees who
have finished the three-month courses
and operators both speak very favor-
ably of the benefits that accrue to llic
personnel receiving the training. In-
di\idual men li;i\e had some inlerest-

ing tales to tell of the knowledge they
have gained in the seagoing profes-
sion, although previousl)- endowed
with the required legal certificates of
proficiency in their particular branches.
This refining process, in the capable
hands of the Coast Guard, is bound
to have a very desirable effect in giv-
ing officers and men of the merchant
marine an awareness of those arts and
the handicraft which a good sailor
must know. As a member of the Mari-
time Commission has announced :

The Maritime Commission has set
a goal it believes can be reached and
7vhicJi is essential to the zvelfare of the
individual seaman and the merchant
fleet. It is simple and may be stated
thus : the seaman is entitled to good
wages, good food (zvell cooked and
well served), good, comfortable, light,
sanitary quarters, proper hours of
zvork, reasonable and safe working
conditions, and such privileges as arc
consistent xvith proper performance of
duty. For these things he owes some-
thing in return. This is to knozv his
job and do it; to be loyal and render
prompt obedience to the lawful orders
of those under whom he serves; to
recognise that the master of the vessel
is in command and to act accordingly;
and at all times to live up to the oath
he takes when he receives his certifi-
cate or license and to the provisions of
his shipping articles. If he does this,
he is helping to make a taut ship. Ex-
perience slioivs that a taut ship is a
happy sliip, and a happy ship is an
cffiricul ship. 'This is the kind of a
ship on li'hich a real seaman likes to
serve. On the other hand, the master
tnvcs a duty to those under him, in-
cluding scrupulous observance of sea-
uieu's rights, absolute justice, protec-
timi of iJicir Icgitinuilc interests, ami

PACIFIC M .4 R I N K, R K V I R W

icluit is failed "loyally do'n'ii," as loy-
alty should work both 7vays.

To the re>;ular emollees there is
also extended the o])poitunity of tak-
ing correspondence courses as given
by the Coast (kiard Institute. Author-
ity is being sought from Congress to
open these courses to all personnel of
the merchant marine qualified to take
them. C)nly one who meets ships' per-
sonnel frequently can realize the hun-
ger for knowledge, apparent at almost
every visit, displayed by the more
competent ]iersonnel aboard as they
save up c|uestions to be asked at the
first ojiportunit}-. The quality and
scope of subjects included in the small
collection of books on the shelf in an
oflicer's stateroom is often a surprise
to the uninformed visit(jr.

Cadet training systems for officers
in the past have had inadequate and
disappointing attention except in a
few rare cases. The Maritime Com-
mission has given special attention to
this and has laid the foundation for a
very successful cadet training system.
In A[)ril, l').W, candidates in great
number from all over the country were
given examinations with very high
standards, which resulted in the cre-
ation of an eligible list of 166 young
.\merican citizens, many from the
middle western states, all of outstand-
ing material. VVhen the manning scales
are completed, there will be j)laces for
approximatel)- 2.S(J cadets and 1(X) ca-
det officers. There are now (mid.sum-
mer, 1939) 175 cadets and 100 cadet
officers in service. If present plans
materialize, the eligible list will be ex-
hausted in time to require another ex-
amination of candidates in the spring
of 1940. In s|)ite of these high stan-
dards and earnest efforts in behalf of
the cadets, it is unfortunate that cadets
at sea are not allowed to do some of
the ship's work and are thus deprived
of gaining the experience thev are su])
l)osed to be getting. Deck cadets, in
many cases, are absolutely prohib-
ited from doing any seaman's work
whatever, including steering, and
consequently must spend all of their
time studying navigation and the
like, or in idleness. What will be
their shortcomings when three years
of such service is accepted as the
equivalent of that length of time as
a seaman, as prerequisite for third
mate's license?

The state nautical schools pla\ an
important part in the training of \-oung

men as future officers of our mer-
chant marine. On June 20, 1874, an
act was passed by Congress authoriz-
ing the .Secretary of the Navy to en-
courage the establishment of public
nautical schools by furni.shing iov the
use and benefit of such schools, upon
request b\- the Ciovemor of the State,
a suitable ves.sel properly equipped.
This was fust confined to any single
school that might be established at
any one or all of the ports of New
York, Bo.ston, Philadelphia, Baltimore,
Norfolk and San Francisco. In 1911
the act was amended to include the
[lorts of Seattle, Detroit, Saginaw,
Mich., and Corpus Christi, Tex.

Today we have four State nautical
schools functioning under this act:

(1) The New York Merchant Ma-
rine .\cademy, established in 1S73 and
located at Fort Schuyler. Bronx, New
York City;

(2) The Massachusetts Nautical
School, established in 1893 at Bo.ston ;

(3) Pennsylvania State Nautical
School, e.stablished in 1919 at Phila-
delphia ; and

(4) The California Nautical School,
established in 1929 on San Francisco
Bay.

It is ex])ccted that provision soon
will lie made for new vessels of ap-
propriate design for these .State nau-
tical schools.

As the Maritime .Service perfects its
ojjerations, the two types of nautical
schooling can be effectively supple-
mentary, the State school ships giving
the "undergraduate" and preparatory
training for officers, while the Mari-
time Service performs that refining
type (jf educational work for other
active personnel on the ships. This
may not always be the best arrange-
ment, but for the pre.sent it seems to
be mo.st .suitable. Just as our State uni-
versities have some fine traditifins in
our national scheme f)f education, so
the State school ships have a ijl;ice
duly earned by ])ast performance, in
our national |)lan for higher efficiency
(if personnel afloat.

British Training Board

It is of great interest to note the
verv successful operation of a non-
governmental board in London known
as the "Merchant Navy Otficers Train-
ing Board" which handles the arrange-
ments for study at sea by api)rentices
or cadets in the British merchant ma-
riiu-. A recent per-onal i-cport >l.-itc-:

I lie sehcmc is fiiiaiieed by a fee of
10/6 f>er apprcntiec or cadet in the
service of a shipowner, a (/rant from
the Shippinfi Federation amounting to
about 20 per cent and a government
grant amounting to about 50 per cent
of the total cost of maintenance. A
range of valuable prices is presented
hy the Royal Society of .Arts as an in-
centive and are given to hoys in each
year of seniority of sea service. Ap-
proximately 2100 apprentices and ca-
dets are working under the scheme.
The purpose of the scheme is to pro-
vide for the younger generation of
navigating officer some substitute for
the educational advantages which
young men on shore enjoy hy way of
technical, continuation and evening
classes. The three essentials of the
scheme are a standard national sylla-
bus covering the whole period of quali-
fving sea service; periodical reports
on apprentices' progress and an exam-
ination on board ship to test progress
and accustom the lad to the technique
of answering examination questions of
the tvpe he u'ill encounter tvhen tak-
ing his examination of competency at
the end of his apprenticeship. The
test papers, 7vhen completed, are for-
7varded via the shipowner to the Mer-
chant Navy Officers Training Board,
Xi.<hose examiners mark and comment
upon the zvork. The papers are then
returned to the lad in order that he
mav benefit by the criticism that has
been appended. The scheme is pro-
ceeding with the utmost smoothness
and the very highest commendation is
due to the shiponmers and shipmasters
and officers upon whose cooperation
the success of the scheme is to a very
great extent dependent. Here is an
educational enterprise to which the
Covermnenl is a contributor, but is
nut the management.

Licensing and Certifying Personnel
The maintenance of standards of
inefficiency for licensed and unlicensed
personnel is usually the responsibility
of a central government agency but
in thi,> country the law still places the
resiionsibility for examining candi-
dates for licen.ses or the issuing of cer-
tificates in the hands of the segregated
local boards, forty-eight in number.
There should be a central bureau t(j
])rovide uniform standards for exam-
ination questions, methods of grading
and a standard procedure. .An advis-
orv svstem in the Bureau of Marine

(Page 46. please)

F E B R I A R ^ . 19 4 0

^j4e KeiiU

From the plans of L. H. Coolidge,
veteran Pacific Coast naval arch-
itect, comes the year's most unusual
maritime development — a shallow-
draft, all-steel diesel towboat ex-
pressly built for swift-water naviga-
tion on the middle Columbia Ki\er
from The Dalles-Celilo Canal to
Umatilla Rapids, just below the
mouth of the wild Snake River.

This new tug, the Keith, buill by
the Commercial Iron Works of
Portland, Oregon, is owned by the
Columbia- Snake River Towing
Company, an affiliate of the Inland
Navigation Co., operators of the
wheat-oil tankship Inland Chief, an-
other "first" in Columbia River <le-
velopment.

The object behind the program of
freight traffic on the Columbia is to
extend regular, depentlable naviga-
tion for barges beyond Vancouver,
Wash., through Bonneville Dam
and through P)Onneville Pool, to the
wilder portion of the river at Uma-
tilla, some 300 miles inland from the
ocean at Astoria, Oregon.

Ordinary tovvboats designed for the
(juieter and deejier river water around
Portland have been tried out here, but
without success. They are too slow
and inefficient for swift river water,
which often reaches 9 knots velocity.

The first u])per-river tugboat ever
develo|)ed expressly fcjr propeller-
drive, and the first ever built of steel,
was done by architect Coolidge for

A Satilt
2,000 S. H. P.

Keith pushing a barge on the Columbia River.

operation on the Snake River some 25
years ago, between Lewiston and the
Grand Canyon's lower end.

The Keith, as developed by Mr.
Coolidge, embodies a very wide hull,
of shallow draft, and subdivision of
the hull carried out to the extreme.
Twin propellers operate in very deep
tunnels, and the design of the vessel
makes it most efficient when doing
about 12 knots, loaded or empty. The
crest of the main wave rises under the
hull just forward of the propellers at
11-12 knots, making the loss in power
remarkably slight.

The old-time "outdoor truss" that
used to hold the ends of the shallow
wooden river steamers together from
stem to stern, via tall, heavy masts
and tie rods, reapjiears in the Keith
as a unique "backbone" — a 24-inch-
wide hollow welded steel girder run-
ning above the centerline of the
bottom, inside the hull, to the level
of the main deck. Besides stiffening
the hull rigidly fore and aft, this
"backbone" carries all the fuel, water
and lube oil, and divides the engine
room longitudinally into two separate
watertight compartments, one star-
board and one on the port side. Trans-
verse bulkheads make each of these
engine compartments a watertight
structure of am])1e buoyancy to float
liie engine and other niacliinery in-
stalled therein.

The Keith is expressly designed to
o])erate in swift water — treacherous
river operations unsuited for conven-
ti(jnal propeller-operated craft — and
also will be distinguished by the fact
that the vessel is propelled by twin
six-cylinder, exhaust gas sui)er-
charged, high output Enterprise die-
sels.

.She has the following pi-incipal di-
mensions :

Length, ')2 feet, (> inches.

r>eam, 25 feet, (> inches.

Depth, (i feet, 6 inches.

Draft at 12') tons dis|)laccnient, 42

PACIFIC M A R I N K R E V 1 K W

on 42 Inches Draft

By Chas. F. A, Mann

She has a welded steel bottom and
)ilge structure and welded steel shell.
The thicknesses of her plating are : bot-
om and bilge, }i inch ; topside 5/16
nch ; deck, '4 inch. The longitud-
nal girder-tank structure is entirely of
\elded Jj inch steel. The centerline
firder extends through 5/6 of entire
mil and carries 8fX3 gallons of water,
SO gallons of lubricating oil and
)/XXJ gallons of fuel oil.

Her layout below is largely engine
ind propeller room, with the hull di-
ided into 5 watertight compartments,
vith two compartments amidships for
he engines as described above. The
nain deck carries crew space for 12,
' to a stateroom, followed by the large
ipper engine room with gage panels,
alve gear, etc., accessible from this
pace. A roomy galley with General
•Ilectric (20 cu. ft.) refrigerator, a
)eluxe oil burning range and twin-
;ink work space, in addition to the
ness table. Forward on the main deck
s a pair of special Beebe (Seattle)
foists, for lashing the tow to the for-
vard push-structure. This consists of
I square-end bow arrangement with
wo pusher knees extending from the
vaterline, to match similar knees on

Six-cylinder Enterprise diesel engine of type installed in towboat Keith, with
Buchi exhaust gas turbine-driven supercharging blower mounted at after end.

the barge. Tightlashing the barges
makes the tow and tug virtualh' a
single operating unit. The texas
houses roomy captain's quarters, large
lavatory and shower, and a special
guests room. The pilot house has an
identical pair of twin-control Knter-
Ijrise operating levers for full and in-
stantaneous control of both engines.
A lever controls the steering (pneu-
matic), placed beneath each of the
twin control stands. A third lever for
steering is placed in center, near the
forward window for operating in bad
wt-atber. making three steering levers
in the pilot house. The controls, to-
gether with a Weston r.p.m. indicattjr,
are placed on both sides of the pilot
house for quick handling on a bad
river stretch.

Atop the pilot house are a third
full set of controls and the search-
lights— three in number, including a
19-inch Carlisle Finch unit. This
multiple direct pilot house control of

engines and rudders makes the Keith
one of the most flexible tugs ever
built. Xo engine room telegraph set-up
v\ould function for this type of
service, simply because it isn't fast
enough.

Machinery
Another first for the M.S. Keith is
her propulsion machinery and drive,
which consists of twin six-cylinder,
12" bore, 15" .stroke, four-cycle En-
terprise diesels, equipped with Buchi
exhaust gas driven superchargers,
each engine developing a continuous
rating of UW H.P. at 650 r.p.m. Each
engine is flexibly mounted, yet direct-
ly connected to its propeller shaft.
Each engine is mounted on ten Kor-
fund spring loaded Vibro-Dampers,
which are in turn mounted on a light
engine seating in the hull. The Kings-
bury thrust bearings are separately
mounted at the inboard end of eacli
tailshaft, and the thrust shafts are
(Page 58, please)

Outboard profile of after portion of hull of towboat Keith, showing contour of tunnels. Note that tunnels occupy over one-third length of hull.

' E B R L A R "i . 19 4 0

iSa^vae

DRAVO SHIPYARDS

Top, Wilmington, Delaware, yard, where
hulls for Atlantic Coast are assembled after
prefabrication at Neville Island.

Center, a typical example of the unusual
shaping facilities maintained at Neville Is-
land, this press brake can flange in one op-
eration a ?4-inch steel plate 29 feet long.

Bottom, air view of the Dravo Corpor-
ation shipyard and shops at Neville Island,
Pittsburgh. (1) Structural Shop where
steel for barges or other floating equipment
is fabricated into large sub-assemblies; (2)
Machine Shop; (3) Barge .Assembly Shop,
where craft for inland waters are assembled;
(4) river barge ready for side launching; (5)
outfitting dock, where engines and super-
structure are added to craft that require them;
(6) marine railways, where barges, towboats
and other river craft are hauled for inspec-
tion and repair.

if^&^.X,

^ ■->■

Juftke MUe

Some Notes and Pictures Show-
ing Methods Used by America's
Largest Barge -Building Plant

I'he recent interest in steel barges,
evidence by workboat operators in all
our major harbors, prompts this
sketchy story on the barge-building
methods and facilities of the Dravo
Corporation of Pittsburgh, Pa. This
organization has been building barges,
towboats, dredges and similar floating
units for twenty-four years. From its
launching ways have slid some 1,650
hulls during that period. In point of
tonnage launched in 1936 it ranked
first among all shipbuilders in Amer-
ica, even including the builders of the
largest seagoing ships.

The 1,650 hulls launched hv Dravo,
if placed end to end, would stretch
over 50 miles, and would su|)port well
over a million tons of freight.

Originally Dravo built for tiie ri\er

trade, launching completed hulls at
Neville Island in the Ohio River, near
Pittsburgh, and delivering them afloat
anywhere in the Mississippi River sys-
tem. Then the demand for steel float-
ing equij)nient in East Coast harbors
prompted the opening of an assembly
yard and launching ways at Wilming-
ton, Delaware. This naturally led to a
new technique in barge manufacture
— the shop fabrication of large units
to be shipped by rail for final assem-
bly. The company is at the present en-
gaged in filling two orders to be de-
livered by cargo vessel and assembled
in Pacific Coast yards.

In the development of this new
techni(|ue, Dravo engineers evolved
some new ideas and have been respon-
sible for manv innovations in the de-

The illustration above features two of
Dravo's special fabrication methods: first, the
positioning jig for assembling large units
for welding; and second, the serrated angle
framing, which permits a continuous weld
around that portion of the web which con-
tacts the plate and facilitates unloading in
liquid cargo tanks.

Below is shown a 16-piece tow being pro-
pelled down the Ohio River by a twin-screw
diesel towboat. These barges and towboat
belong to the Union Barge Line, an asso-
ciate of the Dravo Corporation. Dravo oper-
ates 232 steel hulls, and much of the design
and construction of Dravo-built equipment
derives from this operating experience.

F K B R L A R V . 19 4 0

Left, a 25-ton floating crane built for U.
S. Navy; fabricated at Neville Island; assem-
bled at Wilmington. A similar crane is be-
ing shipped to San Francisco for assembly
at Mare Island Navy Yard.

Below, an example of Dravo's better-shaped
barge ends.

At bottom, left, welders working on an
assembly in a positioning jig; right, the two
ends for a large all-welded steel barge, fab-
ricated and ready to ship to point of as-
sembly.

tails of construction and the overall
design of barge and towboat hulls.
This firm was among the first to rec-
ognize the value of welding assemblies
in the construction of multiple iden-
tical units for barge hulls. They
worked out in this connection a system
of frames with serrated edges con-
tacting the shell plating. This system
has great value in that it allows com-
plete welding all around those parts of
the frame that contact the shell plat-
ing, and it greatly facilitates cleaning
of compartments and unloading of
liquid cargoes.

Dravo built their tir>t all-welded
steel barge in 1929, and since that time
have steadily increased the use of
welding in hull construction, until to-
day practically all of their barges are
welded.

The Dravo Corporaticjn, through its
associate, the Union Barge Line, op-
erates a large fleet of barges and tow-
boats on the Ohio-Mississippi River
system. This fleet comprises some 236
steel hulls, including towhoats, barges,
dredges, dump scows and derrick-
boats. Much of the present design and

^ ^

luiilcling j)raclique is derived from the
e.x])erience gained in this operation of
a large fleet of river boats.

Especially noticeable is this operat-
ing experience in the evolution that
led to the present design of the ends of
Dravo barges. The conclusions reached
by practical experience were tested in
towing tank model experiments and
actual full-power, full-size tests on the
river. The result is an end shape that
greatly reduces water resistance and
lowers towing power requirements.

lioth of the Dravo shipyards are
served by moflern shojis, including :

structural steel fabrication shop,
e(|uipped with special equipment of
exceptional capacity ; machine shop
equipped with tools capable of han-
tUing all the necessary operations con-
nected with the largest towboat, tug
and floating crane machinery.

.Standard designs are available in
the engineering department for barges
of all commercial types, carfloats,
lighters, dump scows, floating cranes,
towboats or tugs. An efficient tech-
nical staff is maintained for working
out s])ecial et|uipment to meet special
prf)blems.

AMERICAN

Figures Show New Jersey, New York and California
Leading States in 1937

From the days when the shijj-
yards of New England were busy
turning out vessels for the whaling
trade, to the present era of produc-
ing submarines, battleships and lux-
ury liners, the U. S. Census Bureau
has been recording the progress of
the shipbuilding industry.

In 1940 it is making a new series
of entries in a giant book of ac-
counts which it started keeping in
1810, when the first Census of
American Manufactures was taken.
That pioneer effort to determine the
state of our infant industries went
into little detail — the tonnage and
value of all ships built were listed,
without regard to kind. And, in-
deed, little detail about kind was
needed; at that time a ship meant
only one thing — a wooden \essel
with sails. Massachusetts, accord-
ing to the 1810 Census, had an out-
put of 23,410 tons, valued at $656,-
095, a big sum then, but less than
half the value of the state's produc-
tion of distilled spirits. The pros-
perous city of Philadelphia alone.
however, did a shipbuilding busi-
ness of nearly a million dollars in
that year.

After 130 years, of course, the
story is altogether different. In
1937, last year covered by the Man
ufacturcs Census, the industry's pro-
duction, far more varied in charac-
ter, was reported at more than
$250,000,000. The figure of the
Census now under way will be of
added interest insofar as it reflects
improvements in business brought
about by international conditions.

Today the Census P>ureau musl
include in the questionnaire for the
shipbuilding industry 51 to]iics for

reporting products made and work
done. Among these are classifica-
tions never dreamed of in 1810 —
submarines, outboard motorboats,
steel vessels and the like.

Sailboats still show up in the re-
ports, however. There were 2,623
sailboats under 5 gross tons made
in 1937, with a value of $786,238; 5
sail ships of 5 tons or more without
au.xiliary motive power, valued at
$51,279; 27 sailships of 16 tons and
over, with auxiliary motive power,
having a value of $634,402; and 50
ships of 5 to 15 tons having sail and
auxiliarv motive power, worth
$426,094.

In contrast, there were 36 sleel
steamships launched, and value of
work done on this category of ves-
sel amounted to $37,610,218. Steel
motorships launched in 1937 num-
bered 106, value of work done being
$12,802,321.

Figures on submarines are com-
bined with those for steel sailing
vessels and canal boats to avoid dis-
closing figures of an individual
establishment. Total number of ves-
sels of all three types launched in
1937 was 13, and value of work
done, $4,604,549.

Other categories reported include
353 barges, of 5 gross tons and o\er,
value $6,563,306; 10,584 motorboats
under 5 gross tons, value $7,057,723 :
9,645 rowboats, 5,127 canoes and
669 lifeboats.

Repair work of slii])yards hrfiught
in large sums. Receipts from re-
])airs of steel vessels totaled %}! .-
4'!X),761, and on wooden vessels.
$18,296,667.

In .iddition to |)rodiuiioii. Ilii-

Census of Manufactures reports on
costs of materials, which in 1937 to-
taled more than 100 million dollars,
or more than 40 per cent of value
of production. This sum was 66 per
cent above the 1935 figure, and wages
went up 69.2 per cent, while value of
]iroducts rose only 61.7 per cent.
The industry employed 62,274 wage
earners in 1937, with a pay roll of
$93,746,576. Another $19,230,076
went to 7,613 salaried employees.

There were 544 shipyards (includ-
ing boatyards) in 1937, of which 100
were in New York State, 59 in Cali-
fornia and 43 in New Jersey. New
Jersey, however, showed highest
value of products, $41,621,915, New
\'ork being second with $33.9.%,728.
and California third with $20,-
389,294.

Also of interest to shipping men
will be the current Census of Busi-
ness, in which activities of import
and export agents will be covered.
They will report, among other
things, their net sales, stocks on
hand at end of year, and amount of
taxes collected from customers over
and above selling price, and paid
directly to any governmental taxing
agency.

The basic facts obtained in the
Census will be published by late
summer or early fall, with special
reports to follow as rapidly as pos-
sible, depending on the promptness
with which all returns are received.

Reporting to the Census Bureau
is recjuircd by law, but the same
statute protects those giving the
answers against disclosure of indi-
vidual returns, or their use for tax-
ation, investigation or regulation.

FEBRUARY. 1940

Large Steel

SIUkl Caiilnai

Fig. 2, at right, illustrates the middle sec-
tion, containing the boss for the outboard
end of stern tube and propeller shaft bearing.
This section weighs 31,312 lbs.

Im'k. 4. right, the rudder post shaped to
form of contra propeller, supporting the gud-
geons for the rudder pintles, and weighing
14.250 lbs.

Photographs here illustrate the four sec-
tions of the cast steel stem frame shown as-
sembled on the facing page.

Fig. 1, left, shows the upper section,
weighing 12,038 lbs.

Fig. 3, left, illustrates the lower section
(or skeg) of the four-section stem frame.
The section weit^hs 22,330 lbs.

32

I' A r. I I I C M AKIN I', V K V I K W

From Pacific Coast Foundry

Large steel castings are used for
certain members of the hulls of steel
vessels. These castings are somewhat
intricate in their design and form, and
have always been considered difificult
from the standpoint of the designer
and the steel foundryman. F'acific
Coast shipbuilders are therefore for-
tunate in having available fine facil-
ities for producing steel castings
backed by great skill and large experi-
ence in steel casting art.

This fact is very well evidenced in
the building of the Maritime Commis-
sion's C-3 design large steel cargo ves-
sels, four of which are now building
at the yard of the Moore Dry Dock
Com])any, Oakland, Calif.

The illustrations accompanying this
article show the four ca.st steel sections
which form the stern frame for one
of the.se vessels. These sections were
cast at the steel foundry of the Colum-
bia Steel Compan}- at Pittsburg, Cali-
fornia.

Figure 1 depicts the upper section,
which weighs 12,038 pounds. This sec-
tion is incorporated into and stiffen ■■
the overhang of the steel structure
above the rudder and contains the ori-
fice for the rudder stock.

Figure 2 shows the middle section,
weighing .^1,212 lbs. and containing
the boss, which is bored to receive the
outer end of the propeller .shaft tube,
which forms the outboard bearing.
This section must hold the shaft in
pro])er alignment while that .shaft is
delivering 8,500 H.P. at 90 r.p.m.

I'igure 3, the lower section, or skeg,
\\eighs 22,330 pounds. It ties the
whole assembly into the keel structure
and supports the lower bearing for the
rudder.

I'igure 4, the rudder post, weighs
14,230 lbs. It supports the central and
upper bearings for the rudder, and

Fig. 5, the cast steel stern frame for Sea Star assembled on the floor of the machine shop,
Moore Dry Dock Co.. with dimensions shown; total weight, 43 tons.

ties the .skeg to the upper section of
the stern frame. Note that thi> rudder
post is shaped to form a contra pro-
])eller, after the approved modern
tvjie, thereby increasing the pro|>uKi\e
efticiency.

The four castings were delixcred to
and machined in the sho])s of the
Moore Dry Dock Company, and then
assembled to form a complete >lern
frame unit, as shown in l"ig. .x This
unit is then riveted into the steel frame
of the hull to form an integral lirirl of

ilie >iructure of the vessel.

This stern frame, assembled, weighs
43 ton>, and is the largest ever pro-
duced on the Pacific Coast for a mer-
chant ves.sel, although Columbia Steel
Company have cast heavier individual
steel castings in one piece.

Patterns for this work were all
made by the pattern shop at the Moore
vard, with the exception of the pattern
for the rudder post, which, on account
of the contra propeller feature, was
made b\ the Columbia .Steel Company.

F F, B R L A R Y . 19 4 0

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mciiMiJBiitxaiwirwtMftiiiiHCK:

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iiLiiii iii nil itifiliifcifciiiiii

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

NEW EXAMINATION QUESTIONS

Special Letter From "The Chief"

Felloxv engineers — Letters are pouring in requesting information on
books and the new examinations. It shozvs a healthy mental attitude
tozvard our profession.

The Bureau of Marine Inspection and Navigation have issued in
the November "Ship's Bulletin" a complete set of specimen questions
for all grades in steam. The complete set is too long to reprint here, and
in order to get them to our readers at once, we are briefing selected
questions into types so that you may know the kind of information needed.

G. Gordon McLintock, principal examiner at the Bureau in Wash-
ington, D. C., has completed a remarkable job in assembling several
hundred questions in engineering alone, besides many more in naviga-
tion— questions which are fair, typical and complete.

I declare again, as I have often stated in this section, that an engi-
neer who has served more than the required time regular watches at
sea, and who has the slightest curiosity about the principles and machinery
around him, need have no fear of these examinations. On the other hand,
one who is not naturally interested in his job and does no reading on
his profession ivill soon find that lie does not belong in the engine room.

I shall be glad to discuss and ans7cer specific questions in this sec-
tion on request.

"The Chief

PART I

ENGINES AND AUXILIARIES

Third Assistant

Calculate, kiunving neces.mry data:

Pitch of propeller.

Number studs for cylinder cover.

Indicated H. P. of en{(ine.

Kate of delivery of water of wet air

pump.
Average sj)eed of ship, and pro|)ellcr

slip.
Explain or describe :
Characteristic- of heat tran>fcr and of

various chemicals.

Combustion, vapor, condensate, sat-
urated and superheated steam, latent
heat.

Which type of turbine drive is nio^t
economical ?

The dummy.

Ty[)es of turbines. Permissible speeds.

Reciprocating engine lap and lead.

Dry and wet vacuum systems.

I'.lectric hydraulic steering engines.

r.iiiler feed systems in regard to

|HU11|.^.

.Sketch single-cylinder steam engine.
Second Assistant

Calculate, knowing necessary data:

Temperature of mixture of two quan-
tities of water.

Time to pump out double-bottom tank.

Pressure of slide valve on seat.

Explain, describe, discuss or define :

Combustion of coal and of fuel oil.

Temperature of fuel oil to burner.

.Salinometer and thermometer indica-
tions.

Fuel oil piping system.

British Thermal Units.

Radial clearance in turbines.

Turbine rotor speed and steam speed.

Use of reduction gears.

Causes of condenser tul)e failures.

.Saponification or emulsihcation of
lube oil.

Decomposition of lube oil.

.Sketch pump end of simplex vertical.

First Assistant

Calculate, kncrwing necessary data :

Pressure of shoe on cross liead guide.

.Safe working pressure in cylinder.

Explain, describe, discuss :

Forced draft systems.

Temporary and permanent hardness
in water.

Securing liners in steam cylinders.

Carbon packing in turbine shafts.

Pounds fuel per horsepower hour.

Engine crank bearing repairs.

Miscellaneous steam engine rejjairs.

Kingsbury thrust bearing.

/Xnalyze indicator diagram ; show de-
fects.

.SKctcli bearing ca]), tail shaft.

1

PACIFIC MARINE REVIEW

Chief

Calculate, knouiiig necessary data :

How long to discharge ballast.

Velocity water through a pipe.

.Safe working pressure of boiler.

Best speed when fuel limited.

nianieter, water cylinder, of pump.

Explain, describe, discuss :

Efticiency of combustion by engine
operation.

Su])crhealed steam in marine engines.

Pop vs. spring-loaded safety valve.

Latent heat, vaporization and fusion.

iMid thrust on Parson's turbine.

.Starting turbine from cold.

.Setting a piston valve.

Operation without H. P. cylinder.

Maximum density of boiler water.

Operation without H. P. turbine.

Repairs to cracked steam line.

clearances of turbine rotors.

What is water rate?

Minimum diameter of piston rods.

Skelcli :

Indicator cards, showing various con-
ditions.

PART II BOILERS

Third Assistant

Calculate, kiiozuing necessary data:

Allowable pitch of stays.

Thickness of welded steel pipe.

Describe :

Scotch boiler. Name all parts.

Procedure, steaming up from cold.

Effect of coating of soot.

Effect of moisture with soot and a.shes.

Corrosion.

Second Assistant

Calculate, knowing necessary data:

Diameter of stay bolt.

Allowable working pressure on shell.

Area tubes per sq. ft. grate.

Collapsing pressure on furnace tube.

Water tube marine boilers.

Name mountings and state purpose.

Feed water from condenser.

Function and principle, safety valve.

Common causes, structural failures.

Sketch :

.Scotch boiler and mountings.

Mechanical oil burner and parts.

First Assistant

Calculate, knozcing necessary data :

.Safe pressure, welded steel pipe.

Heating surface.

l^iscuss :

T-'-ffect of poor circulation.

KtTect <jf sulphur in fuel.

I'lamc impingement.

Effect of oil in feed.

Lse of boiler compound.

Miscellaneous structural repairs.

Chief

Explain, discuss, describe :

Efficiency of joints, safe pressures.

Treatment boiler water.

Advantage superheated steam.

Stress of several boiler parts.

Boiler horsepower.

Energy in water and steam.

Physical properties of boiler material.

What is "pH value"?

Chemical reactions and temperature

effects.
Caustic concentration, and danger of.
Flue gas analysis. Percent CO2.

PART III ELECTRICITY

These questions are all very much

the same as have been used in past ex-
aminations.

First assistant must know something
of a. c. electricity; how it differs;
what Eddy currents are; how to tell
when the turbo-electric drive system
is out of stem.

The chief must find frequency,
knowing number of poles and speed of
alternator ; describe power factor, ex-
citation current ; what type a. c. motor
is best aboard ship; meaning of syn-
chronized ; otherwise be prepared on
electricity as before.
PART IV REFRIGERATION
Third Assistant
Explain, describe, discuss why, etc. :

DEPARTMENT OF COMMERCE

BUREAU OF
MARfNE INSPECTION AND NAVIGATION

WASHINGTON

January 9. 19U0

IN REPLY REFER TO

200.1-1
Mr. J. S. Mines, President and Publisher
PACIFIC IIARIIE REVIEW
500 Sansome Street
San fVancisco, California

lly dear Kr. Eines:

I note with interest the reprint in part in the December
number of the Pacific IJarine Review of a Bureau Bulletin
article on examinations for licensed officers.

Your cooperation in encouraging ships officers to study
in a practical manner the many problems with which they are
confronted in the conduct of their profession is appreciated
ly this Bureau.

As your columnist, "The Skipper", points out, the syllabus
recently published in the Bureau's Monthly Bulletin as a
basis for the proposed new Exaidnations presents certain
probleir.s in a more practical form, but does not present any
new or drastically different subjects. The subjects have
been divided up into chapter and verse in the setting out
of the syllabus, in order to make it easy for the candidate
to equip himself quickly and easily. In consequence, at
first glance, it may appear that the examinations have been
padded out, but the reverse is the oase, as your "Skipper"
points out after a preliminarj' study.

'.Vhen they are adopted, officer."! will be able to oomplote
their examinations in a much shorter period of time and
without repetition.

Columns such as those of "The Skipper" and "The Chief",
whore problems are v.orked and helpful hints are given,
should prove of great value to all who are sitting for
examination and to all who are interested in their profession.

Yours very truly.

F E B R I A R Y , 19 4 0

Ammonia compressor and fittings.

Shutting down an ammonia system.

An ammonia condenser.

Back pressure maintained on com-
pressor.

Selection and use of lubricants.

Frosting of refrigerating room coils.

Removing compressor heads, COu>
machine.

Charging CO-, machine and heating
bottles.

Second Assistant

Dt-scrihe, explain or discuss :

Principles of refrigerator compre»or
systems.

Ammonia anhydride and carbon diox-
ide systems.

Effect of air in refrigerant.

Difference between heat and cold.

Effect of frost on etliciency.

Chemical .symbols for refrigerants.

Control of capacity of system.

Water or steam in ammonia systems.

Troubles of a refrigeration plant.
First Assistant

Explain, discuss or describe :

Starting, ammonia, carbon dioxide
plant.

Leaks in each of above plants.

Tonnage system of plant rating.

Equalization of H. P. and L. P. gages.

Removing ammonia compressor head.

Introduction of make-up refrigerant.
Chief

Many of the questions in the above
lower grades, plus the follozving :

Describe the brine system.

Advantages, ammonia and COo sys-
tems.

Normal pressures in ex|)ansion .system.

Removing anmionia system to bottles.

Suction pressure in relation to power.

Metals qualified for these sy.stcms.

Power per ton of refrigeration.

Characteristics of "J-"reon-12" refrig
crant.

PART V GENERAL
Third Assistant

Calculate :

Weight of boiler plate.

H. F'. equivalent of l.tKKj KVV.

Describe, discuss :

Duties while overhauling or lay-ovei .

Test all-service gas mask canister.

Flare-back of furnace.

Centrifugal oil purifier.

Carbonization of lube oil.

Information, nameplate of mariii<
boilers.

Three apjtroved lire extingui-,luT
media.

Tenij>orary rei)air to cracked pui]i|.
barrel.

Temporary re[iair for failure portion
turbine blading.

Set slitle valves, duplex puni[).

Reports on accidents, casualties, re-
pairs.

(Til tank \ent pipe size.

(lage and relief valve on lire pumps.
Approval of fire-fighting apparatus.

I'.ntering tank closed for some time.

Entering tank deficient in oxygen.

Bridge to engine signal code.
Second Assistant

Describe, discuss :

Duties on board steam vessel.

(Overhauling or blowdovyn ; necessary
routine inspections.

Preparation of boilers for inspection.

Conservation of water and fuel.

l'"oam-tyi)e extinguisher, and how
used.

Oil fires in fire room bilges.

Plugging leaking boiler tube.

Removing and replacing boiler tubes.

How ascertain safe working pressure.

Pipe diameter for steam smothering.

W hat other method may be used in
lieu of smothering?

Locate and mark smothering manifold.

l'"xtinguishers for various type fires.

Valves, chests and strainers in dry-
dock.

First Assistant

Many of the questions for lower
(jrades, plus :

(PaKe 58. please)

Engineers' Licenses for December

SAN PEDRO
Name and Grade Class

David T. Ahern, Chief Eng OSS, any GT

Raymond H. Pierrepont, 1st Asst. Eng OSS, any GT

Harry Rowan, 1st Asst. Eng OSS, any GT

Otto K. E. Goemann, 2nd Asst. Eng OSS, any GT

Hans A. W. Hansen, 3d Asst. Eng OSS, any GT

SEATTLE

J(j>eph McNulty, 2nd Asst. Eng OSS, any GT

I'enjamin Drysdale, 3d Asst. Eng OSS, any GT

PORTLAND

Alexander Luft, 3d Asst. Eng OSS, any GT

SAN FRANCISCO

Lloyd Coughlin, Chief Eng OSS, any GT

Lupe Castro, Chief Eng OSS, any GT

r)le Rismyhr, Chief Eng OSS, any GT

Leo J. Lyskowski, Chief Eng OSS, any GT

( )rlan R. Watkins, Chief Eng OSS, any GT

William A. Theurkauf, Chief Eng OSS, any GT

Charles E. Young, Chief Eng OSS, any GT

Jack F. Curran, 1st Asst. Eng OSS, any GT

Anthony M. Saiz, Lst Asst. Eng OSS, any GT

John (;. Ellis, Lst Asst. Eng OSS, any GT

.\rnold E. Ames, 1st As.st. Eng OSS, any GT

Hughie Boyd, 1st A.sst. Eng OSS, any GT

1 lerman V. Zuppe, 2nd Asst. Eng OSS, any GT

I'lank A. Mitchell, 2nd As.st. Eng OSS, any GT

William M. Simons, 2nd Asst. Eng OSS, any (iT

Clarence E. Kin.sey, 2nd Asst. Eng OSS, any CiT

Clarence A. Nunes, 2nd Asst. Eng OSS, any CiT

Rudolf Herden, 2nd Asst. Eng OSS, any (iT

William D. Soule, Jr., 3d Asst. Eng OSS, any CiT

Lawrence W. Dickeson, 3d Asst. Eng OSS, any CiT

Richard P. Kendall, 3d As.st. Eng. OSS, any GT

Stanley A. Marshall, 3d As.st. ],<:ng. OSS, any CiT

Chester B. Nash, 3d Asst. Eng... OSS, any (iT

Ivlward D. Albertson, 3d Asst. Eng. OSS, any CiT

Olav T. Torjussen, 3d Asst. Eng. .... OSS, any (iT

Robert S. Medwick, Chief Eng. OMS.anyCiT

Clarence E. Kinsey, 2nd Asst. Eng .. OMS, any GT

Angus M. Walker, 3d Asst. Eng OMS, any GT

Abbreviationil: GT is KrosB tonnaKe ; OSS is oooan Hteamer : OMS i« .h-.«
O IK oriKinal license RG in raise of f^ratJe.

Condition

RG
R(i
RG
RG
O

RG
O

RG

R(i

R(i

RG

RG

RG

RG

RG

RG

RG

RG

RG

RG

RG

O

O

O

O

O

o
o
o
o
o
()
()
o
o

KnOUIlEDCE IS THE STRHICHT

COURSE TO nouRniEniEnT

/1 3>efusAifHe4ii ^04. 3^ecA Ofiyce^

By "The Skipper"
Questions Welcomed. Just Address "The Skipper." Pacific Marine Review, 500 Sansome Street, San Francisco, California.

More Problems
From New Tests

I notice that in the latest Bulletin
of the Bureau of Marine Inspection
and Navigation it is expected of the
chief mate, in his examination ques-
tions, that he should he acquainted
with time to raise steam on and the
mountinj^s of a .Scotch boiler. "The
Skipper" must confess that the latter
is something he himself could not be
relied upon to do just as well as he
can "box the compass." Perhaps he
may be excused if he passes comment
on that subject to "The Chief." Is it
true, "Chief," that the longevity, or
as sea lawyers might say, and/or re-
liability of that particular type of
boiler will retain it in .service?

My i)ersonal impression was that
the dicsel and high-pressure water
tube boiler would soon render it so
obsolete that such a knowledge would
scarce be worthy of ac(]uiring. (').

Change of Draft Problem

Here is an interesting |)roblem taken
from the ".Specimen lixamination" for
Master, Ocean, as published in the
Bulletin of the Bureau :

The specific f/ravity of the zvater on
the coast is 1()2.S oj., and at your dock,
IV 1010 f)c. )'ou are alUnved .S inches
reduction for fresh water: hozv much
'nuiidd you load below vour marks at
the dock:' C).

Answer
102.T ounces is the weight of 1 cubic
foot of sea water.

C 5^ flfe/PT: R£Y£5

Fig. 1

1000 ounces is the weight of 1 cubic
foot of fresh water.

2.T ounces is the difference in weight

between sea water and fresh

water.
102.^ ounces is the weight of 1 cui)ic

foot of sea water.
lOlO ounces is the weight of 1 cubic

foot of water at the dock.

1.^ ounces i> the ditiference in weight
between sea water and water at
the dock.

Thereffjre we have the proportion X :.t

l.S:25 or 25X ^ .=5x15

X ~ .rxl.T or .\ ^ .1.

I would therefore lo.id my ship ?i
inches ln-luw her marks.

Bearing Problem

Use Traverse Table No. 2 Bozvditch.

Point Reyes light was bearing 30°,

and after a run of 5 miles it bears 49°.

Find the distance off at time of second

bearing and distance off when abeam.

Answer

.Sui)po.se Fig. 1 to be a diagram of
the bearings.

Construct the lines EF and FG,
making all the triangles right trian-
gles.

Then with the 1st 30° as a course
and a latitude of .t, the departure
(EF) = 2.9.

With the complement of the 2nd
(90° — 49°) = 41° as a course and
a distance of 2.9, latitude (EG) = 2.2,
departure (FG) = 1.9.

With the angle between bearings
(49° — 30°) = 19° as a cour.se and
a departure of 1.9, latitude (BG)
= 5.5.

Therefore 2.2 + 5.5 = 7.7 miles off
at second bearing.

With the 2nd 49° a.s a course and

(I) "The Skipper*' is in error here, and the
Bureau is quite right. While it is true thai
the great majority of new steamers in the Amer-
ican Merchant Marine are bein^r equipped with
high- or medium-pressure water tube lx)ilers. it
is also true that on a large majority of the

the

ercha

fleets of the world, steam is raised by return
flue fire tube boiler of the Scotch marine type.
The number of marine power plans still burning
coal is greater than those u-iing oil. although the
aggregate tonnage of the oil-burning ships is
greater. The numbers and tonnage of steamers
using recii>rocating engines are far in excess of
those using turbines. (Ed.)

(2) The term "specific gravity" as used here
is quoted directly from the riuestions as published
in the "Bulletin" of the Bureau of Marine In-
spection and Navigation. It is erroneously uaeil
here by the Bureau probably as a test to check
the observation and the knowledge of definitions
liosse.ssed by the examinee. The term should lie
"specific density" or "weight." If specific grav-
ity were correct, the following figures would be:
"on the Coast is" 1.025, and, "and at your dock
ia" 1.010, and no weight units would be used.
Moral is: Watch the wording of problems and
consider each term keenly. (Ed.)

FEBRUARY. 1940

a distance of 7 .7 , departure = dis-
tance off abeam 5.8 miles.

Simple Method of Constructing
a Plotting Sheet

When no plotting slieets are avail-
able, or it is desired to keep a per-
manent and separate record of lines
of position in a work book, any ruled
paper may be used, the results of
which will be as accurate as those
obtained from a regular plotting sheet.

The D. R. position is plotted as on
a Mercator chart, using the lines on
the paper as meridians of longitude.
and a base parallel of latitude drawn
in such a position that ample allow-
ance is made for the run to noon. A
scale for the measurement of distance
or difference of latitude is obtained by
drawing a line at an angle to the base
parallel equal to the latitude in mag-
nitude and noting the distance apart
along this line that the meridians in-
tersect it. Where the meridians are
minutes of longitude apart measured
along a parallel of latitude, these inter-
sections .will be miles or minutes of
latitude apart, measured along this
line. Figure 2 shows an ex.imiile of
such records.

TRADE LITERATURE

Anthnonial Admiralty, a well-illus-
trated, eight-page booklet in black and
yellow, published by the Chase Brass
& Copper Co., and describing the ad-
vantages of their new alloy for con-
denser and heat exchanger tubing.

The presence of antimony in the ad-
miralty mixture produces an alloy that
gives high resistance to :

(\) Corrosive water conditions;

(2) Sulphur corrosion ;

(3) Dezincification ; and

M) Intercrj-stalline corrosion.

This superior Admiralty metal was
developed and patented by the Chase
Brass & Copper Co.

"K'mg-Clip" Gale Valves, Circular
Xo. 504-RL. of the Lunkenheimer
Company. This new 8-page circular in
two colors shows the complete line of
Lunkenheimer "King-clip" valves with
drain channels and bronze thread
bushing in bonnet.

Valves are available in iron body
with bronze trim for steam, oil, gas,
air, water and gasoline service, and
with various alloy trims for corrosive
services.

Deck Officers' Licenses for December

SAN PEDRO
Name and Grade Class Condition

John M. Fitzsimmons, Master and Pilot OSS, any GT RG

Herbert M. ^Viemers, Master and Pilot OSS, any GT RG

Mervyn W. Verran, Master OSS, any GT RG

Frank Curtis, Chief Mate and Pilot OSS, any GT RG

William P. Buchtele, Chief Mate OSS, 12500 GT RG

Sigurd A. Ougland, Chief Mate OSS, any GT RG

Jens J. Kristiansen, 2nd Mate _ _ OSS, any GT O

Raymond A. Barton, 3d Mate OSS, any GT O

Wi'lloughby N. Bundy, 3d Mate OSS, any GT O

Leonard F. Gearin, 3d Mate OSS, any GT O

SEATTLE

Clifford C. Bertiaux, Master OSS, any GT RG

Charles N. Goodwin, Master OSS, any GT RG

lames H. Hiss, Master OSS, any GT RG

Rolf L. Zingler, Master and Chief Mate OSS, any GT RG

Alexander Kusebauch, Master and Pilot OSS, any GT RG

George J. Gjertsen, Master CWSS, any GT O

Andrew Johnsen, Chief Mate OSS, any GT RG

\\illiam C. Gortz, Chief Mate „. OSS, any GT RG

Stanlev E. Ridley, Chief Mate OSS, any GT RG

Abel G. Holmquist. 2nd Mate OSS, any GT RG

Bernt Abrams, 2nd Mate OSS, any GT RG

Arnold H. Beeken, 2nd Mate '. OSS, any GT RG

Ray Pitts, 3d Mate OSS, any GT O

John A. Perr^r, 3d Mate OSS, any GT O

Robert W. Kern, 3d Mate OSS, any GT O

SAN FRANCISCO

Samuel C. Frey, Master OSS & OMS, any GT RG

John Kucin, Master OSS & OMS, any GT RG

Heinrich F. T. Schneider, Master OSS & OMS, any GT RG

Milton M. Whitelaw, Master OSS & OMS, any GT RG

Edward Martinez, Master. OSS & OMS, any GT RG

Russell P. Oates, Master OSS & OMS, any GT RG

William B. Slater, Chief Mate OSS, any GT RG

David S. Goddard, Chief Mate OSS, any GT RG

Frank W. Schultz, Chief Mate OSS, any GT RG

Harvey Stump, 2nd Mate OSS, any GT O

Robert R. Masters, 2nd Mate _ OSS, any GT RG

Chester H. Tubbs, 2nd Mate OSS, any GT RG

(korge D. Washburn, 2nd Mate OSS, any GT RG

John H. Buckley, 3d Mate OSS, any GT O

Harold John Boehm, 3d Mate OSS, any GT O

Abbreviations; OT in irross UmnaKe: OSS is ocean steamer; OMS is ocean motorship ;
CWSS is coastwise fU-nnitr: CWMS is coastwise motorship ; O is oriKinal license: RO is
raise of Krad.-.

For Baby Tuna Clippers

By David W. Dickie. N. A. and M. E.

The ke)- to efficient freezing on the
tuna clippers lies in the brine strength-
ening tank. The necessary sea water
at 28 degrees to prime the iish well
must be cooled quickly and be ready
to toss the fish into immediately after
they are caught.

If the vessel is fitted with a Pak-Ice
Machine, part of the cooled sea water
must be circulated through the ma-
chine to make ice for the fish well, and
the remainder must be circulated by
another system to melt the ice and re-
move the heat from the fish.

If the vessel is fitted with high vel-
ocity coils, either in each well or in a
separate chamber, in place of the Pak-
Ice Machine, the sea water must be
circulated over the coils to remove the
heat coming from the fish.

Time is the es.sential factor in fish
preservation, as quick cooling of the
fish starts the formation of the skin
glaze which prevents to a certain ex-
tent salt penetration and leaching of
the flavor values of the fle.sh of the
fish. If the interior of the fish is at 80
degrees and the circulating sea water
is at 28 degrees, the heat flowing
through the skin of the fish from the
flesh to the water will reduce the skin
temperature to slightly below 28 de-
grees. The classical illustration of the
phenomena is the tea kettle on the gas
rtaine. The flame is at 2,000 degrees,
the water in the kettle is at 212 de-
grees, and the metal of the bottom of
the kettle is at 75 to 80 degrees so
long as the heat is being transmitted
through it from the flame to the water.

When the fish have been cooled to
the point where the sea water comes
from the bottom of the well at 30 de-
grees, it is pumped overboard and 22
|>er cent brine cooled to between zero
and 10 degrees in the brine tank is
pumped into the fish well.

In the case of the Pak-Ice Ijoat,
liart of the 22 per cent brine from the

fisii well is circulated through the
machine to make ice and part is cir-
culated with the other system to melt
the ice, and in the case of the high
velocity coil boat all of the 22 per cent
brine is circulated over the coils.

On the voyage home, the wells in
the hold of the boat are kept at low-
temperature by circulation through the
Pak-Ice machine and the brine tank is
used to cool the brine being circulated
through the bait boxes on deck.

Brine Tank Coils

To conserve space and at the same
time get efficient heat removal requires
that during evaporation of the refrig-
erant the fastest possible egress of the
gas from the liquid be provided and
the brine be circulated at the highest
practical velocity.

The coil illustrated is a special
double Frick VW coil having eight
rows instead of six, which gives a
large surface area in a small space,
long lengths of pipe between welds,

free movement of the pipes with ex-
treme temperatures used on the tuna
boats and comparative freedom for a
large volume of water to pass between
the meshes of the coil.

Circulator

In calculating the capacity of the
circulator it was found that much
more was accomplished with less efl'ort
if the circulator was made larger in
diameter and turned slower than usu-
ally recommended for ice tank service.
Within the desirable limits of the
efficiency curves, a 16" diameter cir-
culator running slow will deliver more
water than a 12" circulator running
fast with the same horsepower motor.

The illustration shows the standard
Pacific Gear and Tool, General Elec-
tric, two-horsepower, 115-volt D. C.,
120-degree, continuous-operation ma-
rine motor fitted with reduction gears.

The circulators for the ice tanks are
of the low-head type, but the head
should be higher for the brine tank

DICKIE BRINE TANK

1^4 1 1 1 1 1 1 1 i i n

than for the ice tank service. Three-
inch to 4" head is customary for ice
tanks but 6" to 12" should be used in
the brine tank. Increasing the head
materially changes the design of the
propeller that should be used, and also
changes the gear ratio of the motor
reduction gears.

The circulation within the brine
tank is the same for sea water as for
22 per cent brine, except no salt is
added in the tirst instance. In each
case the brine enters from the salt
chamber at the top, passes around
through the two top coils, down
through the circulator, around through
the two bottom coils and out into the
salt chamber again. In the second case
the salt sacks are dropped onto the
grating in the salt chamber and when
the salt has leached out of any bag
the sack comes to the surface and is
fished out with a boat hook. The cham-
ber holds from .six to ten 125-pound
sacks of salt 27" high, 16" wide and
10" thick, and it takes about 30 sacks
to make 22 per cent brine from the
17,000 pounds of sea water in the
brine tank.

Cleanliness is extremely important,
and so the wood walls of the salt
chamber are made removable by tak-
ing out a key board, whereupon all the
others come out in order. The chan-
nels at the top and bottom are either
3" or 4", dei)ending on how the boards
are clamped at the center of the
height, and the walls are simply slipped
in loose in the channels. The portable
deck between the coils is supported by
a channel at the sides of the tank and
a top and bottom angle where it comes
against the walls of the salt chamber.

Coil Capacity

At the lower ranges of temperatures
the capacity of the coil "K" factor for
the transfer of heat in B.T.L'. per
square foot per hour \>er degree tem-
jjerature difference between brine and
refrigerant is given as follows. At the
beginning, when the brine temperature
i> 86 degrees, the "K" factor will be
higher, of course.

Velocity of

X'elocitv of

brine feet

K

brine feet

K

[ler mmute

j)cr minute

0

10

50

35

10

16

r/i

38

20

22

70

42

30

2(,

X(J

45

40

M

')(}

48

The coil is designed to cool 17,000
pounds of sea water from 86 degrees
to 28 degrees in lyi hours and the
same amount of 22 per cent brine
from 86 degrees to zero in 4i/ hours.

On account of the .square corners of
the brine tank it is not ])ractical to use
a velocity of brine past the coil much
greater than 90 feet per minute, to
which has to be added the velocity
necessary to overcome the head. The
portable fairway shields are fitted to
offer some relief from the water ed-
dies at the corners.

Heat Load

In the August and November
articles in Pacific Marine Review the
heat load was given. The August
article contemplated stowing one well
at a time, but the fishermen insist that
when the the fish are biting it is im-
perative that they be caught, as some-
times it is a long search to find an-
other school of fish. The expressed
desire of the fishermen is to catch all
the fish they can hold in the bins on
deck, and be able the following day to
catch another batch of fish before the
school departs for another vicinity.
However, when more than 32 tons of
fish are caught on this size boat they
will be lost overboard when the boat
rolls, so the November article was
framed to stow 32 tons, or enough
fish to stow two wells.

Load A. 6,584,080 B.T.U. at 40
pounds pressure. Ammonia tempera-
ture 25.8° Fahrenheit.

Load B. 7,828,000 B.T.U. at 17>^
pounds pressure. Ammonia tempera-
ture 2.35° Fahrenheit.

Load C. 3,510,000 B.T.U. at 7"^
pounds pressure. Ammonia tem])era-
ture -12.6° Fahrenheit.

The cooling is done in two cycles ;
loads A and C on cycle No. 1 for 12
hours and load B on cycle No. 2 for
12 hours alternating on cycles Nos. 1
and 2.

Assume the compressors for load B :

7,828,000 B.T.U./286,600 = 27.3
tons of refrigeration, or 54.6 tons in
12 hours, which will take three com-
pres.sors 7" x 7" double cylinder turn-
ing 327 r.p.m. working at \7y^ pounds
suction ])ressure and 185 pounds con-
denser.

Similarly for load A :

6,584,080 B.T.U./286,600 = 23
tons of refrigeration, or -\(> tons if
rlone in 12 hours. One 7" x 7" com-
pressor turning 327 r.p.m, at 40

pounds suction pressure gives .vS.l
tons, so one compres.sor would run in
12 hours, leaving the remainder to \\\i
other compressor for 3i/2 hours.
.Similarly for load C:
3,510,000 B.T.U./286,600 = 12.25
tons of refrigeration, or 24.5 tons if
done in 12 hours. One 7" x 7" com-
pressor at 7^ pounds suction pressure
turning ?)27 r.p.m. gives 14.5 tons re-
frigeration, leaving the remainder to
be done by the compressor released
from load A in %]A hours.

On the Pak-Ice boats it is custo-
mary to build up a supply of slush ice'
consisting of 12 tons of brine and 8
tons (16,000 pounds) of ice in a stor-i
age well, and while the ice supply lastsl
it can be used for cooling the fish
wells. If it were possible to discon-
tinue fishing at will and then find an-
other school of fish that could bci
caught when the refrigeration equip-
ment was ready, at least one of the.
ammonia compressors could be
omitted.

By melting the stored ice and oper-
ating the Pak-Ice machine simultane-
ously, the following heat extraction is
available in the two wells where the
i2 tons of fish are stowed. (Refer to
the four-section machine in the table.)

15,000 pounds of ice at 144 B.T.U.
per pound removes 2,160,000 B.T.U.

Pak-Ice machine produces 1854
])(junds per hour x 24 hours = 44,496'
pounds of ice at 144 B.T.U. per
jjound. which removes 6,407,424
1!.T.U.

820,0(X) pounds of brine raised 6 de-
grees removes 3,939,840 B.T.U.

Which results in a total available
heat removal of 12,507,264 B.T.U.

Two wells (Table I of the Novem-
ber article) require the extraction of
11,949,920 B.T.U., leaving a little mar-
gin for unaccounted leaks.

The value of an efficient brine tank
is strikingly evident when it is remem-
bered that the sea water and the 22
])er cent brine go to the Pak-Ice ma-
chine at low temperatures with the
sensible heat removed, leaving only the
latent heat of fusion of the ice to be
extracted. The heat transfer surface
of the Pak-Ice machine is very small
when com]iarc(l with the surface of a
wc-ll-designt-d, high velocity coil.

The water sujjply to the Pak-Ice
machine is inlluenced to some extent
liy its temperature entering the ma-
chine. It is possible to pum]) an over-
supply of water and opt'ratc the nia-

PACIFIC M A K I N K R K VIEW

hine less efficieiitl}-. Tlie table gives
' 0 calculated water sujiply in gallons
minute, and there nia\- be a varia-
.uii in actual practice.

Condensers

Of the several ways to proportion
he condensers to carry the load and
it the same time combat the sea
growth problem, the easiest seems to
nake the after condenser about large
:nough to carry the whole load and
he forward condenser large enough
:o carry the load coming home when
iie sea condensing water is colder.
This gives the men on the boat a
:hance to open and clean one con-
ienser if necessary, and in case of a
leak they can come home with what
fish they have caught. It we adopt this
method, the condensers would be as
follows :

After condenser 15 feet long, 28"
diameter, 148 tubes 2" x No. 10, 1152
square feet, 950 gallons per minute,
20 feet head.

Forward condenser 9 feet long, 20"
diameter, 30 tubes 2" x No. 10. 140
square feet, 90 gallons per minute, 11
feet head.

No More Dust, Soot

There is considerable merit in the
idea of using three condensers totaling
about 1,248 square feet if space is
available for their installation. If one
goes out they can reduce the load on
the plant by halting operations be-
tween catches until the heat is re-
moved and still cunie home with a full
load.

As is customary on shipboard, the
tubes are charcoal iron and they are
fitted with Corton tube sheets.

High-Duty Fuel Filter

.'\n average filtering cost of $.008
per 1,000 gallons is claimed for a new
28-tube Fulflo Filter, handling gaso-
line, Nos. 1, 2, and 3 furnace fuel and
diesel fuel oil. Announced by the Com-
mercial Filters Corporation, Boston,
Mass., and designed for such applica-
tions as bulk plants, tank trucks, tank
cars and ships' power plants, it re-
moves water, dirt, tank scale and
gummy residues.

The filter has a capacity up to 225
gallons per minute and average life
(based on No. 3 fuel oil at 35 lbs.
pressure) of 1,120,000 gallons before
replacement of tubes becomes neces-
sary. (Rate of flow and tube life de-
pend on viscosity and type and amount
of impurity in suspension.) It is of
j steel construction ; diameter 23" ;
height ?>Zy>" ; 3" I. P. .S. connections.
Tube dimensions are ly/' x 8". This
filter is designed for operating pres-
sures up to KK) lbs. i)er square inch.
A drain valve is ])rovided for the
water sump.

Renewal of the hone\comb filter

tubes is quick and convenient. The
filter cover is removed, the old tubes
lifted out and new ones inserted.

Larger or smaller models of this
filter can be furnished, according to
cajiacity re((uirements.

Typical installation. Vortex dust catcher.

A preview of what transatlantic
passengers may e.xpect in the way of
maximum deck enjoyment when the
new United States Line's America
goes into service is furnished on the
new Cunarder, Mauretania.

Vortex Dust Catchers were selected
for both of these vessels to extract
from flue gases all soot and stack
solids which would otherwise fall on
deck to cause passenger irritation.

Inspection of the new Mauretania
reveals a complete absence of passen-
ger complaints concerning this custo-
mary nuisance. Deck officers reported
no trace of soot on deck chairs or
other open deck accommodations
throughout the voyage, and anticipate
a minimum of painting and scrub-
bing to keep open decks bright and
clean.

Equipped with similar Vortex in-
stallations on all boiler uptakes, the
new America also will be free from
this irritation and unnecessary ex-
pense.

The accompanying midship section
drawing shows a typical arrangement
of Vortex Dust Catchers, provided
with a continuous ejector system
which discharges automatically all
soot and stack solids at the water line.

These efificient stack gas cleaning
devices are manufactured by the En-
gineering .^^jiecialties Co., Inc., of New
York, N. \. This firm manufactures
also the Vortex Spark Arrester Silen-
cers, which are installed on many ma-
rine diesel power plants, including all
the diesel units on the LI. S. Army
I'.ngineers dredge C"hester A. Harding;
and the main propulsion units and
auxiliary diesels of the M. S. Donald
McKav and her sister ships.

F K B R U .\ R V . 19 4 0

In the business of fishing, as in
even- other business, there are certain
fixed charges that must be met that
cannot be controlled. The rising costs
of labor, supplies, insurance, mainte-
nance and repairs in a period of rela-
tively low fish prices make it increas-
ingly difficult for boat owners to show
profits after a year of hard work.

Captain W'esterbeke, owner of the
Vagabond, was no exception, but he
recognized that one factor remained
over which he did have full control,
namelv, engine room economies. Ever}'
dollar saved in machinen' first cost,
operation, maintenance and repairs
would be extra profit after the fish are
sold and all bills paid.

The captain did some figuring,
asked some questions about certain
machinery developments, checked the
answers against his knowledge of
service conditions, and decided that
the Vagabond could be made more
profitable even though she caught no
more fish than before or received no
better prices for them. The answer to
this seeming paradox was reduction in
the cost of fishing. The most logical
method of reducing costs in the engine
room was high-speed diesels and re-
duction gears.

A Parrel marine reduction gear was
selected, which permits the u.se of two
compact high-speefl diesels on the ves-
sel's single screw, and saves approx-
imately 16,(XX} pounds of engine room
weight. Although power and speed
have been increased, fuel consumption
has not increased proportionately due
to increased efficiency.

Engine spares are much cheaper to
buy, easier to carry and quicker to
install. In fact, all but major repairs
can now be made at sea simply by un-
coupling one engine from the gear.
The other engine will drive the boat

Repowering

Trawler Vagabond

at about three-quarter speed. More
time at sea means more fish caught,
and reduced maintenance and operat-
ing costs mean more profit after they
are sold. Also, the reduction of ma-
chinery weights permits better trim at
less than full load, which is more often
the rule than the exception.

Engines selected to drive the vessel
are two Gray marine diesels, devel-
oped and built by General Motors and
adapted for marine drive by Gray.
Each is rated at 135 H.P. at 1600
r.p.m. They are placed fore and aft
in tandem with the Farrel gear be-
tween and drive through Twin Disc
clutches and Morse flexible couplings.

For twin operation, both throttles
are locked together to synchronize
speeds for pilot house control, but
can be unlocked instantly for indi-
vidual operation by the engineer. On
what would conventionally be the
"forward" ends of each engine are
power take-offs, also fitted with
Twin Disc clutches. These drive a
jack shaft connected to a wash-
down pump and Curtis compressor.
Both engines are fitted with Burgess
mufflers.

.\u.xiliary power is furnished by a
7/4-H.P. Stover single cylinder '
diesel which operates the fish hoist I
on deck and is also connected to a
generator, general service pump and
compressor for the air whistle. Wil-
lard 32-volt marine batteries are :
used for engine starting. A Brown i
pyrometer from the previous instal-
lation records exhaust temperatures •
for both new 6-cylinder propulsion i
engines. Similarly, a Sentinal fuel I
filter has also been retained.

The Vagabond is a ship of appro.x-
imately 70 gross tons, with the follow- ■
ing principal dimensions : L.O.A., ,
86.0'; beam, 19.1'; draft, 8.6'. She
carries a normal crew of nine and has ■
a fish capacity of 85,000 pounds. This i
fish capacity is considered sufficient, ,
and the extra carrying capacity made ■
available by the use of Farrel gear
drive has been used for extra fuel I
storage. Her fishing (cruising) range
has thus been increased by 25 per cent.
Her owner has had many years of ex-
])erience with diesel fishing craft, and I
enjoys a well-earned reputation for ■
knowing how to make them pay maxi-
mum dividends on his investments.

Vagabond's engine room, showing two diesels in tandem driv
coupling, clutch and reduction gear.

ig through flexible

!• A C I F I <; MARINE R E V I K W

Babcock and Wilcox Building Thirty -Eight Marine Type
Water Tube Steam Generators for These Cargo Carriers

Perhaps no factor in the Maritime
Commission shipbuilding program so
well illustrates its widespread bene-
ficial effects on industry as the large
orders for propulsion and auxiliary
machinery. A recent instance is the
orders received by Babcock & Wilcox
for 38 identical water tube boilers for
19 of the C-1 cargo vessels now build-
ing for the Commission.

Fifteen of these vessels are building
in plants of the Shipbuilding Division
of the Bethlehem Steel Company, Inc.,
and four in the yard of the Consoli-
dated Steel Corporation, Los Angeles.
Since five of the Bethlehem hulls are
to be built in the Union Yard at San
Francisco, it follows that 18 of these
boilers are for Pacific Coast built
ships.

The boilers are of the single-pass,
marine water tube type with incorpo-
rated horizontal tubular air heaters,
interdeck superheaters and drum de-
superheaters. Each boiler has 2,699
square feet heating surface, designed
for a normal capacity of 37,000
pounds of steam per hour at 450-
pound pressure and 750° F. tempera-
ture at the superheater outlet. This
boiler is capable of delivering 50 per
cent over capacity, or 55,500 lbs. of
steam at the same conditions.

On each of the C-1 steamers two of
these boilers are arranged athwart-
ships with a firing aisle between the
boilers. With this arrangement the two
boilers and the firing aisle occupy a
deck space of 37' 2" in the beam by
10' 8" in length. The overall height,
including the air heater, is 18' -Ty^".

The boiler casings are so arranged
that air for the oil burners comes
down through the air heater and be-
tween the casing and the boiler wall
and underneath the furnace floor to
the burners. This arrangement assures
a cool boiler room and conserves much
of the heat radiated from the furnace
walls. There are three burners in-
stalled in each boiler. On the boilers
supplied for the vessels built at Beth-

Longitudinal and transverse sectional elevations of Babcock H. Wilcox water tube marine boiler.

lehem yards, Todd burners will be
used. On the four vessels building at
the Consolidated Steel Corporation,
the burners will be the Babcock &
Wilcox Decagon C. D. type.

Bailey combustion control will be
fitted on each ship.

Diamond Valv-in-head type soot
blowers are standard equipment.

TRADE LITERATURE

I'he Mulliport Drainer, Publication
2925 of the Cochrane Corporation, a
profusely-illustrated four-page bro-
chure describing their equipment for
continuously removing condensate
from evaporators, heaters, separators,
coils or steam lines.

The Cochrane Multiport Drainer
functions as a large capacity trap, with
the additional feature that flow of con-

densate is continuous rather than in-
termittent. Standard drainer applica-
tions are to closed heaters, evapora-
tors, continuous blow-off flash tanks,
process machinery and similar equip-
ment where large quantities of liquid
must be continuously drained. The
wide selection of materials used in
construction of the drainer meets
specifications for efficient service at
various pressures in power plants;
paper, textile, food and process plants;
on shipboard ; and wherever large
steam-using equipment must be util-
ized at maximum efficiency.

The valve mechanism consists of a
completely balanced rotary-type valve,
with large port area, located in the
condensate chamber and operated by a
float. The discharge of condensate is
controlled in accordance with float
position.

FEBRUARY, 1940

0^

A.<H

SHIPS in THe nriRKinG

LATEST NEWS FROM AMERICAN SHIPYARDS

• Commercial Launches and
Delivers

Un December 11, 1939, the Com-
mercial Iron Works of Portland, Ore-
gon, launched an all-welded steel hull
oil barge 144 feet long, 35 feet beam
and 8 feet depth, with capacity for
200,000 gallons of oil.

During the first week of 1940 this
firm delivered the 2500-horsepower,
twin screw, shallow draft, tunnel stern
river towboat Keith.

On January 30 they will launch the
93 foot by 40 foot by 6 foot hull for a
15-ton \\'hirley derrick liarge.

• Conversion to Purse Seiner

The Harbor Boat Building Co.,
Terminal Island, Calif., report that
they have recently been awarded a
contract to remodel a 105-foot-long
hull for purse seine fishing. The job
includes installation of: a 380-shaft-
horsepower L'nion diesel engine ; com-
plete purse seine equipment ; ;md
crew's quarters.

Distribution of Maritime Commission Shipbuilding
Program By Regions December 31, 1939

Atlantic Coast: No. Ships Gross Tons

Bethlehem Yards 26 199,400

Federal S. B. & D. D. Co 20 152,000

Newport News S. B. & D. D. Co 13 138,500

Pusev & Jones 2 11,800

.Sun S. B. & D. D. Co 18 157,600

Atlantic Coast Total 79 659,300

Gulf Coast:

Tampa S. B. & Eng. Co 8 59,200

Pennsylvania Shpyds., Inc 2 11,800

Intjalls Iron Wks. Co 8 72,400

Gulf Coast Total 18 143,400

Pacific Coast :

Bethlehem (L^nion) 5 32,000

Consolidated Steel Corp 4 25,600

Moore Dry Dock Co 4 35,600

.Seattle-Tacoma Shipbuilding Corp 5 32,000

Western Pipe & Steel Co 5 32,000

Pacific Coast Total 23 157,200

Cr.ind Total ' M20 959,900

ADDITIOHS

Official

number

«U

Home of Vessel

Ma-
terial

Cross

Set

Dead
Height

Speed

rear

Oiner

Home Port

239103
239070
239064
238891

St.s.
St.s.
St.s.
St.s.

Explorer^
Plying rioud'
ni^httniale'-
Fed Jacket'-

Steel
..do.
..do.
..do.

6,736
6,085
7,169
6.085

3,996
3,. 597
4,328
3,597

9, .TOO
9,, 500
9,300
9,500

17.0
16.0
15.5
16.0

1939
1939
1939
1939

U. S. Maritime Commission

.. .do

...do

...do

New York, N. Y.

Do.
Norfolk, Va.
Rockland, Maine

SUBTRACTIOXS

217906

213899
219012
214010
218629

214066
21M.56
220(513
214816
220787
217501
213154

215284

St.s.

St.s.
St.s.
St.s.
St.s.

St.s.
St.s.
St.s.
St.s.
St.s.
St.s.
St.s.

St.s.

Beacontillli

Charles Pratt^
Dean Emery^
Ediar F. Luckenbach^
Geo. n. Jones'

S. H. Roiers'
B. H. Flailer'
I. C. l/hUe'
Janes McGee'
Joseph Seep'
"canstates*
standard'

H. C. TeatW

6,941

8.982
6,664
6,013
6.914

8,807
8,207
7,052
9,859
7.088
5.1fi.'i
9.V24

4,2a5

5,644
4,148
3,787
4,273

5,488
6,183
4,381
6,161
4,410
3,164
6,138

5,920

10,387

14.900
10.. 530
13,000
10,500

14,900
11,375
10,800
14,900
10,500
7,825
17,000

14,900

10.5

10.5
10.5
10.5
10.5
10.5
11.5
10.5

1919

1916
1919
1916
1919

1916
1918
1920
1917
1920
1919
1914

1917

Standard Oil Co., of .New Jersey
Inc.
...do

Luckenbach S. S. Co., Inc.
Standard Oil Co. , of New Jersey
Inc.
...do

Moore-McCormack Lines, Inc.
Standard Oil Co., of New Jersey,
Inc.

Wilmington, Del.

New York, N. Y.
Wilmington, Del.

Do.

Do.

Do.

Do.
New York, N. Y.
Wilmington, Del.

(1) New Bhipn. (2) Sold to Panama Utt'istry. (3) Collinion. (4) Sold to Brazilian rcKistry.
Growth of Americ.nn merchant marine during November, 1939.

I> \ (; I h I C VI A R I ^ K R E V I E 'W

SHIPBUILDERS
and ENGINEERS

OAKLAND PLANT

Dry Doc\ and Machine Shop

Dry Dock cap.: 12,500 toris

Length 450 feet

FOOT OF FIFTH AVENUE
Tel.: GLencourt 3922

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

Three PlarMs
SAN FRANCISCO OFFICE AND PLANT

Machine Shop

and
General Repairs

1100 SANSOMB STREET

Tel.: SUtter 0221

ALAMEDA PLANT

Two Dry Docks

3,000 tons and 5,000 tons

capacity

FOOT OF SCHILLER STREET
Tel.: ALameda 0533

GENERAL ENGINEERING
and DRY DOCK COMPANY

• Lake Union Delivers Snag Boat
On the 8th of January the Lake

Jnion Dry Dock and Machine Works
)f .Seattle, Wash., delivered to the V.
5. Army Engineers the sternwheel
iteam drive snagboat Preston for work
rlearing navigable streams in the Pa-
ri tic Northwest.

• Lake Washington Gets Barge
The Lake Washington Shipyards of

Houghton, Wash., report that they
have recently been awarded an order
to build an all-welded steel barge for
the .Standard Oil Company of Cali-
fornia. This barge will have a capacity
of 4.750 barrels of oil.

• Union Oil Tanker Launched

< 'u January *) the .Sparrows Point
yard of the .Shipbuilding Division of
the lU'thleheni .Steel Company, Inc.,
laiuiched a new tanker for the Union
Oil Company of California and christ-
ened the vessel Victor H. Kelley. This
vessel, built at a cost of $1,800,000, is
a sister ship to the Union Oil tanker
L. P. .St. Clair, delivered by the same
yard on February 28, \9?i9.

She is of the single screw, .\mcrican

tliree-island-prolile tanker type witli
raked stem and cruiser stern.

With a B. P. length of 442 feet, a
iieam of 64 feet and a depth of 34 feet
10 inches, she has a gross measure-
ment of 8,066 tons, and carries 101,-
400 barrels of oil in her cargo tanks
and 10,500 barrels of fuel in her
bunker tanks.

Two water tube boilers sup])l\- ^team
to a set of cross compound, double re-
duction geared turbines delivering
.1,300 normal shaft horsepower at 85
r.]i.ni. of the propeller shaft under
steam throttle conditions of 375 lbs.
pressure and 725° F. temperature at
the steam throttle, and a vacuum of
28'4-inch Hg at the e.xhaust Hange.
These conditions produce a full\-
lf)aded s])eed of 13 knots.

The cargo i)um|)S will have a ini.il
cai>acitv of 3,500 barrels ])er hour.

The hull is built on the I'.ethleheni-
brear system of tanker construction,
inxohing connected longitudinal fram-
ing and llulcd l)ulkhea(ls.

• Bushey Starts Building Four

Ira .'~^. Ilushey & .Suns, Inc., of
lirookbn, N. 'S'., believes the shi]) mar-

ket is good, and has started four hulls
on his own account. These comprise
2 steel hull tugs and 2 wood hull
barges.

The tugs, 90 feet by 23 feet by 10
feet, will each be powered with an
805 - shaft - horsepower Fairbanks
Morse diesel.

The barges are to be 118 feet long,
3() feet beam and 10 feet depth.

All four craft are to be finished in
1<>4().

• Federal Launches C-3 Cargo Ship
On January 27 Federal Shipbuild-
ing and Dry Dock Co.. Kearney, N. J.,
launched the C-3 cargo vessel Sea
I'o.x, first of si.x sister ships. These
\essels are allocated to round-the-
world service as cargo liners. They
will have a sustained sea speed of bet-
ter than 16 knots and will carry ap-
])r(iximately lO.tHiO deadweight ton-, of
cargo.

• Three More Hulls for Ingalls

The Ingalls Shijjbuilding Cor|)or.i-
tion rejiort award of a contract from
the Socony-\'acuum Oil Company to
build a river towboat 147 feet lung.

F E B R I A R Y

35 feet beam and 7 feet 6 inches deep.
This boat will be completed about Au-
gust 1, 1940.

This firm has also received a con-
tract to build two oil barges for the
Panama Canal. Each barge will be 93
feet long. 36 feet beam and 10 feet 6
inches deep. Both barges are for de-
livery in May, 1940.

• Levingston Busy

On January 1 the Levingston Ship-
building Company of Orange, Texas,
delivered an all-welded, steel-hull,
diesel-electric automobile and passen-
ger ferry with a length of 185 feet ly^
inches, a beam of 55 feet over the
guards, and a depth of 15 feet 6 inches.

This ship is powered with a General
Motors diesel of 950 H.P. driving an
electric generator, and one 750-H.P.
motor driving the propeller shaft. She
is for the Electric Ferries Inc. of New
York.

Later in the month, Levingston de-
livered an all-welded steel towboat to
W. G. Cojie & Co. of New Orleans.
This boat, 80 feet long, 22 feet 7
inches beam, and 9 feet 6 inches depth,
is powered with a 550-H.P. diesel en-
gine.

Levingston reports new orders for:

A steel single-screw, diesel-drive
towboat for the Pan American Refin-
ing Co. ;

A second diesel-electric ferry, sister
to the one delivered Januar\- 1, and
for same owners ; and

Four all-welded .steel barges for the
Pan American Refining Co.

• Sun Delivers First of Four

On January 18 the Sun Shipbuild-
ing & Dry Dock Company delivered
the C-3 motorship Mormacpenn to the
Moore-McCormack Lines Inc. of New
York. This vessel is the first of four
sister ships building at this yard.

The power plant on each of these
vessels will comprise four 2,250 S. H.P.
Busch Sulzer diesel engines each driv-
ing a pinion meshing with a large gear
mounted on the single propeller shaft.
Each engine will drive its pinion
through a Westinghouse electro-dy-
namic coupling. The gears are de-
signed and built by the Falk Corjjora-
tion. The diesel engines will each have
7 cylinders in line, each cylinder being
of 20>^-inch bore and 27'/,-\nch
stroke.

The normal rating of this engine is
2,225 at 240 r.p.m., and the combina-

tion of the four engines is designed to
deliver 8,500 shaft horsepower to the
propeller at 85 r.p.m. Each engine
must be able to operate continuously
at 10 per cent overload, and for two
hours at 25 per cent overload. For any
emergency, therefore, the propeller
would have better than 11,000 shaft
horsepower available.

• Tampa Launches Second C-2

On January 10 the Tampa Ship-
building and Engineering Co. launched
for the Maritime Commission the sec-
ond C-2, their hull No. 34, and christ-
ened her Shooting Star. This is the
second of four C-2 ships building at
Tampa, each of which is being pow-
ered with a geared diesel drive con-
sisting of two 2-cylinder, single-act-
ing, directly-reversible, 2-cycle, me-
chanical-injection Nordberg diesel en-
gines.

• Berkeley Construction
Gets Contract

'Jhe IJerkelc}' Steel Construction i
Company, Inc., Berkeley, Calif., was
awarded a contract for two welded ;
steel towboats for the Panama Canal.
Each hull will be powered by a 200- ]
shaflrhorsepower Enterprise diesel ;
engine. '■

( )flicers of the company are T. S.
Neilson, president, and D. S. Neil-
son, vice-president. From 1911 to
1920 "Tom" Neilson was superin-
tendent of hull construction for the
Seattle Construction & Dry Dock •,
Company, where 14 vessels were .;
built, and works manager for the .'■
Seattle North Pacific Shipbuilding .'
Company, building 10 vessels. In ;
1920 he joined the Moore Shipbuild- j
ing Company. Later he founded his j
own firm with his brother, Duncan.
Both Neilsons served apprenticeship \
on the Clyde. 1

Our Seagoing Personnel

(Continued from Page 25)

Inspection and Navigation is about to
be tried but having no power or au-
thority.

In undertaking the task of prepar-
ing examination questions to be offered
to the local inspectors for possible use,
the Bureau needs to gain a better im-
derstanding of the importance of
reasonably high standards of scholar-
ship and knowledge of nautical
science. The local boards now issue
98 kinds of officers licenses, counting
tonnages in 500's and the several
grades for the diff^erent types. There
are al.so issued six types of certificates
to unlicensed personnel.

The total number of licenses extant
is something more than 2.5 times the
total number of possible officers'
berths, if all American flag vessels
were in full commission.

Recent legislation will require ad-
ditional certificates of competency, is-
sued without a written examination,
for officers in charge of all vessels
over 200 gross tons. Well over 99 per
cent of all candidates for licen.ses pass
at the hands of the local boards. Re-
ports from the British Board of Trade
indicate that 60 per cent of the candi-
dates f;iil in iheir first attempt and the
average niiiiii)cr of attempts is 2.7 per
man.

ihe usual |)rogram of e.\aniinati(jns

for British Board of Trade engineer's:
license provides three hours for each
of the following sections : Monday,
two papers on general engineering,
knowledge ; Tuesday, one day of prac-
tical mathematics; Wednesday, draw-
ing ; Thursday, oral examinations ;
Friday, oral examinations. The exam-
iner conducting the oral examinations
gives the candidate a real experience,
starting with any doubtful sections of '
the candidate's written papers, contin-
uing with a thorough appraisal of
the candidate's resourcefulness and
capacity.

The British Board of Trade licenses,
which we in this country have been
calling "Extra Chief's," and should
be called "Extra First Class" (com-
monly known among the British as
"Extra"), are purely an honorary mat-
ter, not required by law. A higher
theoretical knowledge is required, but
there is no oral examination. In the
written examination there is included
a real technical paper to be written.
A man may sit for the Extra Master;
examination when he is qualified for
Master and no extra .sea time is re-
quiied. Twenty per cent of the num-
ber of men attempting the Extra Mas-
ter examination will pass.

Our law still gives an unlicensed
man Ihe choice of a Continuous Dis-

PACIFIC MARINE R K V 1 E W

Dependable
Insurance
Since 1863

'y/re ■ AuiomoMe • Marine ■ Casualty • y/t/eZ/Yi/ • Surety

HREMAN'S RJND GrOUD

I 'yireman's'yund Insurance Compani/ — OccidenfaJ Insumnce Gompani/ I
I ffome ZJ/re & Afar/ne Insurance Company I

M^'^jreman's'yund Indemniit/ Gompant/ —Occidental In demniiy Company I

Newark • Chicago • SAN FRANCISCO • Boston • Atlanta

Strength

Permanence

Stability

charge Book or a Certificate of Iden-
tification and the privilege of changing
back and forth between the two at
wilk The maximum number of
changes made by one man has been
fifteen, resulting in a needless amount
of clerical work at the central records
files.

Reports from several sources indi-
cate that the quality of men signing on
as replacements is generally rising,
that the men now comprising our mer-
chant marine are better trained, moi^e
experienced, and increasingly better
fitted for their tasks in all respects
save one — the attitude of crewmen
toward their superior officers. Disci-
pline should be based on mutual re-
spect. It is not to be inferred that all
of our men are inefficient. On the con-
trary, many fine records have been
made by our seamen and we have the
lowest casualty record of any maritime
nation.

With the weeding out of the unfit,
with the cessation of evil preachings
to which sailors seem peculiarly gul-
lible, with the recognition of the fact
that the sea is not a place for men
unsuccessful in other pursuits, and
with an awareness on the part of all
concerned that to meet a certain defi-
nite responsibility there must be a
correspondingly definite amount of
authorit}-, it is to be hoped that our
merchant marine personnel will meet
its opportunities for rising to adecjuate
standards of ability and performance.

The suggestion has been made that
attention should be given to the status
of radio operators as a necessarily
loyal center of communications to and
from the master of the ship. From the
standpoint of national defense they
might be enrolled in a government

service, if this seems necessar}' to se-
cure their allegiance, but it is obvious
that every officer and responsible per-
son in every department has it within
his power, if he were to permit a tem-
porary inadvertence, to do irreparable
harm to all on board. The necessary
loyalty must be found within and nur-
tured by a favoring environment for
all concerned.

Some progress has been made in the
use of continuous articles, with salar-
ies paid as advances, but the law still
envisons long voyages fraught with
misadventure and the seaman as the
"ward of the Admiralty." The new
law on allotments is an example of
patch-work improvement, but the en-
tire procedure of contractual relations
for ship personnel should be revised
in so far as the Government under-
takes to umpire fair play between em-
ployer and employee. If the legisla-
tive structure be studied and revised,
and proper government agencies
equipped to maintain desirable stand-
ards in the licensing or the certificat-
ing of personnel, perhaps the public
would then be willing to accept these
documents as more accurate evidence
of proficiency and capacity.

The Bureau's recent efforts, through
its traveling inspectors and its publi-
cations, to educate maritime personnel
in safety subjects are most commend-
able. A real service has been done by
issuing instructions on standard sta-
tion bills, emergency drills, emergency
squad organizations, pointing out un-
safe practices in small as well as
larger craft and in calling attention
to meritorious performance. The same
sort of educational work is also being
done by several voluntary organiza-
tions.

Statistical and Transitional

There is no way of knowing with
accuracy the total number of seamen
actually employed in our merchant
.service. From the shipping agreements,
as signed and published, one may learn
how many men are needed to man our
principal fleets. Omitting small and
pleasure craft and the fishing fleets
the figures for 1938 would indicate
that 1.^1,000 men are called for in the
crews of freight, passenger, tanker and
towing vessels. If the towing vessels
are omitted, it would appear that 132,-
200 sea jobs still remain in existence
on the ocean-going vessels.

An index of the number of men em-
ployed at sea in recent years also is
to be found in the number of ship-
ments of men as certified on the arti-
cles by the United States Shipping
Commissioners and the Deputy Col-
lectors of Customs. In the table here-
with comparisons for each twelve-
month period in the figures of ship-
ments for 1936, 1937 and 1938 are
shown. While the same ship and the
same man may appear man}' times in
the same year the repetitions remain
a fairly constant factor. The figures
were taken from "Merchant Marine
.Statistics" published annually by the
Bureau of Marine Inspection and
Navigation. The operating twelve-
month periods end on June 30 of each
year.

Year-s— 1936 1937 1938

Total number of ship-
ments 256,531 227.486 211.063

Total number of ship-
ments by U. S. cit-
izens 213.421 196.S92 190,228

Ratio of U. S. citizens

to total per cent 83..'> 86.4 90.1

Number by naturalized
citizens 51.703 45.703 48,619

By the reductions in numbers shown
these figures reflect both the effects of
the general commercial situation in the
countrv and abroad, the disturbed

F E B R U .4 R ^ , 19 4 0

MARINE DEPARTMENT

AETNA INSURANCE CO.

QUEEN INSURANCE CO.

]%l A T H E W S & L I V I IV G S T O X

MARITIME INSURANCE CO., LTD.

•

FIDELITY PHENK RRE INS. CO.

Commercial Hull Dept.

Marine Underwriters

200 BUSH ST. SAN FRANCISCO

AUTOMOBILE INS. CO.

Offices at: Colman BIdg. - Seattle 11 1 West 7th St. - Lo» Angelej

labor conditions and the result of the
application of some sections of the
Merchant Marine .\ct of l''3'> on
shipping.

One of the provisions of the Mer-
chant ^Marine Act of 1*^36 which ha^-
had a very direct effect upon our per-
sonnel is the drastic restriction on the
service of aliens aboard United States
vessels, especially vessels receiving
government aid. These restriction -
were in force during the latter part of
the 1937 period but their full effect
can be .seen only in 1938. The pres-
sure exerted by the act compelled
many aliens to secure their natural-
ization papers so that, although the
number of citizen shipments shranl<
by more than 6000 from 1937 to 1938,
the number of shipments by natural-
ized citizens actuallv rose bv nearlv
3(X)0.

Relationships between owner or
manager and the sea personnel and
relationships between licensed and
non-licensed members of the crew are
being challenged, modified and re-
fined. The former distance between
the master of the ship and his crew
is lessened. Toda}' there is no such
complete control of the person and
liberties of a seaman by his captain a>
in former times, although the basic
responsibility for the entire ship al-
ways rests ultimately with the master.
This responsibility is as real as ever
despite the complex departmental set-
up on a modern vessel which may seem
to obscure its reality and extent. It is
a far cr)- from the former relation
between otilicer and seaman to that on
many ships during the last year or two.
It is unfortunate that an officer should
be handicapped by having his own col-
lective bargaining unit tied in to lli.il
of the men he c<jmmands.

I'resent efforts to make our shiif-
safe are an enormous step forward.
I-lvery known type of hazard is dealt
with and real efforts in safety educa-
tion are noticeable on most of our
ships. Safety is more mental than me-
chanical and the wfjrk of ships' safet\
committees, the use of posters anfl the
thought - provf>king di^cu^sion^ in

safety meetings aboard ships al sea
are much to be appreciated. Safe op-
eration of the vessel is one of the
most essential of several grounds for
mutual interest between the ship op-
erator and his sea personnel, but there
are others of equal importance. In the
ca>e <it passenger \essels the serxice

rendered should be exactly comparabK-
to that of a good hotel and the success
of a freight service depends on the
efficient planning and expert cargo
handling. Sea personnel should realize
that all records for efficiency are the
result of cooperation — that coopera-
(Page 56, please)

Trade Pacts and Shipping

(Continued from Page 19)

agreement went into effect in Septem-
ber, 1934. During the first three years
of the agreement, Cuba increased her
imports from us 193, 292 and 231 per
cent. The imports from other coun-
tries, meanwhile, increased only 87,
107 and 57 per cent. These figures
show . first, that the expansion of our
foreign commerce which has taken
place during the past six years was
not accidental ; secondly, that it was a
sustained recovery and not a flash-in-
the-pan.

The Hull Program has increased
trade. A fact that is of special impor-
tance to the shipping industry is that
trade has been increased both ways.

The Program has also been of direct
benefit in another way. Trade agree-
ments, by their very nature, tend to
stabilize foreign commerce. Security
in the shipping industry is likely to de-
]iend, in final anlysis, upon a reason-
ably steady flow of goods between na-
tions. This is especially true of Amer-
ican shi|)ping. Tramp owners are able
to ada])t themselves to, and even bene-
fit by, violent fluctuations in the flow
of goods. The American Merchant
Marine, which consists almost exclu-
sively of liner services, cannot help
but lie injured in' such fluctuations.
The Program, by encouraging a
healthy two-way trade, and thus en-
couraging stability in our foreign com-
merce, has contributed much to |)ros-
perity and employment in .\mcrican
shipping.

The indirect benetits t)i the I'ro-
gram are no less important. .Shi])ping,
like main' other industries, is ex-

tremely sensitive to the general health
of the national economy. When the
country as a whole prospers, shipping
prospers ; if the country goes into a
decline, shipping also goes into a de-
cline.

There is one more angle that is of
interest to all of us. I refer to sane
commercial relationships as a factor
for peace. Trade certainty won't keep
nations from fighting with each other
— at least it never has — but they are
less likely to fight if they do business
on a mutually advantageous basis.
Most of us have come to realize dur-
ing the past 20 years that, although
political events occupy the stage, the
destiny of nations generally is decided
in the cold, hard realm of economics.
Anj'thing that contributes to the well-
being of the peoples of the earth is an
influence for peace.

The Trade Agreements Program at-
tacks this problem two ways. In the
first place, by increasing trade on a
reciprocal basis, it contributes to the
welfare not only of our own people
but also of those with whom we do
l)usiness. Secondly, by repudiating the
idea of economic aggression, we have
endeavored to create an atmosphere
fa\orable to the solution of the im-
passe which has developed in foreign
affairs during the past decade. The
fact that a good share of the earth's
peo])les are at war .should not cau.se us
lo abandon our Program; rather, it
should cause us to put more stress on
those jirinciples which we believe to
be essential to the maintenance of
progress and ])eace.

PACIFIC M A R I N K R F, V 1 K W

Friends Honor Marine Executive
At Annual Party

By Jim Hines

Herman Essclborn of the Standard Oil Company of New Jersey

One of the best anniversary parties
which ye olde pubHsher has to report
is the one which was tendered on De-
cember 21, 103y, l)y Mr. Herman J.
Esselborn, M anager of the ( Operating
Division, Marine Department, Stan-
dard Oil Company of New Jersey, to
a large group of his congenial friends.
This part\' was the culmination of

twenty years of similar get-togethers,
the first one having been an impromptu
afTair which was held at .Sid .\cker-
mann's on William .Street, New York,
participated in b_\- si.x of Mr. Essel-
born's friends and himself. During the
ensuing years, the annual celebration
grew in size and was held in such
places as Max .'Schumann's in Hobo-

ken, and Conti's, The Whitehall Club,
Elks Club and the Downtown Athletic
Club in New York. A general idea
may be had of the manner in which
the party has grown from the fact
that for this last one 117 invitations
were issued by the host, and the very
few friends who were unable to ac-
cept were either ill or out-of-town.

This annual party has become a
great event, looked forward to with
enthusiasm each December by Mr.
Esselborn's friends. Among the most
recent attendants were Captain B.
B. Howard, Messrs. Robert F. Hand,
Ira Campbell, John Reilly, Fred B.
Dalzell, James French, Cuthbert
Hague, Frank Belcher, Captains H.
A. Cunningham and W. C. Brodie,
and Messrs. S. W. Hamilton, John
Loughrey, Joe Laurie Jr., David
Mallon. Richard K. Kelly. E. L.
Stewart, B. H. Winans, Charles
Heyl, Casey Jones, B. E. Lalor,
etc.

The attendance of so many i)romi-
nent persons in the marine industry
and other field-s is indeed a wonder-
ful tribute to Mr. Rs.selborn and his
re]nitation as a genial Imst.

&fia^ yeoAMoak

The McCormick .Stc-amship Com-
pan\', managing owners of the Pacific
Argentine Brazil Line announce their
appointment on the Pacific Coast as
distributors for the 1940 edition "Bra-
zil Yearbook and Manual." This book
has been written by two well known
experts in L^nited .States Brazil trade
relations, Mr. John W. Brunk, for-
mer American \'ice Coun>el in Brazil,
and Hugo Franklin, llrazilian Con-
sular .Attache in New Yorlc City. It
is not a book of glittering generalities,
but a com]iendium of hard facts: an
indispensable manual for manufac-
turers. ex]jorters. freight forwarders,
bankers, travel agencies, chambers of
commerce and others interested in
trade relations with Brazil. Those
who wish to ex])ort their ])roducts to
the ever growing Brazilian market
will find everything they want to
now in this handy volume. It is
equally valuable to manufacturers
seeking new sources of raw mate-
rials.

FEBRUARY, 1940

PACIFIC
MARINE

Called to a New Vurk |«o^t as na-
tional sales executive for his company,
R. T. Hemdon, vice-president of The
Texas Company of California, was
todav receiving congratulations from a
widespread circle of friends in the
California oil industry.

Here from Chica.i,^c) to succeed
Herndon is D. E. Beaton, K)ng con-
nected with the oil firm in various
executive capacities in the midwest,
and the south. The promotions are
etfective immediately, and Herndon
is making plans to leave for New
■^'ork very shortly.

Herndon has been in charge of Pa-
cific Coast sales activities of his com-
pany ever since the establishment of
Texaco in this area ten years ago. He
has served the petroleum firm over a
period of 24 years since 1915, inter-
ru|)ted only for overseas war service
in 1917-1918 with the 90th Division
Artillery. Herndon has directed Texa-
co sales campaigns from hea(k|uarters
in El Paso, Denver, Minneai)nlis,
IJoston, and Xew York City.

\\. -14 years of age, Herndtjn will
he one of the youngest executives ever
appointed to eastern sales headquar-
ters of the oil company, whose oper-
ations embrace all the 48 L'nited
States and more than K)0 foreign
countries. Herndon is married, has
two children, and has been a resident
of Arcadia.

OnC o^e BoGAd

At the annual election of the .^an
Francisco Chamber of Commerce on
Tuesday, January 9, the following
directors were elected to serve dur-
ing 1940:

F. A. Bailev. \'ictor V.. P.reeden,

Ke4Me4M

R. T. HERNDON

I'rancis Carroll, II. D. Collier, Har-
old K. Crane, Marshall Dill, Arthur
J. Dolan, Jr., Edw. E. Eyre, B, J.
l'"eigenbaum, Daniel E. Koshland,
Dan E. London, A. C. Mattei, A. T.
Mercier, Wilson Meyer, Edward V.
Mills, I' red W. Pabst, Charles Page,
Rus.sell (;. Smith, M. R. Sullivan,
Charles H. Turner and Clarence M.
^'oung.

SPERRY EMPLOYEES
HONORED AT 15-YEAR
CLUB DINNER

Sixteen employees of the Sperry
(iyrosco])e Cfjmpany, Inc., having com-
|)leted twenty years of service during
the pa--t \erir, were honor guests of

the Sperry Employees' 15-Year Club
at dinner recently in the Grand
Ballroom, Hotel St. (ieorge, Brooklyn.
R. E. Gillmor, President of the
Sperry Company, ])resente(l a gold
watch or a silver service to each of
the honor guests.

The S])erry 15-Year Club now num-
bers two hundred fifty employees, and
of this number one hundred sixty-
three have completefl twenty or more
years with the company.

Frederick F. Narvesen, .\ssistant
Chief lungineer and President of the
Club, ])residcd at the dinner. Carl F.
Carlson, l^'oreman Electrical De])art-
iiient, was Chairman of the Entertain-
niciil Conimiltec.

ACIFIC MARIN P: REVIEW

THOS. A. SHORT REPRESENT-
ING CRAMP PROPELLERS
AND PARSONS WHITE BRASS

Cramp Brass and Iron Foundries
Company, sulisidiary of The Bald-
win Locomotive Works of Philadel-
])hia, announces the appointment of
Thomas A. Short Company of 575
Howard Street, San Francisco, as
their Pacific Coast representatives
for Cramp propellers and Parsons'
"White Brass."

Cramp Brass and Iron Foundries
Company have furnished propellers
for many of the largest American
passenger and cargo liners. Their
"White Brass" is favorably known
to marine engineers as a metal that
stands up well in heavy duty bear-
ings for seagoing service.

United States Maritime

Commission

Washington, D. C.

January 26, 1940
Mr. Bernard N. DeRochie
Vice-President
Pacific Marine Review
500 Sansome St.
San Francisco, California

Dear Mr. DeRochie:

Thank you very much for
sending me fifteen compliment-
ary copies of the very hand-
some edition which you dedi-
cated to the Maritime Commis-
sion. I have distributed these
to those whose pictures ap-
peared in the issue and find
that we could use about six
more, if you can spare them.

I have gone over the maga-
zine carefully and think you
have done a splendid job. We
all appreciate the compliments
paid to us and our work, and I
feel that your presentation of
our efforts will give the public
a clearer picture of what we are
trying to do. I have heard
many favorable comments from
shipping people here who have
seen the articles.

With very best wishes, I am,
Sincerely yours,

H. L. VICKERY
Assistant to the Chairman

MARINERS CLUB OF CALIFORNIA

announcei tti jjttii

A REAL OLD TIME GET-TOGETHER

ONE BIG NIGHT OF FUN

ENJOY GOOD FELLOWSHIP

SEE A SPARKLING SHOW

MINGLE WITH YOUR PALS WHO HAVE SAILED THE SEVEN SEAS

• * •

THE FOOD IS CHIOPPINO OR CORN BEEF ... WINE
OR BEER . . WITH SAWDUST ON THE FLOOR

• * •

Tttda,) A/i^kt, TeUuety 2, 1940

SAN REMO RESTAURANT, 2237 MASON STREET
STRICTLY INFORMAL ■ S2.50 Per Plate - 6:30 P. M.

NOTE — Please return enclosed post card. Yon will help the Committee prepare one of the
greatest parties your Club ever held — Phone DOuglas 27 14 for your tickets.

ENTERTAINMENT COMMITTEE.

News of " The Bilge Club "

By William A. Mason

Lieut. Commander, U. S. Navy
(Retired)

Called by President Dan Dobler.
Marine Su])erintendent of the Texas
Oil Co., the Directors of the Bilge
Club met recently at their head-
quarters in the California Yacht
Club to discuss plans for the Club's
Annual Banquet.

The following Chairmen of tlie
res]iective Committees were ap-
])<)inted :

Dan Dobler, General Chairman ;
Hampton Necrgaard, Decorations,
Lloyd Moore, Entertainment; Al
Johnson, Dinner and Refreshments;
John Eidom, Reception ; Fred Arch-
hold, Attendance; John Logan and
Fd Nelson, Finance and Secretarial ;
\\\ A. Mason. Publicity.

.\ committee which had been aii-

pointed some time ago reported that
they had been unable to locate suit-
able accommodations anywhere in
the Harbor Area for this event, con-
sequently the Annual Banquet will
be held, as heretofore, in the Bilt-
more Hotel, Los Angeles. The date,
Saturday, April 6th.

W. A. MA.SO.N',

Publicity.

FEBRUARY, 1940

Tirey L. Ford

President

Frazer A. Bailey

first I ice-President

Charles L. Wheeler

Second J ice-President

Joseph R. Sheehan

Third I ice-President

Eugene Hoffman

Secrelar\'-T reasurer

BOARD OF GOVERNORS
Frazer A. Bailey
Capt. Henry Blackstone
John E. Gushing
Kenneth K. Dawson
Fred L. Doelker
Tirey L. Ford
Hugh Gallagher
A. S. Gunn
Edward H. Harms
George Jordan
Roger D. Lapham
Ira S. Lillick
Joseph A. Moore*
Joseph R. Sheehan
Charles L. Wheeler

Members of the Port of San Fran-
cisco club are anticipating an inter-
esting presentation by James A.
Quinby, admiralty attorney of San
Francisco, when he addresses the or-
ganization Tuesday, February 6, on
the subject "The Drama Behind the
Law of the Sea."

Speaker Quinby is well-versed in
claim procedure and his talk will be
devoted to interesting experiences
and anecdotes in the investigation of
claims . . . and, incidentally, claim-
ants. Quinby has had years of inti-
mate contact with the steamship
business in the San Francisco dis-
trict and his remarks will carry real
maritime flavor.

An important feature for future
jjrograms will be inaugurated at the
February 6th meeting whereby the
San Francisco members will be
brought up to date on the accom-
plishments of other Propeller Ports.

inaugurating this new series of
short resumes, Captain Henry
Blackstone will address the Club at
this February get-together.

Frazier A. Bailey, first vice-])rcsi-
(lent of the Port of San Francisco,
has been selected as Chairman of
the Da"

A great deal of advance interest
has been manifested in this Febru-
ary meeting, and an enthusiastic at-
tendance is anticipated.

The Port of Tacoma

1 he first dinner anfl meeting f)f
the Pro])el]er Club, Port of Tacoma,
for the year 194f), was lield Tuesday
evening, Januarv 16th, at the Tacoma
Hotel.

This was the first meeting presided
over by our new president, J. L.
Moore, who was greeeted by a larger
membership than has been in attend-
ance for many months.

Previous to the regular business
session, our new President intro-
duced prospective members who
were our guests for the evening.
They included Leroy J. Rogers of
the Weyerhauser Steamship Co., G.
J. Ackermann of the Weyerhaeuser
Timber Co., Wm. C. Theda, Local
Manager of the Centennial Flour
Mills, and Thos. J. Firth of the U.
S. Coast Guard.

The fir^t matter brought before the
I lub bv Pre'i. Moore was the payment

of ilie 10'!() dues. The President also
informed the club that the chairman
and members of the Ways & Means
Committee would be appointed at our
next monthly meeting.

The President also gave a few re-
marks jiertaining to our membership
drive and various members were
given the names of parties whom
they were to contact in an endeavor
to add their names to our membership
list.

The ne.xt matter brought forward
was the resolution concerning the ap-
proval of the sale of American ships
to foreign interests. This resolution
was heartil}' endorsed by all who
v\ere present.

It was also decided at this meeting
that we hold a so-called "Jack j)ot"
at each session, the lucky recipient, if
at the meeting, to give half of his
money to the Tacoma Sea Scouts to

help in financing the construction of
their boat, the ".Mbatross." If the
party whose name was called was not
in attendance, the total amount of
money received was to be turned over
to the Scouts.

As the principal speaker of the
evening, Lieut. Comdr. N. S. Hau-
gen. Director of the Coast Guard
Reserve for the Seattle District, was
introduced. Lieut. Comdr. Haugen
spoke briefly in connection with the
service performed by the Coast
Guard. Immediately after his talk,
a special sound film was shown
which showed in detail the duties of
the U. S. Coast Guard service. This
picture was one of the finest ever
shown at a Propeller Club meeting
in Tacoma.

y\fter the shfnving of the Coast
( iuard picture, the meeting was ad-
journed by Pres. Moore.

CHAS. C. CRAMP,

.Secretarv.

PACIFIC MARINE RE VI EW

EL "PROPELLER CLUB" ORGANIZADO AVER EN SAN JUAN

El senor Arthur M. Tode vino de Estados Unidos especialmente con ese proposito.-
Fue electo presidente el senor Manuel G. Casseres

Officers and Board of Governors at Presentation of Charter by the Propeller Club of the United States to Propeller
Club, Port of San Juan, P. R.. (Port No. 72), Palace Hotel. San Juan, January 2. 1940. Front row. left to right:
E. G. Lassus, Treasurer, Propeller Club, Port of San Juan: E. Larroca. Vice-President. Propeller Club. Port of San
Juan; Arthur M. Tode, Honorary President, The Propeller Club of the United States; Manuel G. Casseres. President.
Propeller Club, Port of San Juan; Brigadier General E. L. Daley. U.S.A., Honorary Member. Propeller Club. Port
of San Juan; W. L. Swain. Secretary. Propeller Club. Port of San Juan. Rear row. left to right: (Board of Gov-
ernors) A. Lugo Vina, F. Vidal. F. B. Crocco. Arturo Geigel. Carlos Ball. W. T. Truss. John Bradley. Charles R.
Hartzell. Missing: (Board of Governors) Miguel Such. Comdr. W. F. Towle. USCG.

9i, <4cUUd!

SAN JUAN PUERTO RICO
RECEIVES CHARTER AS
72ND PROPELLER CLUB

I'liur hundred and forty-Sfsen
_\ ears alter the coming (jf Christo-
jjher Columbus tu Puerto Rico in
14>J3, The Propeller Club of the
I iiited States arrived at San Juan on
January 2, 1940, on which date the
7ind Projjeller Clul) Port was offi-
cially chartered.

I'or some time past there had l^een
•liscussion amongst the shipping of-
ficials of this important island under
the .\merican flag to organize a ma-
rine club. They had observed with
growing interest the expansion of
The Propeller Clul) of the I'nited

States. It was felt that Puerto i'iico
could prnlit by becoming a link in
the strong chain being forged by
American shijiping men in many lo-
calities to improve local marine con-
ditions and to further the expansion
of ])assenger and freight traffic \i;i
American Hag routes.

Prior to his sailing from San Juan.
P. K., for the I'nited States on De-
cember iStli aboard the S. S. P.orin-
(luen of tin- I'orto Rico Pine. ('io\-
crnor \\ illaini 1). l.ealiy of Puerto
Rico met witii Honorary President
.Arthur M. Tode of The Propeller
Club of the United States and .several
local shipping officials. The Propeller
( lub idea was not unknown to the

( iovenior. ( )n several occasions dur-
ing his recent tour of duty as Chief
of -Xaval Ojjerations at Washington.
Rear Admiral Leahy had been con-
sulted by and given excellent advice
on organization and shipping mat-
ters to officials of The Propeller
Club of the Cnited States. With a
full realization of the needs for a
substantial merchant marine as a
commercial carrier and as an ad-
junct to the Navy, Admiral Leahy
had always ex])ressed whole-hearted
ai)])roval of the organization's activ-
ities "To I'nrther, Promote, and Sup-
])ort an American Merchant Ma-
rine."

\\ bile being interviewecl at San
Juan. (ln\ernor Leahy declared
bluntly that in his opinion a Pro-
peller Club was needed in Puerto
Rico. "The combined efforts of those
interested in the further <leveIop-

( Pease turn to Pa^c 66)

K K B R 11 .\ R Y

54

PACIFIC MARINE REVIEW

February, 1940

OVERLOOKING

CENTRAL

PARK

Make Your New York Visit
a Success

Every hour you spend at the Savoy-Plaza
will prove the wisdom of selecting this
distinguished hotel when you visit New
York. Here every luxury of appointment
and service is contrived to anticipate and
gratify your slightest wish. Superb cuisine.
Overlooking Central Park . . . fine shops
and theaters nearby . . . subway at the
door . . . Rates are reasonable.

Cafe Lounge and Snack Bar
Dancing and Entertainment

HENRY A. POST, Managino Director
GEORGE SUTER. Resident Manager

FIFTH AVENUE

58th TO 59th Sts.

NEW YORK

CALIFORNIA REPRESENTATIVES
GLEN W. FAWCEH & ASSOCIATES

Complimenlary 2i-Hour Tele/ihone Information and
Reservation Service

510 W. Sixth St., Los Angeles
Quss Building, San Francisco

Telephone TRinity 3671
Telephone SUtter 5937

- A GRACIOUS HOST
FROM COAST TO COAST

<^!^^«.

TheHrahe

TheBlachstone

ThcTouin fiouse

yVtt^Iti,

I

Selleuieui^iltmore

A. S. KIRKEBY, Managing Director

KIRKEBy
= HOTELS -

Fohruarv, 1940

PACIFIC MARINE REVIEW

AUTHORIZED

HALL

1.6 13:656 PATENTED 1 :61^r701

290 Vessels today

including the new Union Oil tanker "L. P. St.
Clair", have eliminated mechanical boiler clean-
ing expense because their owners realize the value
of the HALL SYSTEM OF BOILER WATER
CONDITIONING.

The Hall Laboratories has earned the confi-
dence and respect of every shipowner it is

servmg.

HAGAN

CORPORATION

BOWMAN BLDG.

1000 - 16th Street

1925 East Olympic Blvd.

PITTSBURGH, PA.

San Francisco

Los Angeles

&i(^4>talUu^ 100 years of service
to the maritime industry ... in the
manufacture of ship control, signal-
ing and electrical equipment of the
finest quality and utmost reliability.

BENDIX AVIATION CORPORATION
MARINE DIVISION

^= 754 Lexington Avenue

oklyn. New York =

8 MONTHS'

Garlock (234 Rotopac Pack-
inj; gives eight months' serv-
ice on these 6-stage boiler feed
pumps operating at 1800 R.P.M. and delivering 100
G.P.M. at 425 lbs. pressure, !230°F. Use Garlock 234
on all your rotary or centrifugal pumps handling hot
water, cold water, caustic solutions or weak acids —
for long, dependable service. All sizes from 14" toVA" .

THE GARLOCK PACKING CO.
PALMYRA. NEW YORK

111 Canada; The Garlock Packing Company

of Canada Ltd., Montreal, Que.
San Franciico Los Angeles Seattle

PortI
Coil— CiABLOCK 434

Iliiigs— Garlock i39

Our Seagoing Personnel

tion must work both ways, and that in
the long run a happy and sweet ship
is the only profitable ship, both to the
company and to the men.

What are the forces which might
tend to make the sea attractive to the
type of young men considered desir-
able as cadets and as replacements in
the future? In other countries, for a
long time, there have been built up
certain safeguards while in active
service and provision for independ-
ence after the earning period is over,
similar to that available to all other
workers. Continuous service with the
same company is highly regarded ;
vacations with pay have long been the
rule ; a certain amount of social se-
curity protection has been given as a
matter of course. The answer to this
problem as regards American seamen
is not yet simple nor plain. It is re-
ceiving some attention, noteworthv
action being that of the Maritime
Commission's recently announced
longevity payments and the efforts to
provide suitable types of training for
all ranks and ratings.

One most interesting habit among
our seamen may be noted. A large
number of men are now practicing the
habit of saving money regularly, be-
cause more convenient facilities have
at last been provided. The recent
change in the law which permits .'Sav-
ings Banks to receive allotments on the
same basis as next-of-kin is a great
forward step. This change had been
warmly advocated by the various
agencies providing care for seamen
while ashore, which agencies con-
stantly met a real demand for such
privileges. Seamen in the Port of New
York alone have on deposit far more
than half a million dollars, a good evi-
dence of a great change in the use of
money by them. Reports from the
Great Lakes banks and steamship com-
panies indicate equally good evidence
of thrift on the part of their seamen.

What Is Needed Most?

Many years ago we thought the
railroad labor organizations were
hardly representative of their truly
good personnel. Today we consider
their organizations, in general, rather
con.servative and representative. Must
\\e go through a protracted period of

(Continued from Page 48)

evolution in the marine tield also, <jr

could we learn by experience from the
railroad situation and discover some
way to save from further costly and
precarious existence an industry which
is so essential to commerce and na-
tional defen.se? Social changes pro-
ceed with aggravating slowness and
.•^eem destined to be born in misery,
especially when technological (levelo]v
ments are complicated by political, or-
ganizational and selfish influences. It
seems intolerable that this great nation
cannot find the solution to the prob-
lem of securing true understanding
between men and management except
by the long and costly attrition of the
ancient "survival of the fittest" doc-
trine. This author wishes emphaticallv
to state that of course he is for and
not against unions, but they must he
unions with high ideals, run to merit
respect. Ownership too must be well
organized and it is probable today that
some owners, as they look in retro-
spect, realize that they waited a little
too long before giving attention to the
needs of the men in these days of
generally improved conditions for the
American workman.

The owner still is responsible for
efficient and safe operation of shi]is
and terminals. He should have the
authority, which must accompany this
responsibility, of separating an incom-
petent man from a job, when such
incompetency has been accurateh- and
fairly determined. It is astounding to
read an authentic announcement that
the principal duty of a maritime labor
union is to prevent a permanent agree-
ment with its common enemy, the
shipowner.

Whether (jr not a rubescent red
label eventually may be applied to a
labor leader does not matter as mucli
as the fact that he has pronounceil
sentiments which declare definitely
and apparently exclusively for a pat-
tern of (thought) regarding the own-
ers as enemies, to be fought at ever\'
turn, or else they will destroy his
uni(jns. This is a philosophy of despair
and an\- leader of sea labor who feels
that this sort of policy is necessary
shows such a limitation in wisdom as
to. make the impartial and long-suffer-
ing public regard him as unsatisfac-
tory fcjr such leadership.

It has been shown repeatedly that a
new collaboration of labor and capital
is possible whereby each felt itself the
])artner of the other. Without govern-
ment interference, the National Mari-
time Board in England has accom-
plished this and with no government
action in the working out of the me-
diation panels.

In all cases there is need iur the
(iwners to establish themselves as de-
\()ted to the highest ideals of humane
and far-sighted action for the mutual
gocxl of all concerned, including the
public. If it takes the owners five
}ears, according to one authority, to
develop one of their personnel men to
deal on the highest plane with union
representatives, how important is it
for union leaders to study and develop
their own capacities to a degree
equally satisfactory to their own mem-
ber.ship.

Labor recentl\- has made tremen-
dous strides in organization and ac-
t|uisition of ])ower in the execution
of contracts. The best elements with-
in the labor groups are ready and will-
ing to recognize that their newly ac-
quired strength carries with it the re-
sponsibility scrupulously to abide by
contracts and agreements. The public
seldom hears of the many disputes
and controversies that are settled with-
■<nil tie-ups — there being no "news
\alue" in such successes. The agree-
ments must be of such a character that
they will be observed by both parties.
Tremendous losses to the men as well
as to the long-suffering public have
made the saner labor leaders realize
that self-interest calls for discipline
and integrity within their ranks. It
would appear better to have all dis-
]>utes settled on the basis of agree-
ments within the industry rather than
by the Government, because the inher-
ent weaknesses in existing agreements
\\(iu1(l be corrected more quickly as
lliey come to light, requiring only gen-
era] supervision in scope and stand-
ards by the Government.

There is no reason why the ordinary
rules of integrity and honesty shoulil
not apply t(j a labor contract as well
as to any other contract. When botli
>i(les realize that all that is needed is
a jtalient, courageous adherence to the
recognized ])rinciples of honest be-
havior, which should go into the mak-
ing and keeping of contracts, then the
best interests (jf both parties will have |
been secured. 1

i* .\ (; I !• I C M A K I N K R K V I K W

February, 1940 PACIFIC MARINE REVIE

W

57

CHAPTER XXVIII ON AMERICAN COMMERCE

R O PIE

Xerxes invaded Greece in 480 B.C., taking his army across
the Hellespont on a wondrous bridge of boats . . . boats
lashed together with ropes a great 28 inches "round. Rope
has been a necessity and aid to man since the dawn of
time.

Early rope-making was done by hand ... by experts who
spun, twisted, and laid the strands by walking back and
forth on long low buildings. Then in the middle of the
19th Century machinery was developed. Rope-making
truly became a great modern industry.

Today American rope is exported to all parts of the world.
Ropes a mile in length — ropes up to 16 inches in circum-
ference — ropes with a tensile strength of 90 tons, are in
common usage.

The McCormick Steamship Company transports rope
intercoastally. Pacific Coastwise, and to the East Coast of
South America. We are specially equipped to handle your
products, too, bulk or packaged, with care and dispatch.

ARoures

M'^CORMIDK%

STEAMSHIP
COMPANY

Th"? marine and fishing industries consume more timn half the

rope produced. Bui rope is important in drilling jor oil. ivater.

and gnu. jor motive power, for hoisting, hauling, and in engineering

and building.

461 MARKET ST., SAN FRANCISCO OOuglai 2561

Eastern offices: Philadelphia, New York, Baltimore,
Pittsburgh, Norfolk, Chicago, Detroit, and Buffalo.

DECK_5EN5E

•Jeffery's Nc
greater voli

2 shows about loy*

Protect your Calking Investment by

using a Good Grade of Marine Glue

Economy in deck maintenance musf be reckoned over a period of years. Initial
cost may favor a low-priced glue, but a job well done with Jeffery's will give
longer and better service. Use JEFFERY'S for economy.

Stocks carried by leading Pacific Coast chandlers.

•Jolfery's No. I showt about 20%

GEORGE S. LACY
16 California Street.
San Francisco, Calif.

599 Albany St. Boston, Mass.

RALSTON R. CUNNINGHAM CO.
73 Columbia St.
Seattle, Wasli.

-LlJCKEBfBACH-

FAST WEEKLY FREIGHT AND PASSENGER SERVICE BETWEEN

BOSTON, PHILADELPHIA, MANHAHAN, BROOKLYN AND PACIFIC COAST PORTS

Regular sailings from and to Providence

FORTNIGHTLY SERVICE BETWEEN

HOUSTON, MOBILE, NEW ORLEANS AND PACIFIC COAST PORTS

FREQUENT SAILINGS TO AND FROM TAMPA

LUCKEXBACH LI^ES

100 Bush Street, San Francisco
Head Office: 120 Wall Street, New York

Keith " A Swift-Water To'wboat

(Continued

connected to the entwine In a hollow-
intermediate shaft supported between
Thomas flexible couplings to give
complete axial distortion freedom to
the main engine. This type of drive
and mounting has been adopted to re-
duce stress and vibration in the light
steel hull, and to avoid strains in the
niain engine and shaft system from
possible distortion of hull through lu-r
operation in tlie rapids. The.se engines
are cooled by means of clo.sed fresh
water circuit through Harrison heat
exchangers. Harrison oil coolers keep
the lubricating oil at right temper-
ature.

The propellers are Coolidge design,
3-bladed, 53 inches in diameter and 37-
inch pitch. The tail shafts are carried
in Goodrich Gutless rubber bearings.

The engines are equipped with Al-
nor pyrometers, ^\'eston ammeters,
Zero Lash hydraulic tappet clearance
takeups, and each carries at 21 ' j-
cu.-ft. Gurtis air compressor.

Auxiliaries consist of one single-
cylinder General Motors 10-kilowatt
generating set and an auxiliary air
compressor. .Starting air at 350 lb.
is carried in four 22-inch x 70-inch
air bottles, reduced to 200 lb. for
normal operation. A 15-KW. G.E.
generator, 110 volts, charges a 56-cell
National battery set.

An important feature of the new
tug is the unique, fa.st-acting pneu-
matic rudder .system. Two main rud-
ders located aft of the propellers are
operated by air rams supplied by
Klingbeil-Oetinger Go. of Portland.
The two monkey rudders located for-
ward of the propellers are operated by
Thor air motors.

A complete swing of ISO degrees of
the rudders may be made in 2 or 3
seconds at full speed.

In connection with the Keith, the
barge Inco No. 1 was completed in
December by Gommercial Iron Works
of Portland. This is an all-welded
steel tank barge, designed especially
for swift-water operation. The new
barge is 164 x 34 x 7 ft. draft and
0 ft. deep, with a 14-inch draft light.
She carries 300,000 gallons of gaso-
line in S tanks, each equipped with
side-ex[)ansion tanks. A Ford V-R
engine sujjplies power for the P>yron-
Jackson R-inch centrifugal pump. The

Hu Page 27)

HfW barge is tiie fourth unit of the
fleet. It will operate from Portland
to Umatilla. The other units of the
fleet are the Inland Ghief, uni(|ue
wheat-oil carrier; a chartered barge of
218,(XX1 gallons capacity; and a new
Standard Oil barge of 200,000 gallons
capacity.

An interesting development in ii[)
l)er Columiiia River towboating is the
fact that a third and similar Enter-
|irise engine is also being installed in
the abo\c company's tug Mystic. a ()5-
ft. wo(jden hull originally designed
and built with a lOO-H.P. engine. In
her short life, her power has been in-
creased by ten through the medium of
modern high-output diesel engines.

(Foreground) Typical shaper tool tipped

with Kennametal grade KS. (Background)

Machining steel with a Kennametal-tipped

shaper tool.

Tools for Hardened Steel

McKenna Metals Go. announces the
development of standard steel-cutting
shaper tools tipped with Kennametal
grade KS, for use on shapers and
I)laners to machine steel of hardnesses
u]) to 550 Brinell.

Unusual tool angles are em])Ioyed,
namely: 10° negative back rake, 5°
negative side rake, 15° side cutting
edge angle and 2° clearances. These
tool angles, which must be maintained
when regrinding tools for the best re-
sults, are made possible by the low
frictional resistance between Kenna-
metal and the work being cut. Asa re-
sult, less frictional heat is developed
than when high-speed steel tools with
conventional high sifle rake angles are
ii-^ed. This is demonstrated by the fad

that chips from Kennametal shaper
tools are straw colored, while those
from high-speed steel tools are a deep
blue — using the same speed, feed and
depth of cut in both instances.

Kennametal shaper tools will shape
steel of hardness above the machinable
limit for high-speed steel tools at
speeds that are often double those u.sed
with high-speed steel tools on work in
the lower hardness ranges. Die blocks
of 42 Ixockwell G hardness may be
hardened before machining with Ken-
nametal, saving the grinding operation
that would be necessary if they were
hardened after shaping.

Kennametal KS has a hardness of
76 Rockwell G, but has a strength un-
equalled by any other hard carbide
tool material, namely, 322,000 lbs. per
sq. in.

Problems Answered

(Continued from page 36)

Drscribc, discuss :

Instructions regarding little-used ma-
chinery.

Instructions on fire in machinerv
spaces.

Duties under emergencies at sea.

\\'ork list and maintenance schedule.

Inflammable and combustible liquid
cargoes.

Evaporator s\'stem on passenger ves-
sel.

The typical general alarm .system.

Welded repairs as regards General
ivules.

Testing safety valves.
Chief

Describe, discuss:

Extension rods on suction valves in
tanks.

Gofiferdams.

Fire pumps for passenger vessels.

I'roducer's records regarding fuel oil.

Management of machinery and crew.

I'^lectric-drive ship in crowded water.

Repairs in foreign port.

Minimum fire-extinguishing gas con-
centration.

.Sanitation of crew's quarters.

Preparation for inspection by Bureau.

Minimum flash point for fuel oil.

Restrictions regarding fuel oil fittings.

Additional for chief. Sketching:
Draw side and end elevation and

plan view of a pictoriallj'-represented

part of machine. Picture is furnished

with the examination. Show : the part

in place, dimensions; and materials.

1' A <: I !•■ I <; MARIN K, REVIEW

February. 1940

PACIFIC MARINE REVIEW

Co>st potts- y„„v Tt=^^^

1

The oceanic SW g^„

MatBon N»-^f;-;,ip Company
The oceanic S«*^^^,ies. San Diei,o
San Franci|c°.^^\;°''p„rtland

EUGENE V. WINTER CO.

Representing

NATIONAL TRANSIT PUMP 8C

MACHINE CO.

Reciprocating and rotary pumps for
marine, industrial and refinery service.

CONDENSER SERVICE 8C ENGINEERING

CO., INC.

Heat Exchanger Specialists.

FEED WATER HEATER 8C EVAPORATOR

COILS

Carried in San Francisco stock.

THE MAXIM SILENCER COMPANY

All types of silencers and spark arresters for gas-
oline and diesel engines, and air compressors.

RED HAND COMPOSITIONS CO., INC.
Marine Bottom Paints.

KOPPERS CO.— AMERICAN HAMMERED

PISTON RING DIVISION

Piston rings for gasoline, diesel and steam
engines, air compressors. Diameters from 1 inch
to 120 inch<s — separately cast.

BLACKBURN, SMITH MFG. CO.

Feed Water Filters, Grease Extractors and
Strainers.

EUGENE V. WIIVTER CO.

15 Drumm Street, San Francisco, Calif.
Phone: DOuglas 2714

STOP

LOOK oW PROFIT!

STOP right now and write to the Viking Pump Company, Cedar
Falls, Iowa, for your copy of Bulletin 2100-35.

LOOK through it carefully and check the complete list of models,
pecifications. mountings and capacities.

PROFIT from now on with Viking performance
efficiency . . . Viking simplicity.

FIG. 4n — Compact, sturdy
Vikiny Rotary Pumi) for land
terminal service. Wide se-
lection of capacities and
drive arrangements.

Viking Pump Company

2038 S. Santa Fe Ave.
Los Angeles. Calif.

De Laval Pacific Co.

61 Beale St.

Calif.

Viking

France Metal Packing

Defers Maintenance Costs

Floating rings constructed of a suitable
metal produce unequalled sealing proper-
ties and keep rods like new for years.
Applied without disconnecting rods and
stems. Write for details.

THE FRANCE PACKING COMPANY

Tacony, Phila., Penna.

Branch Offices in Principal Cities

Sole Authorized Representatives:

ian Francisco — Hercules Equip-
ment & Rubber Co.. 550 - 3rd
Street — EXbrook 2576

Seattle — Guy M. Thompsi

South Alaskan Way -
MAin 1870

n. 1241
- Phone

Portland — E. B. Huston, 127 S.W.

First Ave.— Phone ATwater 6754
Los Angeles— A. C. Elder. 2714

South Hill St. — PRospect 9529
New York City— France Packing

Company, Room 107-E. 30 Church

St. — Cortlandt 7-6827

Orig/na/ FRANCE

.MKTAI. ■•.irKIMi

Building in
American Yards

Diricl Reiiorls from Yaidx as oj Jiiiiwiiy I. l'*KI

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

NEW CONSTRUCTION:

Five C-1 cargo vessels for U. S. Maritime
Commission. Full scantling steam propulsion
type. Contract dated September 18, 1939.

One pineapple barge 17.i' x 45' x U'; 6.'^0
ijross tons: for Young Brothers, Ltd., Hono-
iulu, T. H. Contract dated October 4, 19J9.
Completion date March 10, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Alvarado, Dredge Holland, Ohio, Charlie
Watson. Richlube. Lahaina, New Zealand,
Limerick. Hauraki, Associated, Shabonee,
Lurline, Stm. Sch. EIna.

COMMERCIAL IRON WORKS

412 Southeast Stephens St.
Portland, Ore.
NEW CONSTRUCTION:
One 35-ton crane all- welded steel whirley
derrick barge; 120 x 44' x 9'; for U. S. En-
gineers, Bonneville, Ore. Keel laid June
5, 1939; launched September 16, 1939.

One twin screw tunnel all-welded stern
towboat; 2.^00 HP.; 93' x 25' x 6'. Keel
laid October 2, 19J9: launched November
11, 1939.

One 200,000-gal. capacity all-welded oil
barge; 144' x S.'^' x 8'. Keel laid October
16. 1939: launching date December 22. 1939.
One 15-ton whirley derrick barge, all-weld-
ed; 93' X 40' X 6'. Keel laid November 25,
1939; launching date January 30, 1940.

CONSOLIDATED STEEL CORP., LTD.

Los Angeles, Calif.
NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels
for U. 5. Maritime Commission.

FELLOWS a: STEWART, INC.

Wilmington. Calif.
DRYDOCK AND ROUTINE REPAIRS:
Yachts Navigator, Astrild, K'Thanga and
Joyita; Tug Jimmie K.; N. B. Scofield; 53
smaller yachts and commercial vessels.

GENERAL ENGINEERING

BC DRY DOCK CO.

Foot of Fifth Avenue

Oakland, Calif.

DRYDOCK AND ROUTINE REPAIRS:

Purse Seiners St. Mary, Morning Star,

Star of Monterey, Western Spirit, Santa Rita,

Western Clipper, Western Monarch and

Eneas; Lightship No. 83; Cutter Golden

Gate; Tug Morton S. Tower; Oil S. Mid-

way: S. S. Tahoe, W. R. Chamberlin, Jr.,
Davenport, Idaho, Oregon, Svea, Stanwood
and Lumberman.

HARBOR BOAT BUILDING CO.
Berth 264, Fish Harbor
Terminal Island, Calif.

NEW CONSTRUCTION

Madeirense, tuna bait fishing vessel 125'
X 28' X 14'; 500 gross tons; for Madeirense
Inc., San Diego, Calif. 600 H.P. Fairbanks
Morse main diesel engine; 3 auxiliaries, 450
total H.P.; 12 knots speed; cost $185,000;
quick freezing refrigeration. Launching date,
December 10, 1939; delivery date, February
15, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Remodeling 105-ft. hull for purse seiner,
and installing 380-H.P. Union diesel engine
and complete purse seine equipment.

LAKE UNION DRY DOCK &: MACHINE

WORKS

Fairview and Galer Sts.

Seattle, Wash.

NEW CONSTRUCTION:

One stem wheel steam snagboat, Preston.
Inr U. S. Engineer Dept. Delivered January
8, 1940.

LAKE WASHINGTON SHIPYARDS

Houghton, Wash.

NEW CONSTRUCTION: 200 foot steam
geared turbine steel survey ship Explorer for
U. S. Coast 8C Geodetic Survey. Launching
date, October 14, 1939; estimated delivery
date, March 9, 1940.

4750-bbl. steel oil barge for Standard Oil
Co. of Calif.

DRYDOCK AND ROUTINE REPAIRS:

Ferries Leschi and Lincoln.

LOS ANGELES SHIPBUILDING &

DRY DOCK CORP.

Los Angeles Harbor

San Pedro, Calif.

DRYDOCK AND ROUTINE REPAIRS
Yacht Melodic, Torres, Thorshavn, Bratt-
dal. President Coolidge, Trevolgan, Eidsvold,
Califomian, Missourian, Minnesotan, Penn-
sylvanian, Columbian, Montanan, American,
Delawarean, Kansan, Alabaman, Georgian.
Kentuckian. Illinoian, Virginian, Dakotan.
Alaskan, Moveria, La Brea, Manoa, Tidc-
water-Assoc. Oil Barge No. 6, Korshamn,
Hclgoy, Oregon Express, Kentucky, Sonora.

MARE ISLAND NAVY YARD
Marc Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid Jul-
19, 1939.

Gudgeon, submarine (SS211); keel lak
November 22, 1939.

Fulton, submarine tender (ASH); kee
laid July 19, 1939.

Covered lighter (YF-259); keel laid No
vembcr 29, 1939.

Order received for construction of two
fuel oil barges (Y044 and Y045), dated Jul^
11, 1939.

DRYDOCK AND ROUTINE REPAIRS

Concord, Indianapolis, McFarland, Wil-
liams, Wells, Gushing, Perkins, Preston
Smith. Sepulga. Tippecanoe, Kalmia, Sonoma
Cimmaron, Salmon, Snapper.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hulls Nos. 195, Sea Arrow, and 196, Si.
Star; two cargo vessels for U. S. Maritim
Commis,sion; LOA 492' 0", LBP 465', breadil
molded 69' 6", depth molded 42' 6", SHI
normal 8500, SHP max. 9350, dis, l7,60f..
tons, deadweight 11.926 tons; steam turbine
propelled. No. 195, keel laid March 18
1939; launched September 15, 1939. No
196, keel laid September 19, 1939; launch-
inch date December 22, 1939.

Hulls Nos. 197 and 198, two C-3 vessels
for U S. Maritime Commission.

DRYDOCK AND ROUTINE REPAIRS
Hidalgo, Louisianan, O. A. Brodin, R. J
Hanna, Capt. A. F. Lucas, Delawarean, Cal.
ifornian, Wallingford; Purse Seiners Lina B.
and Santa Lucia; Albatross, Mary M., Berg.
Isleton. Salawati, New Ambassador, Thor I
Willmoto, Honolulan, Humaconna, James
Griffith, San Joaquin, Boschfontcin, Silver-
ado, Komoku, H. T. Harper, Storm, Kor-
shamn, Disa, Yankee Clipper, United, North
Star, Haviside Barge No. 3, Torvanger.
Farallon, Genevieve H2, Sunde, Chicago.
Pacific Fisher, Marmex.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charies F. Hughes (Destroyer No. 428)i

standard displacement 1600 tons; order
placed by Navy Department December 7,
1937. Keel laid January 3, 1939.

Monssen (DD436); keel laid July 12

1939.

PACIFIC MARIN K R K V I F, W

February, 1940

PACIFIC MARINE REVIE\!C

61

BIRD -ARCHER CO. of Calif., Inc.

BOILER WATER TREATMENT

Specialists in Marine Feed Water Problems

We luive successfully treated and serviced the boilers of every new high

pressure steamer built for Pacific Coast operation in recent years.

"SERVICE BACKED BY EXPERIENCE"

Seattle
Portland

19 FREMONT STREET. SAN FRANCISCO
Agents for "BACITE" Cold Set Cement for the insulation of living quarters aboard ship.

Wilmington
Honolulu

^'^<:io^'^

Hotel Clark

% tie "GmtOi. 4 TJtiMji"

dOWNTOWN
LOS ANGELES

— directly opposite the

SUBWAY TERMINAL

Fifth and Hill

jOVERY facility and appointment of the Clark has been
^/ planned to afford its guests a maximum of comfort
and convenience. Large enough to house a thousand
people, yet small enough to permit personal service and
friendliness to be truly emphasized.

# 5 minutes from the Union R.R. Tterminal.

• 15 minutes from "HOLLYWOOD" — land of the
movies and radio.

555 rooms with baths jroni $2.50
Personal Management of P. G. B. Morriss

SIVAYNE & HOYT, Ltd.

SHIPOWNERS and AGENTS
215 Market Street - San Francisco, California, U.S.A.

GULF PACIFIC LINE

(Between Gulf Ports and Pacific Coast)

CALMAR LINE

(Between North Atlantic and Pacific Coast)

YAMASHITA LINE

(Far East — New York — South America)
OFFICES:

Seattle ■ Portland ■ San Francisco ■ Oakland ■ Los Angeles - Chicago • St. Louis • Cincinnati - New York
New Orleans • Mobile - Birmingham - Houston

Woban (YT138); keel laid September 25,
1939: launched November 6, 1939.

Ala (YT139); keel laid September 2 3,
1939; launched November 6, 1939.

Barnegat (AVPlO); keel laid October 27,
1939.

Biscayne (AVPll); keel laid October 27,
1939.

Ships authorized, work not started: Casco
(AVPI2). and Mackinac (AVP13).

DRYDOCK AND ROUTINE REPAIRS:

Breese, Brooklyn, Idaho. Mississippi, Pa-
toka, Saratoga, Wilson, Yorktown.

TODD SEATTLE DRY DOCKS, INC.

Harbor Island

Seattle, Wash.

DRYDOCK AND ROUTINE REPAIRS

Kahuku. Tug Arthur Foss, Oduna, Char-

cas, Charles L. Wheeler, Andrea F. Lucken-

bach, Sidney M. Hauptman, Tug Tyee,

James Griffiths, Hoyanger.

WESTERN BOAT BUILDING CO., INC.

2505 East 11th Street

Tacotna, Wash.

NEW CONSTRUCTION:
Hull No. 141, purse seine fishing vessel;
keel laid November 1, 1939.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.

NEW CONSTRUCTION:

One relay barge 104' x 34' x 8' for the
Panama Canal. Delivery date January 1,
1940.

Six oil barges 19.S' x 3.^' x 10' for Socony-
Vacuum Oil Co.

Six coal barges 17.^' x 26' x 11' for stock.

Twenty coal barges 175' x 26' x 11' for
Carnegie-Illinois Steel Co.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 177 and 178, DD423 and
DD424, two 1620-ton destroyers for U. S.
Navy. Contract date September 30, 1937;
delivery dates June and August, 1940, re-
spectively.

Hulls Nos. 180-181, DD429 and DD430;
two 1620 ton destroyers for U. S. Navy.
Contract dated August 15, 1938; delivery
dates, December, 1940, and February, 1941,
respectively.

Hulls Nos. 182-183, DD437 and DD438,
two 1620-ton destroyers for U. S. Navy.
Contracts dated June 15, 1939. Delivery dates
June 15, 1941, and August 15, 1941.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

CV7, Wasp, Airplane Carrier for U. S

Government; keel laid April 1, 1936;

launched April 4, 1939

Hulls Nos. 1470 and 1471, two 1500-ton
destroyers for U. S. Government; No. 1470
launched November 15, 1939; delivery dates
March, 1940 and May, 1940.

Hulls Nos. 1475, 1476 and 1477, three

freight vessels for American Export Lines,
Inc.: 450' B.P. x 66' x 42'3"; W/z knots:
geared turbines and water tube boilers. Keels
laid. No. 1475, December 16, 1938; No.
1476, March 16, 1939; No. 1477, July 27.
1939. Launching dates, hfo. 1475, September
16, 1939: No. 1476, December 28, 1939.
No. 1475 delivered November 16, 1939.

Hull No. 1478, Massachusetts; 35,000 ton
battleship for U. S. Navy.

Hulls Nos. 1479 and 1480, two 6000-ton
cruisers for U. S. Government.

Hulls Nos. 1481-1484, four freight vessels;
450' BP. X 66' x 42' 3"; I6I/2 knots; geared
turbines and water tube boilers.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:
Hulls Nos. 4329, Platte; 4330, Esso An-
napolis; 4331; three 16,300 dwt. ton tankers

for Standard Oil Co. of N. J.; 18 knots
speed. Contract signed January 3, 1938. No.
4329 launched July 8, 1939. No. 4330, keel
laid December 21, 1938; launched September
9, 1939. No. 4331, keel laid September IS,

1939.

Hulls Nos. 4337, Delbrasil; No. 4338,
Deltargentino; and No. 4339, Delorleans;
three passenger and cargo ships for Missis-
sippi Shipping Co. Contract signed Decem-
ber 21, 1938. Keels laid. No. 4337, April 10,

1939: No. 4338, May 8, 1939. Launching

date. No. 4337, December 16, 1939. Delivery
dates. No. 4337, June 1, 1940; No. 4338,

September 1, 1940; No. 4339, December 1,

1940.

Hull No. 4340, Victor H. Kelly, tanker

for Union Oil Co. of Calif. Contract signed

May 1, 1939. Keel laid July 18, 1939,

launched January 6, 1940.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Staten Island, N. Y.

NEW CONSTRUCTION:

Hulls Nos. 8001, Navajo; 8002, Seminole;
and 8003. Cherokee — three U. S. Navy fleet
tugs. No. 8001, keel laying date December
12, 1938: launched August 17, 1939; delivery
date January 22, 1940. No. 8002, keel laying
date December 16, 1938; launched Septem-
ber 15, 1939; delivery date March 1, 1940.
No. 8003, keel laying date December 23,
1938: launching date November 10, 1939:
delivery date May 1, 1940.

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Keel laying dates March 1,
April 1, July 1, October 15 and December
15, 1940, respectively. Launching dates Oc-
tober 1 and December 1, 1940; and April 1,
July 1 and September 1, 1941, respectively.
Delivery dates April 1, June 1, August 1,
November 1, 1941; and January 1, 1942,
respectively. .Ml above dates tentative.

IRA S. BUSHEY 8C SONS. INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

One steel tug 100 x 25' x 12'; 805 H.P.

Fairbanks-Morse engine. Delivery date May
1, 1940.

Two wooden deck scows 118' x 36' x 10'
for builder's account. Delivery dates March
and May, 1940.

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 805 H.P. engines; for builder's ac-
count. Delivery date 1940.

DEFOE BOAT & MOTOR WORKS

Bay City, Mich.
NEW CONSTRUCTION:
Hull No. 166, sub-chaser PC-451, for U.

S. Navy. Diesel driven; 170' x 21' 6". Gen-
eral Motors engines: steel construction. De-
livery date June, 1940.

Hull No. 167, sub-chaser PC-452, length

174', for U. S. Navy.

1 HE DRAVO CORPORATION

Engineering Works Division
Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:
Huls Nos. 1570-1572, three welded flush
deck cargo box barges 130' x 30' x 7' 6" for
stock: 750 gross tons.

Hulls Nos. 1606-1608, three welded cov-
ered cargo barges 175' x 26' x 11'; 1590
gross tons.

Hulls Nos. 1623-1628, six welded steel coal
barges 134' x 34' x 17' for stock; 4602 gross
tons.

Hull No. 1650, one welded steel coal
barge 170' x 40' x 17' for Oliver Trans-
portation Co., Philadelphia, Pa.; 1100 gross
tons.

Hull No. 1651, one 1300-H.P. steel hull
diesel towboat for Union Barge Line Corp.,
Pittsburgh, Pa.; 550 gross tons.

Hull No. 1652, one 25-ton floating crane
for U. S. Navy, Mare Island, Calif.; 335
gross tons.

Hulls Nos. 1653-1656, four welded steel
carfloats 3 30' x 40' x 11' for Long Island RR,
Philadelphia, Pa.; 5212 gross tons.

Hulls Nos. 1657-1658, two steel barges
50' X 20' X 5' for War Department, Corps
of Engineers, Office of Chief of Eng., Wash-
ington, D. C; 76 gross tons.

Hull No. 1659, one welded steel oil barge
148' X 38' X 9' for Pacific Dry Dock 6? Re-
pair Co., San Francisco, Calif.; 426 gross
tons.

Hulls Nos. 1665-1673, nine welded steel
coal barges 210' x 26' x 11' for Wheeling
Steel Corp., Wheeling, W. Va.; 5094 gross
tons.

Hull No. 1674, one 700-H.P. twin screw
diesel towboat hull 135' x 26' x 8' for
Wheeling Steel Corp., Wheeling, W. Va.;
190 gross tons.

Hulls Nos. 1675-1677, three welded cov-
ered cargo barges 175' x 26' x 11' for Moun-
tain City Mill Co.; 1590 gross tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Navy
Dept., Washington, D. C; 1598 gross tons.
Hulls Nos. 1683-1688, six type W-7
welded coal barges 175' x 26' x 11' for stock;
2832 f^russ tons.

Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x U' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1690-1691, two welded steel
deck lighters 80' x 30' x 9' for Pennsylvania
R.R.: 354 gross tons.

ACIFIC MARIN P: REVIEW|

February, 1940

PACIFIC MARINE REVIE

W

Marine and Industrial Equipment

THOMAS A. SHORT CO

AMERCOAT SALES AGENCY

Corrosion and Acid Proof Sprayable Plastic Coatings for

Concrete, Metal and Wood.
BACHARACH INDUSTRIAL INSTRUMENT CO.

Instruments for Pressure, Temperature and Gas Analysis.
BRIDGEPORT BRASS COMPANY

Condenser Tubes, Tube Sheets, Complete Line Copper

and Brass.
CATERPILLAR TRACTOR COMPANY

Marine Diesel Power Plants and Marine Diesel Auxiliary

DIEHL MANUFACTURING COMPANY

Electric Motors, Generators, Fans and Ventilating

Equipment.
HYDE WINDLASS COMPANY

Deck Machinery and Hoisting Equipment.
INTER-COASTAL PAINT CORPORATION

Consol Rust Remover and Consol Paint.
MOVAL PRODUCTS COMPANY

Cleaner for Oil Tanks, Bilges and Heat Exchangers.
LUCIAN Q. MOFFITT, INC.

Goodrich Gutless Rubber Bearing.
WM. W. NUGENT & COMPANY

Oil Filters and Oiling Devices.
A. B. SANDS & SON COMPANY

Marine Plumbing.
SHENANGO-PENN MOLD COMPANY

Centrifugally Cast Metals and Alloys.
SHORT OIL DETECTOR

For Protection of Boilers.

SHORT OIL SEPARATOR

For Bilge and Ballast.
SMOLENSKY VALVE COMPANY

Radialflow Noiseless Check Valves for all Pressures.
SUBMARINE SIGNAL COMPANY

Fathometers for Yachts, Freighters and Passenger Vessels.
U. S. METALLIC PACKING CORPORATION

A complete Packing Service for Marine and Stationary

Engineers,
VULCAN FOUNDRY COMPANY

Meehanite Metal, High Tensile Pearlitic Cast Iron Cast-
ings, Pattern Makers, Manufacturers.
WELIN DAVIT & BOAT CORPORATION

Lifeboats, Davits, Lifeboat Winches and Floats.
WESTERN MAT 8C SUPPLY COMPANY

Rubber Mats for all Purposes.

Hyde Windlass Company

Steering Gears, Windlasses, Cap.stans — as installed on
America's finest ships.

Bath, Maine

Pacific Coast Representative:
Thomas A. Short Co., 575 Howard Street, San Francisco

Marine Motors, Generators
and Ventilating Equipment

DIEHL MANUFACTURING COMPANY

Electrical Division of

THE SINGER MANUACTURING CO.

Elizabethport, New Jersey

San Francisco Representatives:

MARINE ELECTRIC CO. THOMAS A. SHORT CO.

Desk and Wall Fans Motors, Generators, etc.

Hulls Nos. 1692-1701, ten welded steel car
floats 250' X J4' X 9' l" for Pennsylvania
R.R.: 5940 gross tons.

THE FEDERAL SHIPBUILDING
AND DRY DOCK COMPANY

Kearny, N. J.
NEW CONSTRUCTION:
Hulls Nos. 158. Flying Fish; and 159,
Comet; two C-2 cargo vessels tor U.S. Mari-
time Commission. Keels laid May 26, 1939;
launching date, December 16, 1939.

Hulls Nos. 160 and 161, two torpedo boat
destroyers for the United States Navy. KecU
laid March 1, 1939.

Hulls Nos. 162-167. six C-3 cargo vessels
for U. S. Maritime Commission. Keels laid.
No. 162, May 8, 1939; No. 163, July 24.
1939: No. 164, October 9, 1939; No. 165,
November 13, 1939. Launching date. No.
162. January 27. 1940.

Hulls Nos. 168-169. two 6000 ton cruisers
for U. S. Navy.

Hulls Nos. 170-171, two torpedo boat de-
stroyers for the United States Navy.

Hulls Nos. 172-176, five C-1 cargo vessels
for U. S. Maritime Commission.

Hulls Nos. 177 and 178, two tankers
for the Standard Oil Co. of N. J.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

ered with two 200 H.P. Atlas diesel engines.
Four all-welded unmanned barges 173 x

39' X 8' 6" for Pan American Refining Co.
Delivery date, spring, 1940.

One steel single-screw diesel tugboat 70 x
19' X 8' for Pan American Refining Co.; 450
B HP. Delivery date, March, 1940.

One electric ferry 185' IVz" x 55' x 15' 6"
for Electric Ferries, Inc. Powered with 950-
H.P. General Motors diesel with one 750-
H.P. propelling motor. Delivery date, April,
1940.

MANITOWOC SHIP BUILDING CO.
Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'

der placed October 14, 1938; launched Djj fft"
cembcr 9, 1939.

One seaplane tender for U. S. Navy; o
der placed October 14, 1938.

One battleship for U. S. Navy; otlti
placed December 1, 1938. Keel laid Jul
1939.

One repair ship for U. S. Navy; ord>
placed July 20, 1939.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.
NEW CONSTRUCTION:
Hulls Nos. 253 to 256, four C-3 cargo
vessels. Contract date March, 1939; com-
pletion dates November, 1940; and January,
March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels. Contract date Sep-
tember. 1939.

Hull No. 271, ferryboat for Police Jury,
Parish of Plaquemines, Pointc-A-La-Hache,
La.: 105' x 35' x 5'. Completion date March
1, 1940.

Hulls Nos. 272 and 273, two flat deck
barges for West Virginia Pulp i^ Paper Co.,
N. Y., N. Y.: 105' x 32' x 7'. Completion
date March 1, 1940.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
X 7' 6". Estimated completion date, August
1, 1940.

Hulls Nos. 275-276, two oil barges, 93' x
36' X 10' 6", for Panama Canal, Washington,
D. C. Estimated completion date. May 11,
1940.

LEVINGSTON SHIPBUILDING CO.
Orange, Texas

NEW CONSTRUCTION:
One all welded towboat; LOA 80', beam
OA 22' 7", depth 9' 6". Powered by 550
H.P. diesel. For W. G. Coyle (i Co., New
Orleans, La. Delivery date January, 1940.

One all welded diesel electric automobile
and passenger ferry 185' lYi" LOA x 55
beam over guards x 15' 6" deep, for The
Electric Ferries, Inc., NYC. Powered with
950 HP. General Motors diesel with one
750 HP. propelling motor. Delivery date
January 1, 1940.

One all-welded twin screw automobile and
passenger ferry; 132' LOA, 43' 8I/2" beam
and 10' deep; for Venezuela interests. Pow-

THE MARYLAND DRYDOCK CO.
Baltimore, Md.

DRYDOCK AND ROUTINE REPAIRS:
Laura Mansk, Bohemian Club, Dredge
Rossell.

PORTSMOUTH, N. H., NAVY YARE

Portsmouth, N. H.

NEW CONSTRUCTION:

Seven submarines, Scaraven, Seawolf, Ti

ton. Trout, Marlin. Grayling and Grenaili

NEWPORT NEWS SHIPBUILDING &.
DRYDOCK CO.

Newport News, Va.
NEW CONSTRUCTION;
Hull No. 369, twin screw mail, passen-
ger and cargo liner for United States Lines
Co.; length 723', beam 92', depth 45'. Keel
laid August 22, 1938; launching date, August
31, 1939.

Hulls Nos. 370, 371 and 372, three oil
tankers for Standard Oil Company of New
Jersey; gross tonnage about 11,500'- tons;
L.B.P. 525', breadth molded 75', depth
molded 39'. Keels laid. No. 370, January 16,
1939; No. 371, May 8, 1939; No. 372, Feb-
ruary, 1940. No. 370 launched September
29, 1939.

Hulls Nos. 375 and 376, two single screw
cargo vessels for United States Maritime
Commission; turbine propulsion; gross ton-
nage about 8000 tons: length 435', breadth
63', depth 40' 6". Keels laid. No. 375,
March 6, 1939: No. 376, May 1, 1939.
Launching dates. No. 375, October 18, 1939;
No. 376, December 15, 1939.

Hull No. 378, battleship, 58, Indiana, foi
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
384, six single screw combination passenger
and' cargo vessels for U. S. Maritime Com-
mi.ssion; length 465', breadth 69' 6", depth
4^' 6", gross tonnage about 9100 tons. Keels
laid. No. 379, October 2, 1939; No. 380,
November 3, 1939; No. 381, December 26,
1939.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

THE NEW YORK SHIPBUILDING
CORPORATION

Camden, N. J.

NEW CONSTRUCTION;

One destroyer tender for U. S. Navy;
order placed December 27. 1937. Launched
May, 1939. ^ ^,

One seaplane tender for U. S. Navy; or
der placed December 27, 1937.

One destroyer tender for U. S. Navy; or-

THE PUSEY & JONES CORP
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passengt
ferry for Virginia Ferry Corp; 1600 gig
tons; 300' x 65' x 20': steam UnaFlow {^
pulsion; 3600 H.P.; 16-knots speed: cB
$1,000,000. Delivery date November, 194'

Hulls Nos. 1075 and 1076, two C-1 carj
vessels for U. S. Maritime Commission; SOtj
gross tons; 413' x 60' x 37' 6": turbine
pulsion; 4000 H.P.: 14-knots speed;
.$1,928,000. Delivery dates January
March, 1941. respectively.

Hulls Nos. 1077 and 1078, two tugs
Donaldson Towing & Lighterage Co
gross tons: 95' 6" x 24' x 14' 9": steam V-
Flow propulsion; 600 H.P.; 13-knots spee<
cost $200,000. Delivery dates July and A
gust, 1940, respectively. .

SUN SHIPBUILDING AND DRY DOC
COMPANY
Chester, Pa.

NEW CONSTRUCTION:

Hulls Nos. 182-185, four single-screw dii
sel cargo vessels for U. S. Maritime Commr
sion, C-3 design. Equipped with Busch Su
scr engines. Delivery dates, January 15, Pel
ruary 15, March 10 and .^prll 15, 1940, I
spectively.

Hulls Nos. 186-189, four C-3 single sere
combination passenger and cargo vessel
diesel propelled; equipped with Sun-Doxfoi
engines. Delivery dates October 6, 194i
December 5, 1940; February 3, 1941, ar
April 4, 1941.

Hull No. 190, one 16-knot tanker i<
Texas Co.; single screw steam turbine; 13, 2f
tons dwt. Delivery date, June, 1940.

Hulls Nos. 191-192, two single sere
steam turbine railroad car carriers for Sc
train Lines, Inc. Keels laid July 28 and Au
ust 17, 1939: delivery dates April 15, 194
and June 1, 1940.

TAMPA SHIPBUILDING &

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 33-36, four C-2 type carf
vessels for U. S. Maritime Commission; 45
x 63' X 31' 6"; 9291 dwt. tons; diesel po^
ered. Launching dates, No. 33, October 3
1939; No. 34, January 10, 1940.

Hulls Nos. 37-40, four C-2 type carf
vessels for U. S. Maritime Commission; 45
X 63' X 31' 6"; 9291 dwt. tons.

!■ A r, I F I r M A R I N K R F, V I F. '!

I I February, 1940

PACIFIC MARINE REVIEW

TOUMEY

Representing

BENDIX MARINE PRODUCTS CO.

Successors to

CHAS. CORY CORPORATION

Signaling, Communicating and Lighting Equipment

PNEUMERCATOR CORPORATION (New York)

Gauges: Liquid Level, Ships Draft. Pressure,

Boiler Water Level

PLANT MILLS DIRECTION INDICATOR

AND ENGINEER'S AURM

GArfield8l02 SAN FRANCISCO 1 15-1 17 S+euart St.

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING ... . SEARCHLIGHT PROJECTORS . . . .
SOUND POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

Ute4t ^a cUvead!

Plant Mills Indicators will positively
elinninafe error in sending and re-
ceiving of signals from the Bridge
to Engine Room.

Ssend for complete catalog!

PLANT MILLS INDICATOR CORPN.

Iliams, Dimond & Co.

General Agents

262 California St.

San Francisco

DISTRIBUTORS
Toumey Electric & Eng. Co.

115 Steuart St.
San Francisco

H

In tube cleaners as in every-
thing else, nothing takes the
place of experience.

ELLIOTT COMPANY

LAGONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

Factory Sales and Service Maintained

813 RIALTO BLDG., SAN FRANCISCO

Phone SUtter 5213

Los Angeles, 1732 E. 7th St. Seattle, Wn., 414 Vance BIdg.

7>^KELVIN
WHITE

gj*^ 90 STATC S¥. <3
BOSTON!

Capt. Frank Jansen, 1361 South Flower St., Los Angeles

George E. Butler Co., 356 California Street, San Francisco

The McCaffrey Company, 825 Columbia Street, San Diego

Max Kuner Company, 812 First Avenue, Seattle

SAVE TIME and MONEY

Speed up loading and uii-
loadinj» with Chiksan Ball-
Bearing Swing Joints and
Dock Risers. Pressure and
vacuum tight. Turn easily in
all weather. Never require
tightening or adjustment.
5 styles; 4" and 6" sizes in
malleable iron; 4" to 10"
sizes in steel.

Distributed by Crane Co.

CHIKSAN TOOL CO.

BREA
CALIF

*7/te OiAz^uuood Bif4ie4fU
o^ Shift, Q<ui4i^uicium.

There is an Isherwood System for every type

of mercantile vessel

Eminently suitable for Oil Tankers

Over 500,000 deadweight tons — Freighters

and Tankers — on order

Sir Joseph W. Isherwood & Co.

LIMITED
4 Lloyds Ave., London E.C.3 17 Battery PI., New York

San Francisco Bar Pilots

"Adventuress," "California," "Gracie S"
RADIO — K F S

SIGNALS FOR PILOTS

In Fog — Blow four whistles and lay to.

ff' lien Clear — Bum blue light or give four flashes on Morse

lamp.
Daylight — Set Jack at foremast.

SIGNALS DISPLAYED BY
PILOT BOATS

When on Station Under Sail — A white light is cirried at

masthead.
When Under Power — A red light under white; a flare or

torch is also burned frequently.
TELEPHONES — Pilot Office from S:00 a.m. to 4:00 p.m.— DOurlai
5436. Chamber of Commerce from 4:00 p.m to 9:00 «.m. and on
Sunday! and Holiday! — EXbrooli 4511.

Mo^ie Ahjoui tUe Puenia Rica Qlui

(Continued from Paj;c 53)

ment of shipping services to this
island will undoubtedly assist in
more quickly obtaining those things
which are needed. " the Governor
>tated. "The excellent climate of the
island, the advantages which deri\ e
from existance under the American
flag, and the ])resent all-important
fact that travel between the con-
tinent and Puerto Rico in American
ships is safe, should offer great in-
ducements for travel here in the fu-
ture. A Propeller Club at San Juan
will be able to take a leading part
in seeking the additional expansion
and development of necessary ship-
l)ing services to Puerto Rico for the
benefits of trade and to induce larger
numbers of travelers to visit and en-
joy our lovely island."

Due to its strategic position Puer-
to Rico has recently become the
spearhead for the L'nited States and
(."aril)bean defenses and much gov-
ernment activity is under way. W'itli
larger increases in the Army. Navy
and Air forces as well as other gf)\-
ernment departments, travel has al-
ready been stimulated by families of
these forces and such is bound to in-
crease materially. L'ncle Sam has
launched a $30,000,000 defense pro-
gram for Puerto Rico, antechaml^er
to the Panama Canal, link between
.Vorth and South America.

.\n invitation was extended to
Honorar)' President Arthur M. Tode
of The Propeller Club of the United
States to come to Puerto Rico to
assist in organization work. Mr.
Tode reached San Juan from Ciudad
Trujillo, Dominican Republic and
conferred with a committee appoint-
ed for this purpose. Finally, at a
luncheon tendered to Mr. Tode at
the Palace Hotel, San Juan, on Jan-
uary 2nd, there were gathered fifty
of the ranking ofificials of the Navy,
the .Army, the Coast Guard and ship-
])ing comjjanies who held the first
meeting of the club, received their
Charter as Port No. 72 from Na-
tional Headquarters, adopted Con-
stitution and by-laws, elected offi-
cers and a Bo;ird of Governors, ac-
cepted their clul; banner amid much
enthusiasm and formally launched
the Propeller ( inl), Port of San
luan, P. R.

Officers

{'resident. Mr. Manuel G. Casse-
res. Manager, i'orto Rico Line.

\ ice-president. Mr. . R. Larroca.
Manager. I.ykes llros. ."^teamshi])
Co.. inc.

.Secretary. Mr. \\ . L. Swain, E.x-
ccutive .Assistant, I'orto Rict) Line.

'i'reasurer, Mr. V.. (i. Lassus. As-
sistant Treasurer. McCormick
.^teatnsiiip Co.

Board of Governors

Three- Vear Term (ILxpiring 1943)
— -Mr. -Manuel G. Casseres, Manager,
i'orto Rico Line; Mr. .\rturo Geigel.
.Manager, McCormick Steamship
Co.: .Mr. 1'". I^arroca, Manager,
Lykes llros. .Steamship Co., and Mr,
.Miguel Such, \'ice-president. Bull
1 nsular 1 ,ine.

Two-\'ear i'erm ( i'"..\piring 1''4^)
— -Mr. John Bradley, Manager, Behn
Brothers; Mr. Carlos Ball, \'ice-
president, San Juan .Mercantile Co.;
C'apt. I'^rancis B. C'rocco, Supt, of
Terminals, Pcjrto Rico Line, and .Mr.
e'. R. llartzell. .\ttornev. Ilartzell.
Kelley & Hart/.ell.

()ne-\'ear Term ( Ivxpiring 1941)
- — .Mr. A. Lugo \'ina, .Manager, Wa-
terman Steamship Corp.: Conidr. W.
!•". Towle. U.S.C.G.. C. S. Coast
Guard. Comdg. San Juan Dist. ; .Mr.
\\ . J. I'russ, Asstjciate ]''.n,L;incer.
C. S. i'.ngineers Office, and .Mr. I''.
\ idal, I'artner. Sues, de .Miarca.

Honorary Members — (iovernor
W illi.iin D. Leahy of Puerto Rico.
Rear .\dniiral, L'.'S.X., Rtd. ; iSriga-
dier General K. L. Daley, C.S..\..
Conmi.'uiding Puerto Rican Depart-
ment, and Rear Admiral Ra\'mond
.\mes .Spruance, U.S.N., Command-
ant. 10th Naval District.

.\mong those attending the I'har-
ter .Members' nieetini,' of 'i'lic I'ro-
jK-lJer Club of the Inili-d Slates,
Port of San Juan, P. R., on January
J, l'M(J. \\(M-e:

Carlos liall, \ ice-president, .San
Juan .Mercantile Co.; Captain W. II.
i'arton, Superintendent, L'. .S. Light-
house Service; James R. Beverly,
.\tlorney and lC.x-( jovernor of Puer-
to Rico; John liradley, .Manager,
I'.clin lirotliers; Victor P.raegger.
Insurance Re])resentati\ e ; Pedro j.
Bras, \'ice-])resident. I'orto Rican
IC.xpress (o.; Lieut. R, C. Pi-o\vn,

C.S.N., llydrographic Office; .Mai
uel G. Casseres, .Manager, Port
Rican Line; I'". Combes (iuerra, 1
.Mundo; W alter Co])e, Secretary t
the Goxernor; C Cordova, Manj
ger, Cia. Popular di Transportacion
Captain I'. I!. Crocco, Termin;
Supt., I'orto Fiico Line; Lieu
Comdr. 1'^. .\. Cruise, C. S. Navy
Brig. Gen. E. L. Daley, U.S.A
('ommanding Puerto Rican Depart
ment; Lieut. K. (). ICkelund, C.S.X
L'. S. Naval Radio Station; R. (iar
cia Moreno, Asst. Manager, Lyke:
Bros. S. .S. Co ; .Vrturo Geigel, Mam
ager, McCormick .Stemship Co.
h'ernando Gonzales, Assistant Secy,
Behn Brothers; Juan C. Gonzales
Commercial Agt., American Rail
road Co. ; Dr. R. W. Gray, Director
L'. -S. Weather Bureau; Lt. Comdr
L. P.. Green, U.S.N., Naval Head
(|uarters; Ignacio Guasp, President
La Gaceta ]\Iaritima; H. M. Han
Inn-}-, .Manager, The Texas Com
pany ; Charles R. Hartzell, .Attorney
llartzell, Ivelley & Hartzell; Capt
Nels Helgesen, Master. S. S. Coanio
Porto Rico Line; George Holliday
Chamber of Commerce of Puerti
Rico; Capt. John B. Hunziker, Bii
reau of Marine Inspection & Navi
gation; Major J. V. C. Hyde, U.S..\,
I lead(|uarters. Puerto Rican Depart-
ment; Capt, \\. J. Kennerly, Mana-
ger, Puerto Rican Coal Conipan\
v.. Larroca, Manager, Lykes Bros.'
Steamship Co. ; E. G. I^assus, Asst.
Treasurer, McCormick Steamship
Co.; W'aldemar Lee ,\^ice-president.
.Mbert Lee & Son; A. Lugo Vina,
.Manager. Waterman Steamship Cor-
poration ; William .Munch, Repre-
sentative Board of Cnderwriter;
I'elix v.. .Muniz, President, West In-
ilie> .\<1\ ertising Co. ; Ramon Nadal,
(leneral .\gent, Porto Rico Line;
I larry Partridge, Si)ecial Rep., Porto
Rico Line; Lieut. Cormdr. Jv. W .
Perry. C, S, C(jast (iuard; E.
Pons, Pull Insular Lines, Inc.;
Saldana, Secretary. .Mbert Lee
Son; .Miguel Sucli, \'ice-i)resident,
I'lull Insular Lines, Inc.; W. L.
Swain. T".xi'culi\o .\sst., Porto Rico
Line; II. (i. Thompson, Bureau of
.\l;irine Inspection & Navigation;
W . J. Truss, .Associate Engr., U. S.
i'.ngineers Office; V . V'idal, Presi-
dent, .Sues, de .\barca ; G. S. Warner,
.Man.igcr. W est India Oil Company;
Lt, Comdr. L. Wishrad, U.S.N. , Na-
val .Aide to the Gox'ernor, and .A.
\ alcncia. Traffic Manager, liull
sular Lines. Inc.

!• A C I K 1 (; M A R I N K R K VIEW

PRCIFIC

mnninE
Review

MARCH, 1940

.#'ai£toqy.

PRECISION!

i

A liiilden plus i nlm
in TiilthK atui Portlaiui Ki>|>e

Jiir«t iiK the skilled surgeon requires pre-
ciHion Hkill. 8o too must good rope he a^
prrriHion product.

TliiH prerision starts with the very bc
lion of the fiher. It rontinues thr<uif
fv«Ty Hla^e of nuiiuifarture . . . controlled
hy preeinion niarhines ... by precieion
>killed nierhanir*<.

\\ Ih-ii >on Hpeeify Tubbs and Portland
Mtirini- Hope, this precision is just
jhhiIIkt of llir hiddf'n plus values you
r«T. I iiinot see but

one llijii III in;:- y>ii an <\irn measure of
>af*'. «l<-p<-ndahh> pcrforinanre aboard.

^UBIJS CORDAGE CQ.

^H 200 Hi I ^\N Francisco

FOJITLANI) CORDAGE BO

VoUkLAl^U

\ oRK . Seattle .,

ni\TiiAstimu»ii2»AMl'iil

^ CrtAiDv^iS '^

Official Organ

Pacific American
Steamship Association

Shipowners Association
ot the Pacific Coast

PACIFIC

mflRinE

R6VI€W

PUBLISHED AT 500

Contents -March, 1940

Editorial Comment 21

A New Gulf Coast Shipyard 24

Pacific Northwest Marine Review 27

Present Status, American Merchant Shipbuilding 28

By J. Lewis Luckenbach.

America's Fastest Seagoing Cargo Liner 30

Pacific Towing Epic 38

Your Problems Answered 40

By "The Chief."

Steady As You Go! 43

By "The Skipper."

1939 Progress in Electrical Welding 46

By R. F. Wyer.

On the Ways 48

Latest News from American Shipyards.

Men Against the Sea 51

A New Workboat Repair Basin 57

Building in American Yards 60

Miscellaneous: A Useful Book, 45; Trade Literature, 45; Something
New in Cargo Handling Gear, 47; Shipbuilding Facilities Ade-
quate, 52; 24 C-ls to Have Westinghouse Equipment, 58; A
Notable Record, 58; Pills for Temperature Control, 58.

SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March 3, 1879 Published on the 1st of

each month. Advertising and editorial forms close on the 15th. Subscription price, one year: Domestic $1 50; foreign, $2.50; two years:

Domestic. $2.50; foreign, $4.00; three years: Domestic, $3.00; foreign, $5.50; .single copies, 25c. Chas. F. A. Mann, Northwest Represen-

tative 1110 Puget Sound Bank Bldg., Tacoma, Washington. New York Office, Suite 404-405-406, Two Hundred Broadway,

Telephone COrdlandt 7-3579.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash.
17 Battery Place; Philip Mandara. Greenwich Street and Battery Place. In Washington, D. C, at the news stand of the Carlton Motel.

1 6th and K Streets.

J. S. Hines

Pre.sident and Publisher

B. N. DeRochie

Assistant PubHsher

Paul Faulkner

Advertising Manager

Alexander J. Dickie

Editor

F. Dryden Moore

Assistant Editor

PACIFIC MARINE REVIEW

March, 1940

"X

N

BUILDERSOF

NAVAL AND
MERCHANT
VESSELS

COMPLETE FACILITIES
FOR THE REPAIRS OF
VESSELS AND THEIR
MACHINERY ....

J^

Newport News Shipbuilding ^^^Dry Dock Co

NEWPORT NEWS,VA.

ESTABU5HED 1386

VOLUME 37
No. 3

PACIFIC

mARinE
Review

MARCH
1940

The New San Francisco - Orient Liners

On February 13 the U. S. Maritime C(iiiiini.ssi<)n issued plans and specifications to
American shipbuilders for a pair of ships that, when built, will be the largest merchant
vessels ever constructed in an American shipyard. The fact that these two vessels will
be allocated to the transpacific services of the American President Lines, and that
their home port will be San Francisco, should stir the imagination and the pride of
every marine-minded citizen on the Pacific Coast.

These vessels will be unique in many ways.

With a sustained sea speed of 24 knots, they will be the fastest large merchant
vessels in the American Merchant Marine.

With funnels rising on the starboard side instead of amidships, these vessels will
be the first American merchant shi|)s designed for quick change to Navy airplane
carriers in time of emergency.

With a turtleback fo'cas'le and a fully -streamlined long bridge erection, their
profile somewhat resembles that of the French liner Normandie, again first in
America.

With a degree of subdivision greater than any liner afloat, and a provision of
accident preventive and emergency equipment far in excess of all rules, regulations, or
even Senate resolutions, they should be the safest ships afloat.

The cost of each as estimated by the Connnission will be around $22,000,000,
which, in addition to all the other features mentioned, should cover a high degree of

"1

Scale Model of P. -4 Trans-Pacific Passenger Liner.

luxurious comfort for her 1.000 passengers and
500 oflBcers and crew.

\^ e can confidently assert, therefore, that these
two vessels, now known simply as the U. S. Mari-
time Commission P-4 design, will be the largest,
fastest, safest and most luxurious passenger liners
flying the .Ajnerican flag on any ocean or flying any
flag in regular service on the Pacific Ocean.

There are in the United States at the present
time only three shipyards ready to construct these
vessels: Bethlehem Fore River Yard: Newport
News Yard, in Virginia; and New York Shipbuild-
ing Co., in New Jersey.

If tlie next generation of progress in Pacific
Coast shipyards matches the last generation of pro-
gress in Pacific Coast ship operation, we ought to
be building the successors of these ships at a Pa-
cific Coast vard in 1960.

For a Navigating Peoi-le to purchase its marine afloat
would be a strange speculation. Placing as a reserve uith
a foreign nation, or in a foreign shipyard, the carpenters,
blacksmiths, caulkers, sailmakers, and the vessels of a
nation, would be a singular commercial combination. We
must, therefore, build them for ourselves . . . Thomas
Jefferson.

*7/te MaAine ^H<f44^een,

The past 10 years have witnessed tremendous de-
velopment in the marine power plant. Propidsion
machinery, both in steam and oil engine drives, has
de\eloped very rapidly to meet the demand for
higher speed of the ship.

Steam pressures and temperatures have doubled
in normal units, and in some cases pressures have
been multiplied by six. The trend is still decidedly
upward.

The diesel engine has become more standardized
and. through refinement of design, less costly,
lighter in weight, and more economical in fuel.

Desire for rapid turn around, demands for crew
comfort, safety regulations and modern methods of
caring for cargo have greatly nudtiplied tiie auxil-
iary power applications, even in simple cargo
vessels.

The marine engineer today finds himself ship-
mates with a highly-complicated mechanical and
electrical organism, which he nnist control inlelli-
gently in order to have the ship function efficient!)
as a transportation unit.

Recognizing these new elements in the marine
power plant, the I'. S. Bureau of Marine Inspection
and Navigation has thoroughly reviseil its [)ro-

cedure and the content of its tests to determine fit-
ness of licensed engineer officers in the American
Merchant Marine.

At the present time this new set-up, and all that
it involves in security of job and of grade status,
should be the paramount object of thought for
every American marine engineer.

It is Necessary for many weighty reasons of national
efficiency and development that ive should have a great
merchant marine. . . . It is high time we repaired our
mistake and resumed our commercial independence on the
sea. — President Wilson.

eMu*iteft^ Paint 2>^ 2>ocAd,

Some time ago we printed an editorial protesting
against the effort of the Navy Department to ac-
quire the graving docks at Hunter's Point, San
Francisco, then and now owned and operated by
the I nion Yard of the Shipbuilding Division of the
Bethlehem Steel Company. Since that editorial was
written, an arrangement has been made between
Bethlehem Steel and the U. S. Navy Department
whereby these docks will become the property of
and will he operated by the \J. S. Navy.

In making this arrangement, Bethlehem has been
very careful to protect the interests of their cus-
tomers, the commercial ship operators of the Pa-
cific Coast.

The Union Plant still has complete control of
operation of these docks, and from the time that
the U. S. Navy has bought and paid for the docks,
the Union Plant will retain control of operation
for three years on the larger dock and for four
years on the smaller dock. This will give Bethle-
hem ample time to build a new dock to take the
place of the present facilities.

Graving docks on the Hunter's Point site have
been serving San Francisco Bay shipping continu-
ously since Ralston built a basin there in 1868. For
the past 25 years this point has been the site of the
largest commercial graving dock in the United
States. By that statement we mean that the large
dock at Hunter's Point was, when built in 1915,
and is now, the largest commercial graving dock in
the country.

Under the new arrangement, the U. S. Navy evi-
dently is planning to make this Hunter's Point site
into a first-class Navy repair and maintenance
depot complete with all necessary shops, cranes,
industrial trackage and administration offices.
That will mean another pay roll for San Francisco,
and for that we nuiy be thankful.

In the meantime, Bethlehem expansion with a
new dock, possibly in a more convenient location,
will maintain and possibly increase the present San
Francisco pay roll (»n ship repairs and maintenance.

PACIFIC MARINE REVIEW

A very old adage says that "Experience is the
best teacher," but as Carlyle adds, "the school fees
are often very high."

America's experience in foreign trade shipping
bears out the truth of Carlyle's comment even more
than that of the original adage.

We are periodically troubled about our overseas
commerce, and particularly as to the proportion of
that commerce which should be carried in Ameri-
can-flag ships.

At the 1939 Merchant Marine Conference, Col.
A. B. Barber, of the Transportation and Communi-
cation Department of the United States Chamber
of Commerce, presented an interesting analysis of
this subject, from which we glean some very perti-
nent figures.

That during the 10 years from 1928 to 1938 the
total tonnage of American overseas dry cargo, and
the percentage of this total tonnage carried in
American-flag services, ranged in round numbers
as follows:

Year Thousand Tons Per Cent

1928 58,503 31

1929 61,320 32

1930 51,458 31

1931 40,711 31

1932 30,708 30

1933 .32,530 31

1934 36,112 31

1935 39,783 29

1936 41,806 29

1937 54,044 29

1938 45,863 25

This table shows quite a fluctuation in total ton-
nage, but a remarkable constancy in the percentage
figure until the sudden drop between 1937 and
1938. It leaves us with a drop of 6, or of 20 per
cent in percentage carried, and a drop of 6,670,000
tons, or 31.5 per cent, in tonnage carried.

This certainly looks sufficiently serious, and in-
dicates the necessity of maintaining and increasing
the campaign of education to show the national
advantage of giving business to American-flag
shipping.

'^'For freight or trip
Use an American ship."

While the tanker traffic is mainly confined to
the specialized trade in petroleum, and American
tankers are largely owned and operated by Ameri-
can petroleum producers and refiners, still that
trade in American-flag ships shows an even more
drastic reduction. The comparable figures are:

Per Cent
Year Thousand Tons American

1928 29,296 52

1929 31,444 51

1930 .30,276 ,50

1931 24,617 45

19.32 21,424 42

1933 18,220 36

1934 20,215 36

1935 21,092 .38

1936 23,062 32

1937 28,926 22

1938 30,.538 26

Here we note a falling of 26 in percentage car-
ried, and a drop of seven million tons in weight
carried. In percentage of loss to American-flag
commerce, this figures 50 per cent and 47 per cent,
respectively.

We do not yet have official figures to show the
effect of the neutrality legislation on this picture,
but undoubtedly it has accentuated these losses. In
this connection it is interesting to note that in some
of the trading areas not under the interdict of the
neutrality act there is a very low per cent of Amer-
ican commerce carried in American-flag ships.
Some of these, with their dry cargo tonnages, are:
Mediterranean and Black Sea area has annual
trade with us of nearly 2^/2 million tons, of which
we carried in 1938 only 22 per cent.

India, Persian Gulf, Red Sea, have a little over
a million tons, of which we carry 24 per cent.

North China, Shanghai, Japan, have nearly 4
million tons American trade, of which American-
flag ships get 5 per cent.

Atlantic Canadian coast has nearly 4 million
tons, of which we carry only 5 per cent.

Our trade with the Caribbean Sea area is nearly
7 million tons, the great majority of which is under
direct American control and management and fi-
nanced by American capital. No neighboring nation
involved maintains a merchant marine. This would
seem to be a "natural" for American-flag shipping,
and yet we get only 38 per cent. We should get
83 per cent.

Australia-United States trade is nearly a million

tons, of which our ships carry only 17 per cent.

Straits Settlements and Dutch East Indies are

credited with a million tons, and our vessels get 11

per cent.

These figures certainly indicate present opjxirtn-
nities for American-flag services to build up their
cargo business. The facts point also to an obvious
necessity for continued education of the American
exporter and importer in the value of shipping via
American-flag vessels.

They confirm the truth of the statement often
made by leading ship operators that the best pos-
sible American subsidy for American-flag ships in
overseas trade would be 100 per cent carriage of
the American overseas cargoes.

MARCH. 1940

Thirty years ago, Robert I. Iii-
galls, then of Dayton, Ohio, went
down to Birmingham and founded
the Ingalls Iron Works Company,
of which business he is today the
head. His policy is one of contin-
ual expansion, and today the parent
company has a number of fully-
owned subsidiaries, including the
Ingalls Steel Products Company,
the Birmingham Tank Company,
the Steel Construction Com])any,
and latest, but by no means least,
the Ingalls .Shipbuilding Corpora-
tion. This combination of affiliates
is said to be the largest independent
fabricator of structural and plate
steel in the United States.

The directing personnel of the

/I A/e44JL SUift4^aAjd

ONE YEAR AFTER GROUND BREAKING THE
INGALLS SHIPBUILDING CORPORATION
HAVE SHIPYARD COMPLETED AND
HAVE FOUR HULLS WELL UNDER WAY

Ingalls Shipbuilding Corporation

includes:

Robert I. Ingalls, chairman of the

board
Robert I. Ingalls, Jr., vice chairman
M. B. Lanier, president
W. R. Guest, vice president
A. J. Grassick, general manager
C. W. Zander, secretary and treas-
urer
A. C. Leigh, na\al architect.

All of these men are by practical
experience very familiar with the
Ingalls fabrication and welding
practique, and together they form
an organization that is well adapted
to achieve great results in welded
ship construction.

For some years, the Ingalls Ship-
building Corporation has been build-

Assembling material at inshore end of slipways.

ing welded steel barges, tugs and
river craft in a well-equipped ship-
yartl on the Tennessee River at
Decatur, Alabama, and at its leased
Chickasaw Yard in Mobile, Ala-
bama. In 1938 Ingalls purchased
46 acres with 3,000 feet of water
frontage in Pascagoula, county seat
of Jackson County, Mississippi, and
located on the mouth of the Pasca-
goula River. In January, 1939, all
of the equipment at the Chickasaw
Yard was moved to this new site.
Here the technical staff of the In-
galls Shipbuilding Corporation laid
out a shipyard especially adapted
for all-welded assembly of large
hulls, and designed to take fullest
advantage of the very extensive
fabricating facilities of the parent
organization at Birmingham. The
site is served by the Louisville and
Nashville Railroad, which connects
by special spur track to several
miles of standard gage rail laid in
the yard and to and into shops,
warehouses and slips. Water trans-
portation is available: by barge, di-
rect to coni])any's fabricating plants
in either Birmingham or Pitts-
l)urgh : and by coastwise, inter-
coastal and ocean steamer to any
j)i]rt in the world.

The area was laid out: to give
ample space for the convenient stor-
age of fabricated material ; to allow
large areas adjacent to the building
slips for the assembly of large por-
tions of the hull as weldmcnts; to

PACIFIC MARINE REVIEW

On tUe> QulL CooAi

locate principal fabricating and
shaping tools so that there would
be an orderly progression of the
work ; and to position material-han-
dling machinery and channels to the
best possible advantage. The plan
contemplates five shipbuilding
ways, four of which have been built.
These ways are of reinforced con-
crete construction built in a series
of level platforms to a slope of ^
inches to the foot. The outboard
launching ways are built out to a
depth having 8 feet of water over
the top of the ways at mean low
tide. The river in front of the yard
is dredged to 30-foot depth at mean
low water.

The space available under the in-
shore end of these building ways is
all utilized to provide: transformer
and compressor stations; tool
rooms ; store rooms ; offices for hull
and machinery superintendents and
for inspectors; showers; toilets; and
locker rooms.

Three American Hoist and Der-
rick revolving type gantry cranes
serve the slipways. Each of these
cranes is carried on a steel tower
65 feet high (track to roller path).
The four trucks at the bottom of
this tower are thirty feet span cen-
ter to center, and travel on rails of
20-feet gage. Two of these are
l)ower trucks, and each power truck
is served by a 15-H.P. motor and
by automatic electrically-operated
brakes.

Each crane carries a 110-foot
boom. The seven-part load line can
pick up 35 tons at any radius up to
57 feet, and from there out its limit
grades down to 13 tons at 95 feet
radius. The whip line has a capa-
city for 6 tons at 100-foot radius.

The portal of each crane tower
will permit passage of locomotive
cranes and standard railroad equip-
ment on the standard gage rails laid
between the crane rails so that cars
can be shunted alongside hulls un-
der construction, and material spot-
ted exactly whore needed.

Inside the travel and boom radius
of these cranes, and located across
the inshore ends of the building
ways, are large areas of flat plate
platens for weldment assemblies of
large size. Total area of these
platens installed is 23,000 square
feet, with ample room for expansion
when necessary. The cranes can be
operated in tandem with an equaliz-
ing bar, and can easily handle weld-
ments of large volume and up to 75
tons in weight.

The mold loft building is two
stories high, with mold loft on up-
per floor, and current plate and
shape storage on the ground level
served by a 15-ton bridge crane.
Attached to this structure at righi
angles is the plate and angle fabri-
cating shop. This houses an assem-
bly platen 35 feet by 150 feet, and
heavy machinery, including a trim
shear, a gate shear, an angle shear
and 30-foot plate rolls. Extensive
tables are provided for automatic
and manual flame cutting.

At right angles to the fabricating
shop, and connecting with it and
the mold loft, is the forge shop, 100
feet square. This contains bending
slabs 50 feet square served by two

oil-fired furnaces, one of which han-
dles angles up to 50 feet, and the
other takes plates up to 10 feet wide
and 35 feet long. Alongside this
bending slab is a 500-ton hydraulic
plate bender that will handle plates
up to 25 feet long.

Electric power is brought in at
2,300 volts and reduced to 440 volts
at the various power stations. A
power house attached to the fabri-
cating shop houses a 100-K.W. con-
verter and an electric motor drive
air compressor with a capacity for
delivering 500 c.f.m. of 100 p.s.i. air.
Two 850-c.f.m. air compressors are

Crane runway over storage yard for fabricated material.

MARCH, 1940

housed under the inshore end of Xo.
3 ways. Both pneumatic and hy-
draulic pipe lines and electric power
lines are installed throughout the
shops and the yard, with outlets
conveniently available wherever
needed. All electric power is regu-
lated by capacitors to give a high
average power factor for good
economy.

Parallel with the mold loft, and
at the end of the fabricating shop,
is a crane runway 77 feet wide and
625 feet long, served by two bridge
cranes of 10-ton and 15-ton capacity.
In this runway area, finished fabri-
cations and weldments are stored
ready to go to the hulls on the ways.
At one end is a welding platen 72
feet square for the assembly of weld-
ments up to 18 tons weight. In this
area a shape squeezer and a plate
joggler are installed.

Completely equipped with modern
electrically-operated wood working
machinery, the carpenter shop is 50
feet wide by 180 feet long.

A fireproof building 50 feet wide
and 204 feet long, located adjacent
to building ways and outfitting
dock, houses machine, sheet metal
and pipe shops, in which modern
tools best adapted to shipyard work
in these crafts are now being in-
stalled.

Another fireproof structure 70
feet long by .30 feet wide is ])ro\"ided
for the i)aint de])artment.

For the outfitting basin, an area
1,400 feet long and 200 feet wide is
being dredged to 22 feet depth at
mean low water. Two ten-ton elec-
tric derrick cranes and a fifty-ton
stiff-legged derrick will serve this
outfitting dock. The fifty-ton der-
rick is mounted on a steel tower
with its platform 65 feet abf)ve mean
low water.

Most of this yard is less than a
year old. Ground was broken on
the project on February 20, 1939.
The mold loft was open for opera-
tions on May 12, 1939. The first
carload of tem])lates was shipped to
Birmingham on June 30, and the en-
tire grou]) of buildings for fabrica-
tion was ready for full operation on
July 10. On August 14 keels were
laid for two vessels. One week later
another keel was laid, and on De-
cember 26 a fourth keel. Rapid
progress is being made on these
hulls, and it is expected that the

The hulls of three C-3s rapidly taking form against the sky.

first of these four vessels will bi/
launched in April, and will be fol-
lowed by the other three at approxi-
mately 30-day intervals.

The vessels now building at the
Pascagoula yard are of the C-3 type-
steam turbine propelled U. S. Mari-
time Commission cargo carriers.
They are of 8,500 gross measure-
ment tonnage, have 8,000 normal
shaft horsepower and will travel at
a sea speed of 16j^ knots. They arc
to be named Sea Raven, Sea Robin,
.Sea Owl and Sea Swallow.

The Ingalls Shipbuilding Corpora-
tion has another contract from the
U. S. Maritime Commission, calling
for the construction of four C-3 pas-
senger-cargo combination carriers
to be allotted to the United States
Lines.

A personnel de])artment is main-
tained, and a welding schcml in
charge of competent instruct )rs.
Promising local young men arc

given intensive training and enabled
to become self-supporting. An ap-
prenticeship system is in operation.

Cleanliness is maintained by a
ver)- strict enforcement of the rule
that all i)aper and debris and empty
soft drink bottles must be deposited
in receptacles provided for that pur-
pose. Modern sanitary facilities are
provided in various parts of the
idant, and are kept immaculately
clean. Cooled drinking water is
available, and is distributed to the
workmen on the ships. No smoking
during working hours is the rule.

Safety regulations arc rigidly en-
forced. First aid is in charge of an
experienced attendant and modern
equipment is at all times ready for
the treatment of minor injuries. On
the ships and in the yard the prem-
ises and the work in progress are
kept clean al all times, and so many
of tlic hazards rcs[)onsible for indus-
trial accidi'nts are eliminated.

FJattery of individual welding machines on the deck of the Sea Raven.

1' A C I !• I <; M A K I N E R E V 1 K W

Paclj^

J^lo^UhuueAi MoAA^i^ Healeiu

Keel laying of the first of the five
new Maritime Commission twin-screw
diesel ships will take place at the
Seattle-Tacoma Shipbuilding plant at
Tacoma on March 5. Meanwhile,
work on the new yard is rapidly ap-
proaching completion, with two full
shifts at work from 8 a. m. till mid-
night putting the finishing touches on
the new plant.

Silk from Japan is again moving via
Seattle, due to the special raw silk rail
rate of $2 per 100 lbs., a sharp reduc-
tion from the former $3.30 rate based
on a valuation of $1 per pound. A
4,0(X)-bale shipment was brought in
during February for transshipment at
.Seattle and Vancouver, B. C, for rail
haul to New York. The new rate is
based on a valuation of 50 cents per
1(K) lbs., and the silk moves on freight
trains instead of passenger trains.

The Foss Tug & Barge Co. of Ta-
coma is completing a modern new tug
at its own ship}ard. This boat will
have a 450-700-H.P. supercharged En-
terprise diesel engine for power. De-
liver\' is slated for April.

Commercial Iron Works, Portland,
were successful bidders on the altera-
tion of the U. S. Army Engineers
dredge Mackenzie on a bid of $192,661
and completion time 98 days. Todd
Seattle Diy Docks bid $208,064 on a
completion time of 60 days.

Largest purse seiner. A 100-foot

Above, the rebuilt diesel-propelled
tanker Dispatch at the outfitting dock
of the Winslow Marine Railway and
Shipbuilding Co., Winslow, Bain-
bridge Island, Washington.

Below, the U. S. Coast and Geo-
detic Survey steamer Explorer doing
14 knots during her trials on Lake
Washington off the yard of her build-
ers, the Lake Washington Shipyards,
Houghton, Wash. This steamer is the
latest word on survey ships. Built at a
cost of a million dollars, she is
equipped with a De Laval geared
steam turbine propulsion unit.

]jurse seiner fishing boat is now com-
pleting at the plant of Western Boat
Building Co., Tacoma. She will be
ready for May delivery, and will carry
a 600-H.P. diesel engine.

Dispatch rebuilt. After an extensive
rebuilding program carried out at the
yards of the Winslow Marine Railway
& Shipbuilding Co. at Winslow, on
Bainbridge Island, Puget Sound, the
steel tanker Dispatch will shortl)' be
in service to upper Puget Sound ports.

This newly-rebuilt tanker was for-
merly the M. A. Powers, operating out
of Boston. She is 140 feet long by 31
feet beam, with a depth of 10 feet,
and measures 469 gross tons. She is
now owned by the Petroleum Naviga-
tion Co. of Seattle.

New tanks, inast, pilot house, rig-
ging and rudders, and a full electric
drive for the pumps, have been in-
stalled at a total cost of over $90,000.

.A new 110-H.P. Cooper Bessemer
diesel engine generating set supplies
power for the auxiliary set-up. For
propulsion power, she has two 165-
H.P. Cooper Bessemer diesel s.

PRESENT STATUS

A4fue/U(Xun Me/uJixiHi BJ^ifJM44icii^

by J. LEWIS LUCKENBACH

President, American Bureau of Shipping

Shipbuilding has been augmented
during the past year through the con-
tinued activity of the Maritime Com-
mission and the demands for special
and tanker type tonnage. While 28
vessels (of 2,(XX) gross tons and over)
with a total tonnage of 239,958 gross
tons, which included three tankers
taken over by the Navy, have been
delivered during 1939, completed con-
struction for the year 1940 will show
a distinct increase, and we may expect
about 32 seagoing ships of 470,5(X)
gross tons, or [iractically double, in ad-
dition to the ul^ual number of small
craft to be delivered. Improvement is
being made through the more general
use of welding, and at least ten all-
welded ships of the larger types may
be expected to be delivered during the
next year, while increased welding and
a lesser amount of riveting will be typ-
ical for all.

Many of the ships now under con-
struction are being built in yards that

are equipped only for construction by
electric welding, and these will be
completely-welded ships. We have had
large tankers for some time which
were welded to a considerable degree
and where all the major strength mem-
bers were welded. The latest large
and completely-welded tanker is the E.
J. Henry, 521 feet long by 7 feet beam
and 40 feet deep, in which welding
was used exclusively. The Bureau is
lending its support to the continuation
of experimental research being con-
ducted for the advancement of this
art, which has already shown a pos-
sible saving in hull weight up to 20
per cent.

Intercoastal Program
A year ago I mentioned that no
new construction was under way or
seriously contemplated for the inter-
coastal or coastwise trade. This sit-
uation has not changed. The aver-
age age of vessels in the intercoastal
trades was then about 20 years, and

now they are a year older. Prices of
our old tonnage have increased, and
it is to be hoped that they will soon
reach sufficiently attractive figures so
that owners will find it expedient to
dispose of this tonnage and replace it
with that which is modern and effi-
cient.

Marine Engineering
The advances in marine engineering
continue to show marked improve-
ment in fuel economy. Reciprocating
engines and Scotch boilers with steam
pressures around 200 pounds have
faded from the picture in this coun-
try, virtually no new construction with
this type of machinery having been
built in the last decade. The most
important place where such machinery
still retains its popularity is in the
larger ships of the Great Lakes, where,
due to the peculiarity and intermit-
tency of the service, it still meets with
favor, although the last four vessels
constructed on the Lakes some two

■P^,

rWv

rT i n'^Vlll

The C-2 cargo motorship Donald McKay, one of six sucers built by Sun Shipbuilding and Dry Dock Co. for the Maritime Commission

and the Moore-McCormack Lines.

PACIFIC MARINE REVIEW

National defense-features fast tanker Seakay, one of 12 ordered by the Standard Oil Company of New Jersey in cooperation with

U. S. Maritime Commission.

years ago were equipped with high-
pressure water tube boilers and geared
turbine machinery using superheat.

In our merchant ship construction,
the trend has continued toward high
pressures and higher superheat with
the attendant higher total temper-
atures. This trend has resulted in
vessels operating with 625 pounds
pressure and total temperatures of 910
degrees, although this has been in as-
sociation with electric drive, where
turbine reversing problems do not ex-
ist. In the majority of ships now un-
der construction where steam is being
used as the motive power, pressures
of 450 pounds are being specified,
with total temperatures up to 800 de-
grees. However, contracts have been
placed for two vessels designed for
1,500 pounds boiler pressure and 960
degrees total temperature.

Another application involves the re-
heating of the steam between stages
for improved economy, and this prin-
ciple is proposed for the new large
passenger .ships, contracts for which
may sliortly be placed. All these steps
spell economy and advancement in the
art, as machinery weights are thereby
reduced and a reduction in fuel con-
sumjjlion gained as well as space
saved. In addition, oil burning ap-
paratus has been imjiroved by the use
of wide-range burners, giving more
effective combustion control, and fur-
ther development has taken place in

the design of economizers for heal
conservation. We are rapidly ap-
proaching a type of steam generator
which will be operated directly in con-
junction with the main engines with
little or no steam storage but where
steam is generated directly in accord-
ance with requirements in which
forced circulation will play an im-
portant part. Experiments along these
lines have been going on both here
and abroad, and a practical applica-
tion may be expected to be made
available for commercial use in the
near future.

Economy Records

Surprising results have been
achieved during the year. On the
steam turbined Challenge a fuel econ-
om\- of .545 pounds per horsepower
hour was reached and it is claimed
that these results can be bettered some
10 or 15 per cent in later installations
now projected.

Internal combustion engines are be-
ing installed in many of the new Mar-
itime Commission ships, the propor-
tion being about one-third of the ves-
sels under construction. Owing to the
size of units necessary for single-screw
propulsion, the use of a single jtro-
peliing unit is being displaced by
smaller multiple units of higher speed
and efficiency 0])erating through
gears. .Several methods of coupling
are in use, such as the electric dri\e.

where current is generated in diesel-
driven generators supplying power to
motors geared to the propelling shaft-
ing; and also geared drive, where the
engines are connected to pinions
through electric or hydraulic coup-
lings.

It will continue to be interesting to
watch the latest developments of these
two types of propelling units, i.e., the
internal combustion engine and the
steam driven turbine, as each has an
advantage from some particular stand-
point. The Maritime Commission
should be congratulated for sponsoring
such forward steps in engineering,
and it is the hope and expectation of
all that the lessons to be learned will
redound to the advantage of the ship-
owner.

Improvements in all types of aux-
iliary machinery, including cargo
handling equipment, are being em-
bodied in the ves.sels now under con-
struction. Improved hatch closing de-
vices are being installed, and crew ac-
commodations little short of ])alatial
are being provided, which should in
the long run make for a better oper-
ated ship through a more satisfied
personnel. It is worthy of comment
that the ships now building are prac-
tically fireproof, every endeavor hav-
ing been used to apply the latest de-
velo|>ments in this field ; also, that the
highest practical degree of subdivis-
ion is being attained.

MARCH. 1940

Forward deck, featuring American Engineer-
ing Co. windlass and die-lock chain cable.

On January 18 the Sun Shipbuilding
and Dry Dock Company dehvered to
the U. S. Maritime Commission the
motorship Mormacpenn, which was
immediately turned over to the Moore-
McCormack Lines for operation in
their New York-East Coast of South
America service. This vessel proved on
her trials to be the fastest cargo liner
yet built in America, and is in many
respects quite unusual.

She is to be followed by three sister
ships from the same yard and for the
same service. All of these have already
been launched, and christened respec-
tively Mormacyork, Mormacland and
Mormacmail, so that they will prob-
ably be delivered at sixty-day intervals
or less. «

The hull of Mormacpenn is of the
C-3 shelter deck cars^o carrier Mari-
time Commission standard tvpe. prin-
cipal characteristics of which are ijiven

Sun Shipbuilding and Dry Dock

to Moore - McCormack

With Geared

in table lK-re\vitli. The hulls of this
type have a raked stem, a cruiser stem
and and a three-decked house amid-
ships. .Seven yiairs of king posts sup-
port the cargo Iwjoms, the second and
fifth pair each having a top cros.sbeani
supporting a pole mast. These masts
carry the running lights and signal hal-
yards and support the radio antenna.

Cargo Handling Facilities

There are five main cargo holds in
the hull of Mormacpenn, and five
main hatchways in the shelter deck
giving access to these holds. Dimen-
sions of these hatchways are as fol-
lows :

No. 1— 36'0"x20'0"
No. 2—30' 0" X 24' 0"
No. 3—37' 6" X 24' 0"
No. 4—30' 0" X 24' 0"
No. 5—40' 0" X 24' 0"
These hatchway openings on the
shelter deck level are fitted with pon-
toon type steel covers supplied by
Lukenweld, Inc. These covers require
no strongbacks. They are arranged to

roll off the hatchway lengthwise of the
ship and nest in a compartment at the
end of the hatch. Hatchways in all
other decks are covered with the usual
combination of strongbacks and hatch
boards.

Twenty-one cargo booms are fitted.
.Si.xteen of the.se are of 5-ton capacity,
four will handle 10 tons each, and one
is able to lift 30 tons. These booms are
served by 20 American Engineering
Company electric motor drive cargo
winches. Each hatch, therefore, is
served by four booms and four cargo
winches. Deck erections between the
king posts of each of pairs 2, 3 and 5
house resistor grids for the control of
winch motors.

The arrangement of winches, fair
leads and chocks is such that several
winches can be concentrated on one
large lift as needed. General Electric
motors and controls are used on these
winches.

All wire rope for rigging and moor-
ing cables was supplied by the John A.
Koebling Son Company.

M. S. Mormacpenn has a handsome, efficient appearance.

Co/Ufa JUlkveA.

Company Delivers

Lines the First of Four Vessels

Diesel, Electric Coupling Drive

Principal Characteristics

Length Overall 492' - 0"

Length Between Perpendicu-
lars .465' - 0"

Beam Molded 69' - 6"

Depth Molded to Shelter

Deck 42' - 6"

Depth Molded to 2nd Deck 33' - 6"

Draft Loaded 28' - 6"

Height 2nd to Shelter Deck. 9' - 0"

Height 3d to 2nd Deck 11' -9"

Displacement 17,600 tons

Weight of Ship and

Machinery 5,865 tons

Total Deadweight Capacity 11, 735 tons

Gross Measurement 7,680 tons

Propulsion Power Normal 8,500 S.H.P.

Continuous Power Available... 9,350 S.H.P.
Emergency Maximum Power. .10,625 S.H.P.

Speed on Trial 19 knots

Normal Sea Speed 16^2 knots

Cruising Radius 14,500 miles

Passenger Capacity 12

Deep Tank Cargo Oil

Capacity 2,050 tons

Cargo Cubic (Bale)

Capacity 684,000 cu. ft.

In the way of holds Nos. 2 and .S,
deep tanks for liquid cargo are in-
stalled with oil-tight hatches on the
third deck level. In way of hold No.
4, approximately 35,000 cubic feet of
refrigerated cargo space is fitted in the
lower 'tween decks. All cargo holds
and the engine room are protected
against fire by a Rich smoke detecting
system and a Lux carbon dioxide fire
smothering system, botli installed l)y
the Walter Kidde Comi)nii\' of New
York.

An American Engineering Co. hy-
dro-electric gear directed by telemotor

from the pilot house under either man-
ual or Sperry Gyro-Pilot control takes
care of steering.

The refrigerating machinery was
supplied by the Carrier Corporation,
and is hou.sed in its own compartment
just aft of the engine room on the sec-
ond deck level. Cooling is effected by
a cold air circulating system and/or a
direct brine coil system.

Mounted on the forecastle is an
American Engineering Co. electric mo-
tor, spur gear drive, double windlass
for handling the Baldt stockless an-
chors and the Baldt Die-Lock stud link
chain cable.

Perhaps the most unusual feature of
the Mormacpenn is her propulsion
plant, which is the highest-powered
geared diesel installed in an American
ship, and the first American marine
power plant to use electro-dynamic
couplings between the prime movers
and the gears. These features, com-
bined with the record of the trial trip,
proving her the fastest American car-
go liner, give very special interest to
this power plant, and we are glad to
be able to give our readers a complete
detailed description.

Propulsion Machinery

In the Mormacpenn and in each of
her three sister ships the propelling
machinery consists essentially of four
diesel marine engines driving a single
screw througb electrical couplings and
reduction gears. The rated ])Ovver de-
livered to the screw is 8,5CX) .S.H.P. at
85 r.p.m., with a continuous overload
capacity of 10 per cent. The operation
of all four engines and couplings is

Above, an interesting view in the shaft alley.
Below, two views looking forward and look-
ing aft on the shelter deck.

%

I' A <; I F 1 C M A R I N K REVIEW

controlled from a central station,
simultaneously or selectively.

The engines are of Busch-Sulzer
Diesel Engine Company's standard de-
sign and manufacture. The gear sets
were designed and built by the Falk
Corporation ; the electrical couplings
bv the Westinghouse Electric & Mfg.
Co.

The general arrangement of the
propelling machinery is shown in
drawings reproduced herewith. The
total weight of same, up to the coup-
ling attaching to the line shaft, is
1,050,000 pounds (470 tons), which is
about 124 pounds per S.H.P. nominal
rating, or 108 pounds per S.H.P. max-
imum continuous power. Of this
weight, the engines constitute about
80 per cent.

Each engine is a two-cycle, trunk-
piston, mechanical-injection, port scav-
enging and port-exhausting, air-start-
ing, directly-reversible diesel with at-
tached positive displacement scaveng-
ing blower.

The seven working cylinders of each
engine are arranged in line. The bore
of cylinders is lOy/' and the stroke of
pistons is 27>4". The capacity of each
engine on nominal rating is 2,225
B.H.P. at 240 r.p.m. Each engine must
produce a continuous 10 per cent over-
load, or 2,450 B.H.P. at 247 r.p.m.,
and a 25 per cent overload, or 2,780
B.H.P. at 260 r.p.m. for two hours.

On the trials of the Mormacpenn
these capacities were easily met, and
the ship attained a speed of 19.5 knots
in a light condition. Northbound from
Baltimore to New York to load cargo
for her maiden voyage, her log shows
a period when her speed exceeded 20
knots. It is calculated from these re-
sults that she will be able easily to
maintain a fully-loaded service speed
of 17'/2 knots, which would make her
America's fastest cargo liner.

The following detailed description
of her engines is supplied I\v the
builders :

The base, or bedplate, is of cast-
iron, in one piece, forming two longi-
tudinal girders connected by integral
bridges in which are embodied the
seats for the main bearing lower h.ilf-
shells. The undersides of the lower
Manges f)f the longitudinal girders are
machined, to rest upon foimdations in
the ship ; the outside edges of these
llanges are machined for lining up pur-
jioses.

The lower main bearing half-shells

are steel, tinned and lined with babbitt
metal, and can be rolled out without
removing the crankshaft. The upper
half of each main bearing is formed
by the bearing cap, lined with babbitt
metal. The.se caps are fitted closely
between the jaws of the bearing seats,
and each held down by a single pres-
sure screw abutting the arch of the
cylinder support, and readily acces-
sible.

The cylinder supports, forming
sjiacers between the bedplate and the
cylinder block, are iron castings and
carry the brackets for the piston cool-
ing arrangements and for the blower
supports.

The cylinder block is of cast-iron,
in one piece. It is bored for the recep-
tion of the 7 cylinder liners, and
forms the waterjacket for these. It
contains the passages for the scav-
enging air to the cylinders and the
exhaust gases from the cylinders.

Each cylinder liner, of Busch-Sulzer
alloyed cast iron, is divided into an
upper and a lower barrel. The upper
barrel is provided with the scavenging
and exhaust ports, and is held in place
by a water cooled cast iron cylinder
head, with studs of alloy steel. The
lower barrel is mounted in the luider-
side of the block. Between the upper
and lower barrels there is an open
space, in way of a chamber in the
cylinder block: and, carried respective-
ly by the bottom of the upper barrel
and by the top of the lower barrel,
sectional oil wiper rings, which em-
brace the piston and prevent dirt}' oil
and gases from passing into the engine
crankcase from above, and clean oil
from passing into the combustion
space from below. The chambers, in
which substantially atmospheric pres-
sure exists, have front and back open-
ings in the cylinder block fitted with
glass covers and electric lights, so that
the pistons may be observed while the
engine is in operation.

The cylinder block, cylinder sup-
ports and bedplate are combined by
alloy steel tie-rods, passing from the
top of the block to the underside of
the main bearing bridges. There are
two tie-rods at each main bearing.

Light steel removable oil-tight cov-
ers are provided for ready access to
the interior of the crankcase, at front
and back.

( )n the hack of the engine is a suc-
tion header with opening for the air
admission, surmounted I)\' four rotarv.

positive displacement blowers, ar-
ranged in line extending substantially
the full length of the engine; the
blower impellers being driven, through
gearing, from the crankshaft. These
blowers deliver the air into a distribut-
ing chamber, immediately above them
and communicating with the interiors
of the cylinders by way of the scaveng-
ing passages and ports. The blowers
are fitted with reversible rotary valves
for maintaining the direction of air
How when the engine is reversed. The
exhaust header extends along the front
of the engine.

The scavenging ports are in two
tiers, around approximately one-half
of the circumference of the liner; the
exhaust ports in one tier around ap-
proximately the opposite half. Inside
the bore of the cylinder, the tops of
the scavenging ports in the upper tier
are higher, and the tops of the scav-
enging ports in the lower tier are lower
than the tops of the exhaust ports. In
its downward travel, the piston first
uncovers the upper tier of scavenging
ports ; but their communication into
the scavenging air receiver is closed
by automatic non-return valves. The
]iiston next uncovers the exhaust ports,
and, later, the lower tier of scavenging
ports. On its return stroke, the piston
closes these ports in the reverse order.
The sequence of occurrences in the
cylinders are: towards end of the
power stroke, pressure drop through
the exhaust, to below the pressure of
the scavening air; scavenging through
the upper ports and their non-return
valves ; scavenging through the lower
ports; closing of lower scavenging
ports; closing of exhaust ports; and
continued charging of combustion air
into the cylinder through the upper
ports until either the pressure in the
cylinder equals the pressure in the
scavenging air receiver or the upper
ports are covered by the piston. Thus a
moderate degree of supercharging is
attained with free exhausting and
scavenging, and without risk of a dan-
gerous "blow-back" into the scaveng-
ing air receiver.

The working pistons consist of three
main elements ; namely, a piston top, a
skirt and a wristpin housing. The
forged steel piston top carries the
j)iston rings and is cooled by the same
oil as used for lubrication, the oil inlet
and outlet being through telescopic
lubes. The >cast iron skirt, differing
from the conventional construction,

MARCH, 1940

A (Reared Diesel Engine Room With Electric Couplings

wliich involves heavy bosses, and bores
to the outside, for the wristpin, is a
plain cylindrical body of light symmet-
rical cross-section, without heavy ac-
cumulations of metal which tend to
cause out-of-roundness, and without
any opening through its wall through
which lubricating oil from the wrist-
pin could escape to the outside. The
wristpin housing is attached to the
piston top within the skirt and trans-
mits the piston pressure directly to the
wristpin, carried by the connecting
rod, none of the pressure passing
through the wall of the skirt. This
housing provides a babbitt-lined bear-
ing for the wristpin over the full
length of the pin on its top or pressure
side, thus greatly reducing the specific
pressure between pin and bearing.

The upper end of each connecting
rod is formed into a flange to which
the wristpin is attached. The wristpin
is a steel forging, hardened and
ground on its rubbing surface, and has
a flat bottomed recess milled into its
underside to form the seat for the top
flange of the connecting rod. The
wristpin is lubricated from the piston-
cooling pressure supply, and not from
the crankpin through the connecting
rod. The entire assembly of housing,
wristpin, and connecting rod is remov-
able from the piston without the neces-
sity of driving the wristpin out of tight
fits in piston bosses at the risk of dis-
torting the piston.

The bottom of the connecting rod is
developed as a foot, to which the
crankpin bearing is attached. Shims
are interposed between the foot and
the bearing for the adjustment of the
cylinder compression.

The crankshaft is a single-piece
forging, with integral flange for at-
tachment to the driving half of the
magnetic coupling.

The fuel valves, mounted on the
cylinder heads, are simple difl^erential
needle valves, hydraulically-operated
hy the fuel pump pressure, the open-
ing pressure being adjustable, the fuel
being injected into the combustion
space through water-cooled fuel-
atomizing nozzles.

The fuel pump plungers are oper-
ated by the cams, which are in dupli-
cate, one set for running "ahead," the
other for running "astern." The cam-
shaft is driven by gears from the en-
gine crankshaft. The quantity of fuel
delivered per plunger stroke is con-
trolled by the point of opening of a

Inpass or spill valve during the deliv-
er}' stroke of the plunger, the excess
fuel being returned to the suction side
of the pump. The point of o])ening of
the bypass is varied by means of the
control gear, acting through a speed-
regulating governor.

The fuel pumps are provided with
manual means for cutting out the de-
livery of fuel to any individual work-
ing cylinder, and are connected with
the overspeed governor, which inter-
rupts the fuel delivery to all cylinders
when the engine speed exceeds a jire-
determined maximum, automatically
reestablishing the delivery when the
speed falls below this maximum.

The general lubricating system of
the engine is combined with the piston
cooling system to the extent that a
single motor-driven oil pump serves
both systems. The lubrication of all
except minor parts that require infre-
quent oiling is by the direct pressure
or "force feed" method.

All return lubricating and piston
cooling oil from the engine is gathered
in a sump built into and part of the
ship structure, but the oil from the re-
spective systems does not mix until it
leaves the engine, thus minimizing the
accumulation of hot oil vapors in the
crankcase. From the sump the hot oil
is to be drawn through a strainer by
the lubricating oil pump, and forced
through a filter and a Ross cooler back
to the engine.

The fresh water for cooling the
cylinders and cylinder heads is circu-
lated by a Worthington electric motor
driven centrifugal pump. This water
is cooled in a Ross cooler with sea
water circulated by another Worthing-
ton pump.

The engine is fitted with a turning
gear at the forward, or free, end of
the crankshaft. The gear is norniall\

operated by an electric motor (2-
speed motor — high speed, one revolu-
tion of engine in 2^2 minutes — low
speed, one revolution of engine in 5
minutes), but may be operated manu-
ally if necessary.

The unified control ec|uii)nKnl for
the four engines is brought to the cen-
tral operating station, shown in one of
the illustrations. This control is de-
signed to maneuver all four engines
siniuUaneously, or the forward pair of
engines and the after pair of engines
independently. The two forward en-
gines may be run in "ahead" direction,
while the two after engines run
"astern," and the direction of the
ship's motion may be controlled by en-
ergizing and de-energizing the respec-
tive magnetic couplings. Automatic in-
terlocks are provided to prevent im-
proper operation.

At the operating stand, an /\lnor
electric pyrometer system gives indica-
tion of the operating temperatures in
all cylinders and enables the engineer
on watch to check combustion.

A General Electric torsion meter is
fitted to the propeller shaft, so that
there is a close check on delivered
[)ower. The thrust of the propeller
shaft is taken on a Kingsbury bearing
mounted on the forward end of the
gear casing.

American Manganese Bronze Com-
pany of Philadelphia supplied the
four-bladed, solid bronze propeller, a
wheel 21 feet 8 inches in diameter and
weighing approximately 23 tons. The
stern post is molded to form a contra
propeller, and the rudder is of the
streamlined contra flow type.

The diesel engine exhausts are led
through the waste heat side of a
Foster Wheeler combination waste
heat and oil-burning boiler. This
boiler raises steam for heating pur-

Outer and inner members of Westinghouse electric coupling.

poses, galley use and general hot water
service. When the diesels are inopera-
tive, steam is raised on the oil-burning
side of the boiler, which is fitted with
a Bestrol mechanical rotary cup air-
atomizing oil burner, burning eitlu-r
diesel or boiler fuel.

In this boiler the waste heat side-
provides an individual section for the
exhaust of each main engine. This per-
mits maximum efficiency of the boiler
for anv one or more engines operat-
ing. It also permits inspection, clean-
ing and overhaul of any section when
the corresponding engine is idle for
any reason.

The heating elements in the waste
heat side of this boiler are composite
construction tubes consisting of ex-
tended surface gilled cast iron rings
shrunk on 2-inch steel boiler tubes.
This combines the strength of steel
with the corrosion resistance of cast
iron, and gives 6 times the heating
surface of the bare tubing.

A common steam drum 36 inches in
diameter and 16 feet long serves both
sides of the boiler. The exhaust waste
heat side has a capacity to generate
4,000 lbs. of steam an hour at 50 p. s. i.
pressure. The oil-fired side will take
care of 7,700 lbs. of steam an hour al
the same pressure.

In the uptake of this boiler a Vorlex
spark arrester is fitted. The waste heat
side of the boiler acts as a very efifec-
tive silencer for the exhausts of the
diesel engines.

Four large Burgess "Snubbers" are
flitted to the air intakes of the scav-
enging blowers on the main engines,
and the Mormacpenn engine room op-
erates very quietly under normal con-
ditions.

Lubrication and fuel oil for the
main and auxiliary diesels are purified
by two .Sharpies centrifuges, each of
which has a capacity for 600 gallons
an hour. The i)umps and piping are
arranged so that the centrifuges can
be used on either a continuous or a
batch .system. On the continuous sys-
tem oil is drawn from sump tanks to
the centrifuges and returned, after
purification, to the sump tanks. On the
batch system, oil is drawn from ihe
sump tanks and discharged to a set-
tling tank. From the settling tank it
goes to the centrifuges and is di^
charged either to the sump or to the
service tanks.

The Electric Couplings
Power is transmitted frcjm tiic cii

gines to the gears through a new form
of electric coupling, built by Westing-
house. These couplings provide an
electric cushion, as the power is trans-
mitted electrically across the air gaps
of the couplings. They prevent the pul-
sations of engine torque from reach-
ing the gears, and also act as discon-
necting clutches by which the engine
can be connected to or disconnected
from the propeller instantly.

The operation of this cou])ling is
quite simple. It consists of two rotat-
ing members, revolving together one
inside the other. One is mounted rig-
idly on the engine shaft; the other is
connected to the gear. The external
member has salient field poles, con-
nected to the ship direct-current aux-
iliary power supply for excitation.
Rotating inside this field is the inner
member with a squirrel-cage winding.
The mechanical rotation of the field
member creates a rotating magnetic
field which induces currents in the
squirrel cage. The interaction of the
resulting magnetic fields creates pow-
erful forces which cause the squirrel
cage to follow the field except for a
small slip, just as the secondary of a
squirrel-cage induction motor follows
the rotating magnetic field set up by
the stator. The couplings are remark-
ably efficient, the efficiency being bet-
ter than 97.5 per cent. Although the
electric coupling is used as a clutch, it
will not be used to provide any speed
control.

The couplings act as torsionally
flexible members and torsional damp-
ers. The pulstations in torque from the
engines are smoothed out, reducing
gear wear and noise and minimizing
torsional vibrations in the drive sys-
tem.

Their use as disconnecting clutches
is es]>ecially useful in multi-engine
ships. The usual procedure when near
a dock or when maneuvering in a close
channel is to run half the engines
ahead and half astern. The ship can
then he maneuvered in either direction
simply by operating a single lever
which applies field to the prf)per coup-
lings, thus connecting the i)ro])ellcr to
viiher the ahead or astern engines as
re(|uire(l. All si)eeds except "l'"ull
Ahead" or "Full Astern" can be ob-
tained without reversing the engines
and without the use of any starling
air, as the engines run continuously.

The couplings also permit any en-
gine to he shut down for ndiustincnls

without having to stop the remaining
engines. At the completion of the
work, the coupling is energized again,
it cranks the engine and the engine is
hack in service immediately.
Auxiliary Machinery

i\uxiliary machinery on these ves-
sels is all electrically operated. Current
for this auxiliary power, for lighting
and for cooking, is supplied by three
diesel-drive generating sets. The en-
gines are Cooper Bessemer 5-cylinder,
-{-cycle diesels developing 400 shaft
horsepower at 450 r.p.ni., and are di-
rectly connected to General Electric
generators of 275 K.W. capacity,
which feed 120-240 volt electricity in-
to a three-wire system through a Gen-
eral Electric switchboard.

A 10-K.W. General Electric gener-
ator driven by a Sun-Doxford diesel is
installed on boat deck to take care of
emergency circuits. It is connected
through an emergency switchboard
that has a 24-volt Exide storage bat-
tery floating on the line to automatic-
ally pick up emergency circuits and to
start the emergency generating set.

The connected motor load, as shown
in the table herewith, is impressive :
Connected Power Load, Auxiliary
Motors

No. Service Total H. P.

20 at 50 Winches LOOO

1 at 70 Windlass 70

1 at 50 Capstan 50

2 at 90 Compressors 180

1 at 10 Compressor 10

2 at 3 Centrifuges 6

1 at 7.5 Refrigerator 7.5

3 at 25 Refrigerators 75

1 at 15 Refrigerator 15

3 at 60 Circulating Pump.s 180

3 at 50 Circulating Pumps 150

2 at 50 Steering Gear 100

3 at 75 Lub. Oil Pump 225

2 at 7/2 Fresh Wash Water.. 15

1 at 40 F. O. Transfer 40

2 at 15 Fire and Bilge 30

2 at SO JMre and Sanitary 100

16 .Small Pumps 46

Ventilation, etc 30.5

Total 2,330

The pumps and the air compressors
are by Worlhington. All motors and
cnntrols are General Electric.
Accommodations
All accommodations are in the
aniidsliips house above the shelter deck
level, and arranged as shown in the
general arrangement deck plans here-
with. Not more th.-ni three men arc

PACIFIC M A R I N K REVIEW

Pilot house, chart room and radio room o(
M. S. Mormacpenn.

berthed in any one room. Hot and cold
fresh water are piped to all accom-
modations, and ample bathing and
sanitary facilities are installed. The
plumbing fixtures are by the Mott Co.

Each berth has its individual light
fixture, furnished by the Dayton
Manufacturing Co. Each man has a
full-sized individual steel locker, fur-
nished by the Penn Metal Co. All the
furnishings in the accommodations are
of fireproof materials. All partitions
are of Johns-Manville Marinite.

There are four passenger cabins on
the boat deck. Each of these rooms is
fitted to accommodate three passen-
gers, and each room has its private
shower, toilet and lavatory. The total
accommodation provides for -16 crew
and officers and 12 passengers. The
joiner and cabinet work on these quar-
ters was all done by Hopeman
Brothers of New York, who installed
also the Tuco heat insulation for these
rooms and the Tuco insulation for the
refrigerated spaces on the ship.

The galley and service pantries are
electrically equipped throughout, and
can furnish adequate service for SO
per.sons. The electrical equipment, fur-
nished by the Edison General Electric
Appliance Company, includes a cook-
ing range, a marine griddle, a sala-
mander broiler, a combination two-
deck oven, a warming oven, a coflfee
urn, a hot water urn, a dish washer
and a dough mixer.

Navigation Equipment

The sash windows in the wheel
house were furnished by the Kearfott
Engineering Company, who supplied
also the outside doors for all of the
midshi]) erection. .Some of these win-
dows are fitted with electrically-oper-
ated wipers for clear vision.

-Sperry gyroscopic equipment in-
stalled comprises a Mark XIV Gyro
Master Compass and several repeaters,
a two-unit automatic Gyro Pilot, a
Rudder Angle Indicator and an 18" in-
candescent searchlight.

The Kelvin & Wilfrid O. White Co.
installed the standard magnetic com-
pas.ses and binnacle.

Radio transmitting and receiving
apparatus of sufficient capacity to

(Page 4.S, plca.sc)

MARCH, 1940

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9it PcuUfic Ocean BaLaoKfe ^04AAi

^^Buf Qlue^" '^iUf, Matna iec4iA,e /3^ IogjcIU Loik i4Mi4f4,

At the Union Plant of the Shiji
building Division of the Bethlehem
Steel Company, Inc., on February
26, a steel barge was christened
Y.B. No. 9 and launched into San
Francisco Bay. The sponst>r %\as
Miss Davis, for many years nurse
at the plant hospital. She was pre-
sented with a huge bouquet of red
roses and a pearl necklace by j- V
Young, first vice president anil gen-
eral manager of Young Brothers.
Ltd., of Honolulu, owners of the
barge.

Alongside the outfitting dock ;i;
the shipyard lay the tug Mamo (Big
Chief), flagship of Young Brothers
fleet, waiting to tow the big barge
home to Honolulu. Several details
were yet to be completed on the
barge, and it seemed probable that
she would not get away on the long
tow until the 7th of March. This
not because the barge construction
was late, but because the arrival of
the tug was early, and back of thai
lies the story of a rather remarkable
bit of rescue work at sea.

On Christmas Eve last, an opera-
tor on the Greek steamer Calmar
began to hammer out an S. O. .S.
from a location about 750 miles due
north of Kauai. She had lost her
rudder, and was in rather a bad wa\
under heavy weather conditions. In
a day or two came word that an-
other Greek steamer, the Hymetus,
had been able to give her a tow and
all would be well. But towing a
rudderless steamer without ]jro]>cr
towing gear in the winter storms of
the mid-Pacific is not often a sue
cess. It soon became apparent that
Hymetus was not equal to the task.
After losing considerable chain and
cable, and being in danger of burn
ing all of her coal supply, she gave
up towing, having made only 50

Young Brothers, Ltd., tug Mamo on her trials, San Francisco Bay.

miles in a southerly direction in
three or four days. She stood by,
however, until the British steamer
.\urora came up and offered to help.
The Aurora got her cables attache<l
lo Calmar. but all she was able to
do was to lose some more chain and
cable.

Meanwhile the agents and undei-
writers at Honolulu began to fear
total loss, and asked Young Broth-
ers to send out the Mamo. The
skipper of Mamo is Captain J. i\.
Young, Jr., son of the general man-
ager of the firm. He got his crevi
away from the New Year celebra-
tions, and, realizing that he had a
tough job ahead that would take
some lime, ])rovisioncd the tug ac-
cordingly and filled her tanks with
fuel.

The Mamo is a steel lug 129.2 feel
in length, driven by twin screws,
each powered with a 750-horse-
])ower I-'airbanks Morse diesel en-
gine. She is equipped with ;i spe
cially-designed Allan Cunningham
electric lowing winch. The drum of

lliis wuich has a capacity for 1,600
feet of l-Vg" steel wire lowing
hawser.

She left Honolulu January 2 an<i
made her way northward at full
speed, keeping in constant touch by
wireless with the Calmar and with
Honolulu. The wind kept increas-
ing in force, and on the third day
was .1 full gale. This not only
slowed progress somewhat, but in-
creased difficulties of navigation,
since no solar or stellar sights were
possible.

Captain ^'oung then direeled llie
wireless operator on C almar to send
out a characteristic signal at short
intervals. Using his radio direction
finder on these signals. Captain
Young vv.'is able to sha])e a fairly
<lireet course through Ihe storm lo
Ihe Calmar.

( )n Ihe evening of Ihe third day
out from llonoiuiu, Mamo .irrived
at the Calmar and found the Au-
rora slill standing by. Maino's life-
boat was somevN'hal battered liy Ihe
storm, .ind on consultation it was

I' A C I !• I f: MARINE REVIEW

decided that they would wait til!
morning to go aboard the Calmar.
At daybreak Captain Young, his
mate and the wireless operator went
aboard the Calmar and arranged
with the captain of that vessel the
details of tow line attachments, sig-
nals, use of the Calmar's engines,
and use of the Aurora as a sort of
stern drag to offset the lost rudder.

The Mamo got her tow lines
aboard, and after paying out about
1,400 feet of wire hawser began the
job of getting the freight steamer
tow straightened out and headed for
Honolulu.

For many hours the tug struggled
to get this seemingly simple feat ac-
complished. For a time it appeared
to be so hopeless that the under-
writers started the big tug Salvage
King from Victoria to help on the
job. But Mamo and her young mas-
ter never gave up, and by the end
of the second day they were making
very slow but definite progress in
the right direction, and wirelessed
the .Salvage King that help was not
needed.

From this point on to the arrival

at Honolulu on January 13 it was
largely a matter of getting the cap-
tains of the two freighters trained
in towing technique. From 5 knots
the speed increased, until the last
three days ranged from 175 miles to
225 miles.

The underwriters decided that a
jury rudder would be attached to
Calmar at Honolulu and that she
would proceed to San Francisco for
permanent repairs. The Mamo came
along as convoy and towed her part
of the distance, and that explains
why she is in San Francisco a little
bit earlier than need be for towing
the Y.B. No. 9 home to Honolulu.

Mamo and Captain Young have
five other salvage tows to their
credit in recent years. The cable
steamer Dickenson from Morro Reef
to Honolulu, 750 miks ; the freighter
Buffalo Bridge. 950 miles; the Mat-
son freighter Honomu, pulled in
from Diamond Head ; and the Pan
American motor schooner Trade
Wind, twice pulled in.

Now getting back to the barge
Y.B. No. 9. This craft is built to a
design which Young Brothers have

found efficient in long experience
handling pines from outlying islands
across stretches of open sea to the
canneries at Honolulu. Since they
transport some 80,000 tons of this
luscious fruit in a single season,
they should know.

Of all-welded steel construction,
this barge has a length of 175 feet,
a width of 45 feet and a depth of 11
feet. Both ends are molded in a
smooth curve to make towing easy
and help keep a dry deck. Y.B. No.
9 differs from the former steel
barges of the Young Brothers' fleet
in that its interior is arranged so
that one of its compartments is an
oil tank holding 2,900 barrels, and
another compartment is a pump
room fitted with a Kinney cargo oil
pump driven by a Superior diesel
engine.

In building this new feature into
their new barge. Young Brothers
paved the way to secure a contract
for inter-island transport of Shell
Oil products, and Y.B. No. 9 will
be towed to her home port with a
full cargo of Shell Oil under her
hatches.

MAMO HANGS ON

These illustrations were made from
photographs taken from the deck
of the Mamo. They show (he
Greek cargo steamer Calmar under
various conditions during the sal-
vage tow and the convoy from
Honolulu to San Francisco.

MARCH, 1940

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"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Feed Water Treatment

IV CORROSION

QUESTION

What is the appearance and cause
of corrosion?

ANSWER

Any removal of the metal of the
water side of the boiler tubes and as-
sociated piping is caused by corrosion.

It may appear as a wasting away
unevenly of the surface, or as pits or
pockets of various sizes, or as cracks.
It may go on indefinitely until the
metal is reduced in thickness and fails
under load, and is therefore destruc-
tive and must be prevented.

Conditions causing corrosion are:

(a) Dissolved gases.

(b) Corrosive salts.

(c) Acidity.

(d) Electrolytic action.

By far the most important of the>e
i> dissolved o.xygen and carbon diox-
ide.

QUESTION

What is the process of gas corro-
sion of iron or steel?

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Ojr^^e/T Canf&it//r CaA/c Cenf/fftefers fier l/fer

ANSWER

Iron dissolves in pure gas-free
water, slowly but definitel)'. It goes in-
to solution l)y chemical reaction, form-
ing ferrous hydroxide Fe(OH)o, a
soluble salt, and hydrogen gas, which
adheres to the surface as minute bub-
bles or film. Ferrous hydroxide is al-
kaline, and as more is formed it alka-
lizes the water at the surface until at
a I'h of 9.6"' the chemical action
stops. A sfjrt of protective coating pre-
\ents further progress of the corro-
sion.

W ith oxygen present, liberated from
its solution in the water by the tem-
perature, it is united with the ferrous
h\droxi<le to form ferric hydroxide,
an insoluble reddish material looking
much like ordinary rust.'^* This elim-
inates the protection of the alkaline
ferrous hydroxide, and the in.soluble
ferric hydroxide is washed away, car-
rying with it the iron from the boiler
surface. Thus the process proceeds.
See curve. Fig. 1.

The inhibiting or i)rotecting effect
of the higher alkalinity can be pro-
duced by the addition of alkaline
chemicals, such as soda ash or some
of the ])Iios|)h;ites, but this will not

' Kc^ ful iliscussicn of alkiilinily and Th values
in next i.'^sue.

= Red rust is ferric oxide (FEjO,). B'ack mst.
or oxyKen-starved rust, is feiTous oxide (FcO), as
found inside superheater or other steam pipes or
under the laK^^in^ on outside of pipes, due to
restriction of oxygen.

^ OxyKen content is usually exi)res.sed as hy
volume cc per liter. One liter is 1.000 cc, so
that this is the same as parts per l.orill hy
vo'ume. However, in much literature the same
terminolojfy for khscs is used as for solids.
nan-e*y, partj* per million, p. p.m. This is by
weiKht. The equivalent p. p.m. can he found hy
(lividinK the cc per liter by .7.

prevent the oxygen from combining
with the ferrous hydroxide and carry-
ing away the iron.

Even in oxygen-free water, if the
velocity is great the protecting film of
hydrogen and ferrous hydroxide is
washed away, allowing the dissolving
process to proceed unchecked. This is
the case in the economizer and some
feed lines. This also accounts for
many erosion conditions found on im-
pellers and points of high turbulence
of water, the simple process of wash-
ing away the metal's natural film or
coating of ]irotection formed by the
process of corrosion.

The presence of carbon dioxide,
COa, in the water .seems to accelerate
the effect of oxygen. It has a decided
acid reaction, which probably counter-
acts the alkaline protective coating.
QUESTION

What concentration of oxygen in
water may be considered safe?
ANSWER

The safest answer is to say, allow
no o.xygen in the boiler water. For
medium pressures, perhaps .15 to .2
cubic centimeter per liter may be
found, but this is not good or safe.
Any oxygen means a gradual eating
avvav of the boiler metal.'''' Three to

32 50 70 90 110 130 150 170 190 2ID t
Temperature, Degrees Fahrenheit

Solubility of oxygen in wafer exposed to ordin
atmosphere at given pressures.

four cc per liter means definitely short
life to tubes, and is definitely very
serious. Less than .1 cc per liter must
be maintained on modern plants.
QUESTION

Can the water-steam system be
maintained so air-tight as to keep
oxygen-free water?

ANSWER

No, particularly in the vacuum por-
tions of the system. Also, oxygen is
carried in with the make-up.
QUESTION

How can dissolved gases be elim-
inated?

ANSWER

By two general methods: (a)
deaereration ; and (b) chemical treat-
ment.

QUESTION

What are the merits of these two
systems?

ANSWER

Chemical methods require large
quantities of chemicals to be added to
remove the normal oxygen content,
and are expensive, with excessive
sludge.

Deaeration is simple and inexpen-
sive, but will not ordinarily remove
the gases entirely, there being traces
left. This method would remove it all
if the deaerator were large enougii
and water held in it long enough, but
both of these conditions are imj)rac-
tical, so that for complete removal,
deaeration is used to take out the
large volume of gas, and chemical
treatment may be used to clean up the
residual.

QUESTION

What is the deaeration process?
ANSWER

Fundamentally, it is based on the
principle that as the boiling ])oint of
a liquid is apjiroached the dissoKed
gases pass oft' and bubble out.

Place an uncorked glass vessel of
tap water over a flame. Place a ther-
mometer in it. At around 200° F. bub-
bles will form on the bottom. These
are air coming out of solution ; at 210°
F. the air is passing off rapidly. Boil-
ing commences at 212° F., and must
continue for some time before a test
for oxygen shows only a trace. Note
curves, I'lg. 2.

Regardless of the pressure, the
gases are all removed f)nly at the boil-
ing point.

The open heated hot well, or open
heater, is the first attempt at deaer-
ation. But it is difficult to get the

water close enough to the boiling
point to be entirely effective. Also,
lacking much turbulence, and due to
the short time the water is at the tem-
perature, anfl open, its effectiveness is
reduced.

Attempts have been made to heat
the condensate to the temperature cor-
responding to the condenser pressure
and vent the gases to the condenser
to be pulled off by the pumps. This is
cumbersome and not sufficiently ef-
fective, lacking time and stirring or
turbulence.

Time required for deareation means
storage capacity for the water at
temperature. Minimum time and max-

Designed to handle 53,000 pounds an hour,

this Cochrane marine type feed water deaer-

ating heater is installed on the new C-2 cargo

steamer Nightingale.

imum effectiveness of deaeration re-
quires that the water be broken uj)
into a mist or spray in an atmosphere
of live steam, which must then be led
off to atmos])here to liberate the en-
trained gas picked up from the water.
This steam may tie condensed in a
surface condenser cooled by the in-
coming water.

QUESTION

What is the steam and water flow
in a modern deaerator heater?
ANSWER

The feed, coming in through the
vent condenser, is discharged into the
preheater section through spray noz-
zles. This space is filled with steam on

its way out through the vent condenser
to atmosphere.

The preheated and partially-deaer-
ated water is collected and distributed
uniformly over an atomizer, through
which the incoming steam enters. The
steam blowing up through the water
breaks it into a mist, exposing max-
imum surface for easy liberation of
dissolved gas. The steam with en-
trained gases passes up into the pre-
heating .section, where it is mostly con-
densed, thence on out to vent con-
denser and atmosphere. The deaerated
water falls into the storage compart-
ment and so back into the feed system.

The temperature of the mixture of
steam and water is determined by
their quantities and individual tem-
peratures, which are adjusted to main-
tain the desired pressure in the shell.
This is usually on the order of 10 lbs.
gage, or enough to blow the gases to
atmosphere.

The difference between the actual
pressure in the vapor space of the pre-
heater and the pressure corresponding
to the temperature of the water in the
heater is the partial pressure of the
released gases, and may be used as a
relative indication of the dissolved
gases in the feed, as is done in purg-
ing the ammonia refrigeration system
of non-condensable gases.

QUESTION
What is the chemical method of
treatment for dissolved oxygen?

ANSWER

Several chemicals will absorb oxy-
gen by chemical reaction. Among
these are tannic acid, ferrous sulphate,
ferrous hydroxide, iron powder and
sodium sulphite (Na2S). This last has
the advantage of combining with the
residual oxygen in the water to form
.sodium sulphate, or Glauber's salts
(Na2S04), which is desirable as a
water treatment. It also has the ad-
vantage that, lacking oxygen, it re-
mains as sodium sulphite, and its
presence by test is conclusive proof of
lack of dissolved o.xygen. Ferrous sul-
phate, lacking oxygen in the water,
will combine with the water itself and
pass off so that excess cannot be main-
tained.

Acidity and electrolitic corrosion
will be discussed in a later issue.

QUESTION FROM THE
FIELD
Describe some code of bell signals
from bridge to engine room.

MARf;H, 1940

ANSWER

Bell System from Bridge to Engine

Room

(as used on American Inland Waters)

From stop to slow ahead 1 bell

From slow ahead to full

speed jingle bell

From full ahead to slow 1 bell

From slow ahead to stop 1 bell

From stop to slow astern 2 bells

From slow astern to full

astern j ingle bell

From full astern to slow astern. 1 bell

From slow astern to stop 1 bell

From ahead to full

astern 4 bells and jingle

From full astern to

full ahead 3 bells and jingle

San Francisco Gyro Compass
School

The school maintained at San Fran-
cisco by the Sperry Gyroscope Com-
pany graduated the following men for
the fourth quarter of 1939 :

Nils J. Carlson
Irving S. Hansen
Salvador M. Azevedo
Jos G. Enzenpcrger, Jr.
George Foster
Harold A. Lucas
Paul Wissig
H. F. T. Schneider
Archie L. Stillman
Howard P. Eidson
Edward Ayling
Paul W. Dry
Harold E. Richard
Orlan R. Watkins
Wesley A. Semple
Charles R. Wolf
Erling N. Hansen
John K. van dcr Schuur
Russell H. Abbott
John Clague
Lawrence E. Davis
Frank V. Foot
Walter M. Fox

E. A. Gendreau
Russell Meeker
R. W. Racouillat
David Schulman
Robert Sonneman

F. V. Thompson
Vernon N. Urbani
F. J. Welch
Richard B. Wilkie
Jack Wilson
Bertel N. Michelsen
W. S. Bolton
Fred C. Der Baum
William Haudt
Edgar V. Carlson
Samuel R. Randolph
Chan Lyman

2nd Officer

Master

Machinist

Lt. U.S.M.R.

2nd Officer

Master

Chief Officer

Master

2nd Officer

Ins. Repair Eng.

2nd Officer

2nd Officer

Jrd Officer

Assistant Eng.

Sergeant, U.S.A.

Cadet

Master

Chief Officer

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

Cadet

fr. Eng.

Quartermaster

Master

Lt. (j.g.) U.S.C.G.

£lcc. Mate 2nd c.

Engineer

Deck Officers' Licenses
for January

SAN PEDRO
Name and Grade Class Cond.

J. F. Gillen. Chf. Mate &

Pilot SS. any GT RG

J. B. Amiot, Jr., 3d Mate .SS. any GT O

SAK FRANCISCO

A. R. L. Lerch. Master SS & MS, any GT RG

A. H. Boyes. Master SS & MS. any GT RG

A. W. McWhorter. Master SS & MS. any GT RG

J. Lems, Master -.. SS & MS. any GT RG

A. E. Milbourne. Chf.

Mate SS. any GT RG

H. H. Cleaves, Chf. Mate ..SS, any GT RG

J. R. Edmands, 2nd Matc.SS, any GT RG

L. A. Hoxie, 2nd Mate SS, any GT RG

R. B. Simpson, 2nd Mate....SS. any GT RG

H. H. Zeissig. 2nd Mate. SS. any GT O

J. R. CaldweU. 3d Mate SS, any GT O

SEATTLE

H. Solihakke, Chf. Mate ...SS. any GT RG

A- E. Burns. 2nd Mate SS, any GT RG

Engineers' Licenses for
January

JUNEAU

Name and Grade Cla^s Cond.

M. S. Schmitz. 3d Asst SS, any GT O

PORTLAND

A. F. Arnold, Chief SS. any GT RG

C. A. Green. Chief SS, any GT RG

G. B. Graham. Chief MS, 500 GT O

E. I. Hantali. 2nd Asst SS. any GT O

C. H. Hudson. 2nd Asst SS. any GT O

J. F. Ring. 1st Asst SS, any GT RG

SAN PEDRO

W. H. Buttram. 1st Asst...SS. any GT RG

H. C. Manley. 1st Asst 5S. any GT RG

W. T. Partridge. 2nd Asst...SS. any GT RG

L. M. Wiley. Chief MS. 730 GT O

W. H. DouKlas. 2nd Asst. JrtS. any GT O

SAN FRANCISCO

R. W. Graham. Chief SS. any GT RG

F. H. Black. Chief SS, any GT RG

R. J. Ryder. Chief SS, any GT RG

L. L. Chandler. 1st Asst SS. any GT O

L. A. Cabral. Jr., 1st Asst. ..SS. any GT RG

J. H. Hurley, 1st Asst SS, any GT RG

J. M. Bell. 1st Asst SS, any GT RG

E. F. Fink, 2nd Asst. SS. any GT O

J. R. Bennett. 2nd Asst SS. any GT O

C L. Eversole. 2nd Asst... SS. any GT RG

W. E. AuEros. 2nd Asst. ..SS. any GT RG

W. E. Bellamy. 2nd Asst..-SS. any GT RG

O. R. Watkins. Chief MS. any GT 0

SEATTLE

V. I. Miller. Chief MS, any GT O

J. L. Taylor. 3d Asst SS. any GT O

Abbreyiations: SS is steamer: MS is motorship;
GT is gross tonnage; O is original license: RG is
raise of grade. All of these licenses are for ocean

TRADE LITERATURE

.hi Alco Diesel, a 16-page, hand-
somely-illustrated brochure in green
and black, i)ul)lishc(l by the diesel en-
gine division of the American Loco-
motive Company.

This book describes the Alco diesel,
with a range of ratings from 400 to
IZrX) horsei)ovver, and its ap])lications
in the tran>i)ortatioii, dredging, low-

boat, petroleum, agricultural, mining
and utility industries.

The locations of the shore side in-
stallations illustrated range from the
tropics to the Arctic Circle. The type
of floating equipment shown includes
excavating and mining dredges, tank-
ers, Coast Guard cutters, and tugs.

Searchlights for Marine Use, a
16-page book with buff and blue
cover, published by the General Elec-
tric Company as GEA-1099. Thor-
oughly describes and illustrates the
G. E. line of incandescent and carbon-
arc searchlights of the marine type for
both local and district control. Gives
much technical information on the use
of .searchlights.

Multiple Oil Film Bearing. Koppers
Company, Bartlett Hayward Division,
Baltimore, Md.. has just issued a
booklet describing its new Fast's Mul-
tiple Oil Film Bearing, for which
United States rights were obtained
last summer from Gu.stave Fast, fa-
mous designing engineer, who also de-
signed the Fast's coupling which Bart-
lett Hayward has manufactured for
many years.

The booklet outlines the history of
bearings, discusses the principle of
Fast's bearing, describes and illus-
trates its design, provides tables of di-
mensions and load capacities, dimen-
sions of standard bearing housings,
recommended shaft sizes, dimensions
of lock nuts and proper oil levels.

This bearing, like the Fast's self-
aligning cou])ling, carries the load on
a plurality of perfect wedge-shaped
oil films, which prevent metallic con-
tact and wear and eliminate vibration
and noise.

Elesco Superheaters is the title of a
24-page catalog just issued by Com-
bustion Engineering Company, Inc.,
New \'ork.

Details of construction of both the
ball-joint and the welded types are
covered, and numerous diagrams show
various arrangements for application
to different types of boilers and to
meet different conditions.

Control of superheat by means of
Ijypass dampers is explained. The
catalog is confined to stationary prac-
tice for a wide range in pressures and
tciiii)eratures.

V .\ <: I K 1 C; M A K I N K REVIEW

KnOUILEDCE IS THE SIRRIGHT
COURSE TO RDURRCERIERT

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansotne Street, San Francisco, California.

SufJtcUUt<^ in

The U. .S. Maritime Commission has
been warned by a Navy Department
letter that several merchant vessels
have not responded to blinker signal
requests for identification, and that
henceforth Navy vessels will fire a
warning shot across the bow of any
craft which ignores such blinker sig-
nal recjuests. The letter further charges
that licensed deck officers of the
American merchant marine are "gross-
ly ignorant" of the use of Morse code
by lamp and fiag signal.

On the strength of the above report
of the Navy Department, the Bureau
of Marine Inspection and Navigation
has made a recent ruling to the effect
that all seamen or deck officers of the
merchant marine going up for exam-
ination for original licenses or raise of
grade must be able to receive and send
100 per cent at the rate of six five-
letter words per minute by blinker and
eight words per minute by semaphore.

An up-to-date, condensed, pocket-
size book containing all necessary
forms of signaling has been prepared
recently and should be of interest to
any man who follows the sea, either
professionally or for pleasure, and
may be purchased in any leading
nautical store for a very small sum.

In view of this cracking-down on
signaling, "The .Skipper" has answered
the following ciuestions, which nj)-
peared in a recent Bulletin and .irc

common to all grades of masters and
mates' examinations, whether ocean or
coastwise, no matter what the length
of the route.

QUESTION

Describe: (1) The method of sig-
naling by use of the International
Code flags. (2) State what flags are
used to introduce; (3) punctuate; (4)
close s]ielliiig signals. (5) How man)-
flags are used in such a hoift? (6)
.State how a numeral signal is made.
(7) H(nv many flags are used in a
hoist ?

ANSWER

A signal is said to be sujierior to
another when hoisted before, either as
regards time or hoist. It is said to be
inferior to another when hoisted after,
either as regards time or hoist.

(1) METHOD OF SIGNALING
How to Make a Signal:

Shi]) \ (ihe transmitting shij)),
vvishing to make a signal to ship B,
should hoist F/s signal letters superior
to the signal; if this is not done, then
it will be understood that ship A is
addressing all shii)s within visual sig-
naling distance.

If it is not jiossible for ship A to
determine the signal letters of ship B,
then A should hoist first the gnjuj)
V H, meaning, "^'()U should hoist your
signal letters," and at the same time
lioisl her own signal letters.

If this fails then ship A should hoist
the group N M J, meaning, "I wish
to signal to vessel — s (number indi-
cated if necessary) on bearing indi-
cated from me."

Each hoist should be kept flying un-
til ship B hoists her answering pen-
nant "close up."

When ship A has finished signaling,
she is to hoist the answering pennant
singly after the last hoist of the signal-
ing, which indicates that the message
is completed.
How to Answer a Signal:

.Ship B (the receiving ship, or ship
signaled to), on seeing the signal made
by ship A, hoist her answering pen-
nant at the "dip."

When A's hoist has been under-
stood, B hoists her answering pennant
"close up," and keeps it there until A
hauls her hoist down.

I) then lowers her answering pen-
nant to the "dip," and waits again for
the next hoist, and so on until the
signaling is completed.

If the flags in A's hoist cannot be
made out, or if, when the flags are
made out, the purpose of the signal i.s
not understood, B keeps her answer-
ing pennant at the "dip" and hoists an
ajjpropriate signal from the code to
inform the transmitting shi]) (ship A)
the reason of her inability to read the
signals.

Again, when ship B can distinguish
the signal made by .\, but cannot un-
derstand the ])urport of it, then B
should hoist the signal V B, meaning.
".Signal is not understood thf)ugh
flags are distinguished."

When slii]> /\ has repeated or recli-

M.4RCH, 1940

fied her signal and B thoroughly un-
derstands it, then B hoists her answer-
ing pennant "close up."

(2) X is used to introduce bearing
signals.

T is used to introduce time signals.
P is used to introiluce position sig-
nals.

(3) A decimal point between nu-
merals is to be signaled by inserting
the answering pennant where it is de-
sired to express the decimal point.

(4) The answering pennant over G
indicates that the spelling of words is
completed, and that the signals which
follow are to be looked up in the code
in the usual manner.

(5) One flag in (2) and (3) and
two flags in (4).

(6) By the numeral pennants of the
code, all of which are pennant-shaped,
and therefore require no further sig-
nal to indicate that they represent
numbers.

(7) A hoist consists of one or more
groups displayed from a single hal-
yard.

QUESTION

How would you exchange chron-
ometer times by flag signal ?
ANSWER

Time is to be e.xpressed in four fig-
ures, of which the first two denote the
hour (from 00 = midnight up to
23 = 11 P. M.), and the last two
denote the minutes (00 to 59).

When signaling time in coded mes-
sages, the four figures indicating hours
and minutes are to be signaled by four
numerals preceded by and joined with
the letter T to form a single group,
thus T0734 would indicate the time as
7h-34m A. M.

When signaling the exact time for
comparison of chronometers, the ex-
act time will be that moment at which
the signal is (sharply) hauled down.
QUESTION

How would you signal a vessel
whose call letters were unknown to
you when there are several such ves-
sels present?

ANSWER

I would hoist the group X M J,

meaning, "I wish to signal to vessel on

bearing indicated by me," at the same

time giving bearing of vessel from me.

QUESTION

How do you signal to a .sh(jre sta-
tion bj' means of the International
Code ?

ANSWER

The one letter signal "Z" is provi<lcd

for the use of ships wishing to signal
to a shore station. It may be by either
flag or flashing. After it is acknowl-
edged by the shore station, the regular
procedure as between ships is used.
QUESTION

Ciive the "urgent signals" in both
the codes.

ANSWER

F — I am disabled. Communicite
with me.

K — You should stop your vessel in-
stantly.

L — You should stop. I have some-
thing important to communicate.

O — Man overboard.

P — In harbor (blue peter) — All
persons are to repair on board, as
the vessel is about to proceed to sea.
(Note: To be hoisted at the foremast
head.) At sea — Your lights are out or
burning badly.

R — The way is off my ship ; you
may feel your way past me.

U — You are standing into danger.

V — I require assistance.

W — I require medical assistance.

Z — To be used to address or call
shore stations.

QUESTION

Why are plurals never used in the
International Code Book? How do
you know whether to regard the words
as singular or plural ?

ANSWER

The use of plurals in the Interna-
tional Code Book would cause great
confusion.

Wishing to send a message in the
plural, I would hoist the group A G Z,
meaning, "Group which follows is to
be read in the plural."

Wishing to send a message in the
singular, I would hoist the group A
H A, meaning, "Grou]) which follows
is to be read in the singular."

QUESTION

When meeting a squadron, do you
ilip to all the ships? If not, to which
one ?

ANSWER

Dip to the flagship only.

QUESTION

What is the procedure when a man-
of-war desires to signal a merchant
vessel ?

ANSWER

When a man-of-war wishes to com-
municate with a merchant vessel, she
will hoist the code pennant in a con-
spicuous position and keep it flying
during the whole of the time the signal
is being made.

QUESTION

.Should an ensign ever be made up
and broken out ?

STORM WARNING SIGNALS

[U. S. Department of Agriculture, Weather Bureau]

OAV SIGNALS (Ftag^)

r

Red

BUck

^

>

NIGHT SIGNALS (L.a

Sketch of storm warning signals.

PACIFIC MARINE R K V I K W

I

ANSWER

No, never.

QUESTION

Exi)lain the procedure of signaling
by use of the International Morse
Code.

ANSWER

The transmitting ship makes the
call sign AA AA, etc. The receiving
ship answers with the answering sign
TTTTTTTTTTT, etc. The transmit-
ting ship now carries on with the mes-
sage right through the end, when she
makes the ending sign AR, which will
be answered by the receiving ship by
R (message received). Should the re-
ceiving ship miss a word or group, she
is immediately to make the repeat sign
UD, and on seeing this, the transmit-
ting ship will cease signaling and then
go back a few words or groups and
continue the message.

QUESTION

What does the letter "W" mean
when used singly?

ANSWER

The letter "W" when used singly
signifies, "I am unable to read your
message owing to light not being prop-
erly trained or light burning badly."
This is to be made by the receiving
ship at any stage of the message, if
required, and is to be answered by the
transmitting ship showing a steady
light until the receiving ship is satis-
fied with the light and ceases to make
W.

QUESTION

Sketch the storm warning signals,
and state where these are displayed.

ANSWER

Storm signals are displayed by the
U. S. Weather Bureau at all Coast
Guard Stations and numerous places
on the coasts of the United States and
the Great Lakes. Most of these sta-
tions are equipped for signaling by the
International Code, and are prepared
to transmit by telegraph and radio the
message of passing vessels.

/I

Handbook of English, by Clarence
Stratton ; .350 pages bound in red with
black stam])ings ; published by Whit-
tlesey House, a division of the Mc-
Graw-Hill Book Company, Inc. ; price,
$2.75 net.

Dr. Stratton is lecturer in English
at Western Reserve University, and
directing supervisor of English in
Cleveland High Schools. This book
may therefore be taken as an authori-
tative American guide to correct us-
age. It is in dictionary form, and cov-
ers all of the important and often
troublesome problems of spoken and
written language.

It makes a very handy and useful
reference book for all users of English
from the viewpoint of correct Amer-
ican usage. The treatment is fresh and
thought-provoking, so that the use of
this volume as a reference should in-
spire creative activity.

Diesel Catalog : The Diesel Power
& Machinery Company, with offices in
Chicago, Memphis, New York and
Los Angeles, announce a new loose-
leaf type of perpetual catalog, which
is available to individuals and com-
panies interested in used diesels, power
machinery and equipment. This cata-
log will furnish up-to-date informa-
tion on the machinery available, and
as motors are added to the line, or are
sold, such information will go out to
those holding the perpetual catalog.
Thus it will always be a ready refer-
ence for those desiring the best in used
diesel equipment or other powered
machinery.

A copy of this catalog may be se-
cured by writing to the Diesel Power
& Machinery Company in care of this
magazine.

Hose Hints, a 32-page, profusely
illustrated, 8l4" x 11" booklet in black
and orange, published by the LTnited
States Rubber Company.

This book was prepared in order to
assist prospective buyers and present
users in the intelligent selection of the
proper hose for their needs and in its
correct care and maintenance, so that
they may obtain the longest possible
trouble-free life from the various
varieties of hose that they may be us-
ing. The result is an excellent hand-
book on industrial hose, its selection,
use, maintenance and repair.

The book contains six pages of use-
ful tables of data pertaining to the
physical characteristics of hose itself
and of certain lic|uids and gases com-
mnnlv conveyed by hose.

Marine Reduction Gears, a 12-page
booklet in green and black, illustrated
with many halftones of gears and of
ships. Publication B-2200, Westing-
house Electric and Manufacturing
Company.

This book sketches the development,
construction, application, operation
and maintenance of Westinghouse re-
duction gears for marine turbine drive
on ships of the merchant marine, the
Coast Guard and the Navy. The first
unit was tried out a little over thirty
years ago. Today Westinghouse gears
are transmitting over 3,000,000 shaft
horsepower on American flag vessels.

(Continued from page 37)

keep the ship in touch with both ends
of her route from any intermediate
point was installed by the Mackay
Radio & Telegraph Company, and in
the wheel house there is a Mackay
radio direction finder and indicator.

Mechanical engine room telegraphs
and the intercommunicating telephone
system were supplied by the Marine
Division, Bendix Aviation Corpora-
tion.

A Fathometer for visual indication
of depth of water under ship's keel
was installed in the chart room by the
Submarine Signal Company.

An electric sounding machine was
supplied by the A. Lietz Company of
San Francisco. Another San Francisco
product in evidence was the Plant-
Mills Engine Direction Indicators.

Electric Tachometer Co. revolution
indicators are installed in the \vheel
house.

A Leslie air whistle controlled from
wheel house is installed on the stack.
Emergency Equipment

The Mormacpenn is a one-compart-
ment ship. That means that she can
float safely with any one of her com-
jiartments open to the sea and flooded.
Her complete complement of passen-
gers and crew aggregates 58 persons.
On her boat deck she carries two
\Velin metallic lifeboats hung in Welin
(juadrant davits, one boat port, the
other starboard. Each of these boats
is certified for 59 persons. She al.so
carries a workboat on davits on star-
board side of boat deck. This boat has
a capacity for 14 persons. It will be
seen that total boat capacity is nearly
250 per cent of total complement.

MARCH, 1940

1939 PnoKfA^eU

IN ELECTRICAL WELDING

The upswing in the shipbuilding in-
dustry during the past year brought
about a corresponding demand for
heavy welding equipment, particularly
of the multiple-operator type. By their
very nature, multiple-operator sets are
ideally suited to use in shipyards be-
cause in this service the individual op-
erator's duty factor is low, the load is
concentrated, and space for portable
welding equipment is at a premium.

In other fields, an expanded use of
a-c welding was particularly notice-
able. Generally speaking, the trans-
former-type welder proved to be the
most popular a-c equipment, probably
because of its higher efliciency, lower
no-load loss, and absence of mainte-
nance expense as compared with rotat-
ing-t)-pe apparatus.

An increase in the application of
automatic electric arc-welding heads
during 1939 was especially note-
worthy. Improvements in electrodes
for this use, and the general business
improvement, played an important
part in the wider demand for such
equipment.

New Multiple-operator Equipment

A redesigned 1,500-ampere, con-
stant-potential arc-welding set offers
more compact construction, improved
appearance and lighter weight. In ad-
dition, greater convenience for the op-
erator has been brought about by
mounting the control for the motor
and generator on the base.

Constant-potential motor-generator
sets are ideally suited for supplying
the heavy current demands of modern
automatic welding and the exacting
requirements of production hand-
welding by a number of operators.

These redesigned multij>le-operator
equipments are ordinarily ecjuipped
with standard d-c or polyphase a-c
motors, but where power-factor im-
provement is desirable they can be
supplied with synchronous motors.

Diesel-driven Single-operator Arc
Welders

Newly introduced was a 300-amp.
arc welder driven by a 4-cylinder

By R. F. WYER

Industrial Department

General Electric Company

Caterpillar diesel engine, with starting
engine and clutch. The unit is partic-
ularly of interest where a welder is
used 2,000 hours or more per year,
since a diesel engine saves in the
neighborhood of 75 per cent of the
cost of fuel ; it requires half the vol-
ume of fuel ; and the fuel cost per
gallon is also in the neighborhood of
one-half. To jtistify the added invest-
ment with a diesel, however, the
welder must be used a good part of
the time.

A 200-amp. arc welder driven by a
4-cylinder Hercules engine was added.
It has no self-starter, and has a lower
price. In this connection it is interest-
ing to note that some contractors in-
sist on a hand-cranked machine be-
cause of their experience with batter-
ies being stolen or replaced with old
batteries by unauthorized persons. The
new welder is unusually quiet, since it
is cushioned in rubber and mounted on
a fabricated steel base. It fits cross-
wise in a truck body, and is provided
with a lifting eye for easy handling.
The weight is 1,220 lbs.

Extend Range of Arc Welding
Transformer

To extend the range of the 150-amp.
arc-welding transformer announced
the previous year, 100- and 200-amp.
ratings were developed. Small size and
weight and easy operating stepless
control for fine adjustment of current
are featured. These transformers are
in red gloss finish with black top and
bottom plates.

Electrodes

Cons])icuous in a new line of elec-
trodes for both manual and automatic
operation is one (Type W-24) espe-
cially suitable for high-speed, single-
pass, horizontal-fillet welding where

good appearance is a required factor.
While primarily intended for a-c
welding, this electrode can also be
used with d-c equipment.

Two new plants for the manufac-
ture of electrodes were erected during
the year, one at Baltimore and the
other at Cleveland.

Preventing Corrosion of Lap Welds

Gl3'ptal No. 1294 Gray and Red
were developed to meet the need of
fabricators for materials which, when
applied to metal to be lap welded,
would prevent corrosion at the point
where the plates overlap. They are a
pigmented version of the previously
announced Glyptal 1294 Clear, and
will, like the latter, prevent the ad-
hesion of weld spatter when applied
to parts before welding. On lap welds
they will prevent corrosion at the over-
lap. At the same time, they will pro-
tect unwelded plates in storage for
longer periods than Glyptal No. 1294
Clear without losing their protective
qualities. They serve as an excellent
base for painting. Outdoor weather
tests with Glyptal No. 1294 Red show
no signs of breakdown after more than
two years. Glyptal No. 1294 Gray is
mainly used with the resistance-weld-
ing process.

Resistance Brazing

For incandescent carbon-resistance
brazing there was brought out a new
outfit, comprising a low-voltage trans-
former, control foot switch, brazing
tongs and interconnecting cables. The
newly-designed brazing tongs have a
fixed hinge and only one adjusting
screw, and are of such small size that
they are applicable to work in re-
stricted space. The jaws, of nickel-
chromium alloy steels, have high
strength at elevated temperatures. The

I' A C I !■ I C M A R I N K R E V I E

coi)per straps conducting current into
the jaws and thence to the carbon
blocks are silver-brazed to the jaws.
This brazing process has been used
widely in General Electric factories
many years, but outfits previously
available were more expensive, and
hence fields of application were lim-
ited.

Weld Recorder

Particularly advantageous for spot
welding on aircraft, railway equip-
ment and other structures where faulty
welding would be disastrous, is a weld
recorder, which is a recording instru-
ment, warning device and lockout con-
trol. When a variation of the electrical

input is outside preset allowable limits
for successful spot welding, a bell
gives a continuous audible signal, the
weld-initiating circuit is opened auto-
matically and subsequent welding is
prevented until a pushbutton is
pressed. Simultaneously it records on
a paper chart the variations of elec-
trical input to the primary for each
weld, compared with the predeter-
mined normal, and indicates visually
the per cent variation. The weld re-
corder includes an ampere-squared
second recording instrument, a cur-
rent transformer with taps on the
secondarx' to provide a wide range of
adjustment, and other associated re-
lays and potentiometers.

Something New

In Cargo Handling Gear

Since a steamer only produces
revenue when either steaming at
full speed with a good cargo be-
tween ports or handling cargo in
or out of as many hatches as pos-
sible when in port, it follows that
cargo handling equipment is as im-
portant as the propelling machinery.

When we speak of cargo handling
equipment, we refer principally to
cargo booms or derricks, and
winches. If the average life of a
steamer is assumed to be twenty
years, the cargo booms have to be
hoisted and lowered and their posi-
tions changed many times, and it is
in connection with handling the
cargo booms that we propose to in-
troduce a change for the better.

Let us consider a modern steamer
coming into port. Such a vessel has
from 12 to 24 cargo booms, each of
which is SO or more feet in length.
As equipped at present, it is neces-
sary for the chief officer to have his
crew turn to several hours before
reaching port. Each set of gear con-
sists of two winches and two
booms. In order to hoist a cargo
boom, the w^inchfall has to be taken
off the drum. If there is no nigger-
head, or in the case of a heavy
boom, the boom lift has to be made
fast on the drum. The boom is then
hoisted, or, in sailor's language,
"topped," .-md the topping lift is se-

cured to cleats on the mast. After
running the topping lift off the
drum, the winchfall has to be se-
cured on the drum and the perform-
ance repeated as many times as
there are booms on the ship. The
mate heaves a sigh of relief if this
work, which takes from two to four
hours, is performed without an ac-
cident.

There is now being manufactured
in .Seattle by the Markey Machinery
Company. Incorporated, an improved
type of cargo winch, which provides
safe and efficient means to hoist and
lower a \ essel's booms in a much
simpler and more efficient manner,
thus increasing efficiency, making a
dangerous operation less hazardous
and effecting a saving in operating
costs.

On the new winch tw^o drums are
provided, one for the winchfall or
runner and one for the wire topping
lift, which is permanently^ secured
on this drum. A clutch arrangement
controls distribution of power to the
drum to be used, leaving the other
drum free. When the boom is in
the desired position a brake is set
u]), a dog or pawl is engaged on the
topping lift drum, and after shifting
the clutch; disengaging the topping
lift drum and engaging the bull-
wheel of the drum holding the
winchfall. the l)oom is set. It is pro-

posed to install a stopper on the
mast through which the topping lift
leads at all times. This stopper op-
erating with a screw, provides
means to support the boom and pre-
vents the lift taking charge while
the clutch is being shifted w^hen it
becomes necessary to trim the der-
ricks higher or lower.

Practical men hail this new winch
as an improvement which has long
been overlooked. Besides minimiz-
ing the danger of falling booms,
with resultant injury to personnel
and damage to equipment, the new
winch prolongs the life of the wire
topping lift, due to the fact that this
lift is always coiled on the drum.
When it becomes necessary to shift
the booms while a big gang of long-
shoremen is standing by, great sav-
ings in lost time are effected.

The topping lift drum can be in-
stalled on standard winches now in
use, and the cost of installation will
be offset by the saving effected in
cargo operations. The safety factor
alone should make the improvement
worth while.

This double-action winch was de-
signed by Captain John F. Grun-
bock, who is now safety engineer
for the Waterfront Employers of
Seattle, and has been connected with
shipping out of Seattle since 1906.

Patent has been applied for, both
steam and electric drive.

The ^larkey Machinery Company
is represented in California by Geo.
E. .Swett & Co., Engineers, of San
Francisco.

W. W. Williams, General Mana-
ger of The Babcock & Wilcox Tube
Company. Beaver Falls, Pa., is re-
linquishing his postition as of March
first to go into business for himself
on the Pacific Coast.

Mr. Williams became associated
with the B&W organization in 1929
as sales consellor and became in
turn General Sales Manager and
General Manager of the B&W Tube
Company. The Eastern climate
greatly aggravated a bronchial con-
dition which finally became so pro-
nounced as to necessitate his mov-
ing to the Pacific Coast.

lie will shortl)' announce details
of his new business venture.

MARCH, 1940

0^

iU<H

SHIPS in THe mpKinG

LATEST NEWS FROM AMERICAN SHIPYARDS

BETHLEHEM LAUNCHES

VICTOR H. KELLY

AT SPARROWS POINT YARD

An important addition was made
to the fleet of modern American
tankers when the Victor H. Kelly
was launched January 6 at the Spar-
rows Point Yard of Bethlehem Steel
Company, Shipbuilding Division.
The new vessel, built for Union Oil
Company of California, will be used
in regular service on the Pacific
Coast. It was named for Victor H.
Kelly, vice-president and director of
sales, Union Oil Company. Mrs.
Alice Marie Person, of Glendale,
Calif., Mr. Kelly's daughter, chris-
tened the ship.

The Victor H. Kelly has a dead-
weight of about 13,000 tons and a
tank capacity of 101,403 barrels, or
4,258,924 gallons, of oil. The cargo
tank space is divided into 24 com-
partments, allowing many grades of
oil to be carried at one time. Pump-
ing capacity is designed to load or
unload the vessel in less than 12
hours.

The principal dimensions are as
follows :

Length overall 463 ft.

Molded beam 64 ft. 9 in.

Molded depth _ 34 ft. 10 in.

Draft 28 ft. 6 in.

Speed 13 knots

The propelling machinery con-
sists of a single screw installation
of Bethlehem-buiit steam turbines,
developing 3500 shaft horsepower.

• Specifications for Transpacific

P-4 Passenger Liners

On February 13 the U. S. A'laritime
Commission issued plans and .specifi-
cations for the long-heralded I'-4 de-
sign of passenger liner, and called for
bids from American .shipbuilders on

Union Oil of California tanker Victor H. Kelly ready for launching
at Bethlehem's Sparrows Point Yard.

two such ves.sels. The bid tenders are
returnable up to May 7, and will be
opened on that date.

These vessels are to be the largest
ever constructed in the United States,
and will be 759 feet long overall, with
a beam of 98.2 feet at water line, a de-
signed displacement of 35,000 tons
and a sea speed of 24 knots. They will
have a passenger capacity of 1,000, a
crew of 500, and a cargo (bale) cubic
of 535,OrX) cu. ft.

Built for ea.sy conversion to air-
plane carriers, they will have funnels
offset to the starboard side, leaving a
fine open sports deck. The Commis-
sion estimates a cost of $22,000,000
each, so that they should be quite
luxurious.

• Bethlehem Launchings and
Keel Layings

The Sparrows Point Yard of Beth-
lehem launched their Hull No. 4338,
a cargo liner for the Mississippi Ship-
ping Com]iany, and she was christened
Delorleans by Mrs. Pedrick, wife of
the vice-president and operating man-
ager of the owning firm.

The Union Plant at San Francisco
on February 26 launched a large pine-
ajjple barge for Young Brothers,
Honolulu. This barge will be towed to
Honolulu by the Young Brothers tug
Mamo, a big Fairbanks Morse diesel
job that was built at Union Plant
some years back and has been making
great records in inter-island and ocean
towing.

PACIFIC MARINE REVIEW

Xi-^A"

(i^h.

^:m'^^<^^^\

SHIPBUILDERS
and ENGINEERS

OAKLAND PLANT

Dry Dock, ""(^ Mac/line Shoj:^

Dry Dock, cap.: 12,500 Ions

Length 450 feet

FOOT OF FIFTH AVENUE
Tel.: GLencourt 3922

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

Three Plar\ts
SAN FRANCISCO OFFICE AND PLANT

Machine Shop

and
Gerxeral Repairs

1100 SANSOME STREET
Tel.: SUtter 0221

ALAMEDA PLANT

Two Dry Docks

3,000 tons and 5,000 tons

capacity

FOOT OF SCHILLER STREET
Tel.: ALameda 0533

GENERAL ENGINEERING
and DRY DOCK COMPANY

Union Plant on January 19 laid a
keel for the first of its five C-1 type
cargo steamers, and shortly after the
pineapple barge is off the ways, will
lay a second keel.

Staten Island Plant on February
2 laid keels for two of five C-1 type
cargo steamers building there for the
Maritime Commission. This yard on
January 25 had delivered the U. S.
Navy fleet tug Navajo.

• Fine Tuna Clipper Delivered

On February 21 the Harbor Boat
Building Co. of Terminal Island, Cali-
fornia, delivered the "tuna bait fish-
ing" vessel Madeirense to Madeirense
Inc. of .San Diego. This vessel is 125
feet long, 28 feet beam and 14 feet
depth, with a gross measurement of
5(K) tons. .She is propelled by a 600-
H.P. Fairbanks Morse diesel engine
and three auxiliary generating sets ag-
gregating 450 H.P. She is equii)ped
with quick - freezing refrigeration,
makes 12 knots speed and cost $185,-
0(X).

• Federal Yard Laying Down
and Sliding Off

Federal laid a keel on January 22
for the first of five C-1 cargo steam-
ers. On January 10 this yard had de-
livered another C-2 cargo vessel, the
Flying Fish. On January 27 Hull No.
162 had been launched and christened
Sea Fox, and on February 24 Hull
No. 163 went over and was christened
Sea Hound by Mrs. John E. Schmelt-
zer, wife of the assistant director of
the Technical Division of the U. S.
M;iritinie Coniniissinn. Here's hoping

the hound won't chase the fox away
from the outfitting dock.

h'ederal is preparing to put over an-
other double launching on March 9,
when the destroyers Plunkett and
Kearny will both take their initial dip.

• Ingalls Shipbuilding Corporation

This firm has two yards, and re-
ports completion by March 1 of two
flat deck barges for the West Vir-
ginia Pulp and Paper Co. They have
four C-3 vessels on the ways at their
Pascagoula plant, and expect to launch

C-i stem assembly on welding platen, Ingalls Yard, Pascagoula, Miss.

U. S. Maritime Commission's C-3 vessel Sea Star as she will appear when finished-

Launching of Moore-McCormack Line's C-3
cargo vessel Sea Fox at the Federal yard,
Kearny, N. J., January 27. The lady bottle-
smasher is Mrs. Johiah W. Bailey, wife of
Senator Bailev.

the first hull in April. T'oiir more C-o
I. N. passenger and carjjo vessels are
contracted for.

• Newport News Launches One
and Lays One

On January 26, 1940, Newport
News Shipbuilding and Dry Dock-
Company launched their Hull No. 371,
which was christened Esso Kaleigh.
This is the second of the three big.
fast national-defense feature tankers
building at Newport News for the U.
.'^. Maritime Commission and the
.Standard Oil Company of New Jersey.

Keel for Hull No. 372, third of
these tankers, was laid on the vacated
way on February 5.

keel for Hull No. 382, fourth of
the seven C-3 combination passenger
and cargo vessels building for the
njund-the-world services of the Amer-
ican President Lines, was also laid on
I'ebruary 5.

• Western Pipe & Steel Co.

\\ ithout cerenion}', and very quietly,
the Western Pipe and -Steel Company
on February 0 laid the keel for the
First of five C-1 motor cargo vessels
for the U. S- Maritime Commission.
This is the first keel for a seagoing
ves.sel in this vard for nearlv 20 vears.

A LARGE CHARTER PARTY

The Maritime Commission on Feb-
ruary 21 announced award to L'nited
Slates Lines Company of the F"ar East
and Atlantic, (Julf-Australian services
of the American Pioneer Line under
competitive bids submitted on Febru-
ary 7.

The award was made under the
bareboat charter ]»rovisi(jns of the in-
vitation for bids.

'i"he United -States Lines Comjjany

offered $7,5(X) for purchase of the
trade name and good will of the
American Pioneer Line, owned by the
Commission. Its bid to charter the
ships, also owned by the Commission,
were as follows : Per month

M.S. City of Dalhart $4,776.20

M.S. City of Elwood 4,740.32

M.S. City of Rayville 4,706.00

M.S. Jeflf Davis 4,775.16

M.S. Potter 4,680.00

M.S. Tampa 4,742.40

M.S. Wichita 4,756.44

M.S. Yomachichi 4,802.20

S.S. Capulin 4,160.00

S.S. Collamer 4,167.80

S.S. Independence Hall... 4,160.00

S.S.Quaker City 4,167.80

This makes a total charter hire for
the 12 ships of $54,634.52, or $655,-
')14.64 ])er year.

MORE NATIONAL DEFENSE
TANKERS

The Maritime Commission an-
niiunccd on February 9 that con-
struction of a new series of 6 na-
tional defense tankers will begin
shortly. These ships are part of a
24-tanker program to be undertaken
by private operators, with the Mari-
time Commission paying the cost of
certain defense features incorporated
in their design.

The new series is to be built b)^
the Socony-Vacuum Oil Company,
Inc., of New York. The vessels will
be ;i];pro.\imately 500 feet overall,
with a beam of 68 feet, a designed
s])ccd of 16J/2 knots and single screw
propulsion.

Plans and specs for this new ser-
ies of tankers are now in the esti-
mating departments of many ship-
building firms, with bids rcturnal)le
on or ])efore March 19.

Dependable
Insurance
Since 1863

'y/re • Automobile • Marine • Gasua/fy • 'yide/ity • Surety

iREMAN's Fund Groud

I 'Jireman's'yund Insurance Company — Occidental Insurance Company I
I Nome 'yire & Marine Insurance Company I

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Strength

Permanence

Stability

Me4^ A(falMAi tU& Sea

The Prosaic Routine Voyage Report of the Master
of an American Intercoastal Cargo Steamer

To the officers and men aboard
strong steel hulls driven by powerful
engines, there comes now and again a
test that brings out the latent urge of
the human will to overcome the sav-
age forces of nature. A ver}' apt illus-
tration of this is found in the docu-
ment prepared by Captain J. H. Masse
of the S. S. Nevadan, reporting the
arrival of his ship at Los Angeles,
9 :24 a. m., October 29, 1930. We quote
this report as reproduced in the Bul-
letin of the Bureau of Marine Inspec-
tion and Navigation :

The vessel had occasional spells of
overcast and rainy weather from the
canal, typical of this area at this sea-
son of the year, until the afternoon of
October 24. Starting about daybreak
of October 24 wind came in from
ESE, a moderate breese throughout
the day until 4:00 p. m. when the wind
came in strong. During this period zvc
had occasional tropical rains with no
indication of any disturbance in the
vicinity, barometer ranging from 29.72
to 29.84 as it had been since leaving
the Canal.

At 2:00 p. m., we had Point Telmo
abeam about tivelve miles. .It 3:17 />.

m. Black Head abeam 15 miles. At
6:35 p. in. Mancanillo Bay light
abeam. From this you can see visibil-
ity, except for the occasional rains,
was very good.

At 8:00 p. m. I received an advis-
ory zvarning from San Francisco
7vhich read "Tropical disturbance is
centered near and Southwest of Man-
zanillo with minimum probably 29.50
inches and moving northivestward."
Wind at this time was blowing a mod-
erate gale behind us with the usual sea
accompanying it. The vessel was
steaming along better than thirteen
knots al the time the barometer read
2').72.

At 11:00 />. III. barometer started
dropping noticeably to 29.67 and blow-
ing a fresh gale behind us. Indications
zvere that the storm center was be-
hind us and approaching us, so I al-
tered the course slightly to the left and
ran for sea room.

.It midnight barometer zvas 29.61
■:i'iiid slill blowing a fresh gale behind
IIS. .It 1 :fX) a. m. barometer had
dropped 29.53. The wind had built up
quite a sea by this time having blown
from the one direction practically all

day, and the vessel started rolling very
deeply. At this time one of the boilers,
on deck abreast No. 2 hatch, broke its
lashings and with the next deep roll
ivent overboard. A second boiler was
adrift but zve were able to get it
chocked and temporary lashings
passed and this way ivas able to
save it.

From one o'clock on the barometer
dropped fast. Betzveen four and five
a. m. it dropped 1.3 inches to 28.00
and at 5 :30 a. m. reached as low as
27.40. The center was passing over the
ship. Wind and rain let up but moun-
tainous seas continued to roll in from
all sides. Looking over the ship at this
time our only real casualty was the
boiler on deck abreast No. 2 hatch.
[Various canvas covers were blozvn
away but everything else zvas appar-
ently tight.

Immediately the storm center had
passed winds came in once again of
hurricane force with the attending
mountainous seas. Visibility was nil;
in fact, breathing without a tozvel over
one's nose zvas difficult, the air zcas
so saturated with sea zvater. With the
great difference of pressure within the

MARCH, 1940

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX RRE INS. CO.

Commercial Hall OcpU
AUTOMOBILE INS. CO.

i^lATllEWS & LIVIIVCiSTON

Marine Underwriterb

200 BUSH ST. SAN FRANCISCO

Offices at: Colman Bldg. - Seattle 111 Weat 7th St. - Loi AnEelea

ship as against the pressure n'ithoiit
and the added impetus of hurricane
winds, tarpaulins on No. 2. 5, 6, and 7
hatches burst open and in some cases
blezv azvay, thus allounncj the sea ti'ater
to find itself into the ship. Apparently
a heavy sea or seas carried otcav No.
5 boom rest and N'o. 5 booms came
adrift. U'ith the deep heavy rolling of
the vessel, the booms weakened the
mainmast shrouds. The Mate and Sec-
ond Mate lassoed the No. 5 booms and
lashed them on deck. The heavy roll-
ing, hozi.'ever, xvas too much for the
mainmast zi'ith the already weakened
shrouds, and it fell on deck, fouling
the steering rods.

Immediately conditions were such
that it was safe to allow careful men
to go to the mainmast, the Chief and
Second Officers picked their men and
with fire axes proceeded to cut adrift
the mainmast from the shrouds, stays,
fouled guy pennants, topping lifts,
etc., to get it overboard and clear of
steering rods, also trailing gear liable
to foul propeller. Engines were han-
dled as little as possible to avoid footl-
ing propeller — coming astern on en-
gines so gear would trail fortvard and
keeping stern into the heavy sea to
reduce rolling as much as possible.
The mainmast overboard and hatches
covered, we were on our course for

Los .liigcles at 9:25 a. in.

The cooperation of the zvholc crezv,
officers, and men, is commendable.
J he officers kept me informed from
their different positions as to condi-
tions about the ship and decks; attend-
ing telegraph for correct engine move-
ments, and seeing that helmsmen un-
derstood my orders. The engineers
icorked hard to keep engines going
under adverse conditions zvhere floor
plates in many instances zvere lacking,
having been rolled out of place by the
e.rccssiz'c nioz'cinent of the ship. The
Chief and First .Issisiani Engineers
z^'hen they zvcre able to get azvay from
the engine room came to me and asked
n'liat ihcy could do; zvhcn I informed
them of the steering gear and the
ship's [precarious position, they zvorked
around a threatening, possible crush-
ing, mainmast boom table and put the
sleering rod in order. This zvas very
commendable considering the danger-
ous spot in which they had to work.

The attitude of the men, after the
storm, in doing their best to put things
back in shipshape, working on zvatch
and off to preserve the cargo and the
integrity of the ship, overliauling and
rcnezving cargo gear zvhere necessary
so that there zvould be no cargo delay
on arrival at Los Angeles, zvas com-
mendable.

Shipbuilding

Facilities Adequate

The Xational Council of American
Shipbuilders on January 18 made
public the results of a survey of
privately-owned shipbuilding facili-
ties in the United States, which was
conducted at the present period,
when the Maritime Commission's
building jjrogram is at its height.

Membership of the Council in-
cludes apjjroximately 80 per cent of
the capacity of the country's pri-
vately-owned .shipyards. The sur-
vey, however, was extended by the

C iiuncil 111 non-member yards, as
v\rll .IS 111 iliose of its own organi-
z.ilinn.

The survey sliowcil that tliere are
available S,? active shipbuilding
ways of .^00 feet or more in length,
suital)le for building seagoing ves-
sels in the I'nited States. It dis-
cln-cil ;dsi) that there are in ex-
isting shiiivards .37 additional ways
in ;i paiti.il state of dismantlement
which could readily be made avail-
able fur new construction if required

III meet any national emergency
need for ships.

The capacity of the 83 shipbuild-
ing ways at present active is not
less than 166 vessels of over 1,000,-
, 000 gross tons of average merchant
cargo ships or tankers or their
equivalent per year. Naval work
is now in progress on some of these
ways. This capacity readily could
be increased approximately 50 per
cent by conditioning the 37 inactive
ways now in a partial state of dis-
mantlement.

As to the location and size of the
active shipbuilding ways in this
country by districts, the survey
showed that a total of 62 ways are
on the Atlantic Coast. Forty of
these can take ships of 500 feet and
over in length, 12 can take ships up
to 500 feet in length and 10 can take
ships up to 400 feet in length. On
the Gulf there are a total of 7 ways,
of which 5 can take ships over 500
feet in length and 2 can take ships
up to 500 feet in length. On the
Pacific Coast there are 14 ways, 7
of which can take ships over 500
feet in length and 7 can take ships
up to 500 feet in length.

In addition to these coastal ship-
building facilities, the survey
showed that on the Great Lakes
there are 17 shipways occupied or
available, and 3 additional ways
which could readily be made avail-
able.

In announcing the results of the
survey of the country's shipbuilding
capacity, the National Council
stressed the point that while the
number of shipbuilding ways was,
of course, an important factor in
gaging the shipbuilding resources of
the country, it was by no means the
only factor to be considered, be-
cause in the final analysis ships can
be built only as fast as trained per-
sonnel is available, and the material
required for ship construction, such
as hull steel, machinery, auxiliaries,
etc., can be manufactured and as-
sembled.

I

(

PACIFIC MARINE REVIEW

PACIFIC
MARINE

Keaieiai

Visiting West Coast Shipyards

J. Lewis Luckenbach, president of the American Bureau of Shipping, is
currently en route to the Pacific Coast where he will make an inspection of
Western shipyards. Luckenbach will inspect the Moore Dry Dock Company
facilities in Oakland, Bethlehem's Union Plant in San Francisco, and the
Western Pipe & Steel Company yard at South San Francisco. Four C-3 type
carriers are building at Moore's ; and the Bethlehem plant and the Western
Pipe & Steel yard each have five C-1 type freighters on order.

Government Aid for Intercoastal Carriers

Drew Chidester, vice-president of the General Steamship Corporation, has
released a communication by O. N. Shepard of the Shepard Steamship Com-
pany, in survey form warning of the future of American shipping in the inter-
coastal trade and the need for the Government to extend every possible aid
in the present emergency.

Fred Doelker Announces New Grace Ship Progarnn

Fred L. Doelker, vice-president and Pacific Coast manager of the Grace
Line, upon his recent return to San Francisco from conferences in New York
with Daulton Mann, executive vice-president of the compan}', announced that
the Grace Line has agreed to purchase three fast new cargo ships from the
United States Maritime Commission.

At present the (irace Line operates five freighters of around .^,000 gross
tons each, in addition to six chartered vessels in the Pacific trade. This West
Coast fleet runs from Victoria, Seattle, Tacoma, Portland and California ports
down the coast to Mexico, Central America and various ports on the western
coast of South America, terminating at Valparaiso, Chile.

Doelker said the new vessels, single-screw ships capable of making si.xteen
and a half knots, would be able to replace the five old carriers and operate on
the same schedule, with a sailing every four weeks. They will be constructed
on the Maritime Commission's popular C-2 design, which has received world-
wide attention because of its economy in operation.

They will be 459 feet long and weigh 9,400 tons deadweight. Each vessel
will have 80,000 cubic feet of refrigerated space for carrying fresh fruit south-
bound and frozen fish and fruits northliound. The total cargo space of each
vessel will be .550,000 cubic feet, an increase of nearly 50 per cent over the
old ones.

Doelker stated the company carries on the outward sailings with shipments
of lumber, flour and general merchandise. The ships return with nitrates,
copper ores, cofifee, skins, etc. The five West Coast ships owned by the com-
pany are the Capac, Cuzco, Condor, Coya and Charcas.

The Grace Line is building two C-2 ships for its New York-Chile service,
the Santa Ana and Santa Teresa, which were launched last year and are now
nearing completion. In addition it has chartered two freighters from the Mari-
time Commission.

All of the new C-2s are to be powered by high i)rcssure steam turbines
developing 6,000 horsepower.

FRED L. DOELKER

M.\RCH, 1940

Daulton Mann, executive
\icc-president of Grace Line,
announces the appointment of
Monroe Douglas Robinson as
director of sales promotion for
the line. Mr. Robinson has in
recent years been interested in
sales promotion, publicity and
advertising.

Captain J. O. Porter, until
recentl)- connected with the In-
surance Division of the Mari-
time Commission, also having
served with the old Shipping
Hoard, has reached the retire-
ment age, and plans to devote
some time to traveling. As a
boy, Capt. Porter sailed in
windjammers, later in steam-
ers, and served in the Navy
during the Spanish-American
and World Wars.

A Report on Gjoa by Erik Krag

Erik Krag, vice-president of the Interocean Steamship Corporation, and
secretary of the Gjoa Foundation, reports that the Stuart Manufacturing
Company has completed a shelter for the historic discovery ship based in
Golden Gate Park -adjacent to the ocean highway in San Francisco.

New Executives for York

Stew.art E. Lauer, president of the York Ice Machinery Corporation, re-
cently announced the appointments of John R. Hertzler as general sales
manager and Ralph B. Meisenhelder as assistant to the president.

Mr. Hertzler entered the sales student training course of the York corporation
in 1927 and after two years training joined the air conditioning department. In
1930 he became active in sales engineering work in the corporation's New York
territon,- and in 1935 returned to York as manager of the air conditioning division.

In 1937, Mr. Hertzler was appointed general representative and in January was
given the important post of general sales manager, a position until recently occu-
pied by Mr. Lauer, president of the corporation.

Mr. Meisenhelder was born in York, in 1889, and joined the York Manufactur-
ing Company (the present York Ice Machiner\- Corporation) in 1906 as a clerk
in the pipe shop office of the factory at York. In 1917 he became manager of
the factory order department and in 1920 joined the York Products Corporation,
which was at that time the exclusive York distributor for the entire western part
of the United States, as manager of the accessories division.

In 1930 he returned to York as assistant to Mr. Lauer, who was then general
sales manager, and is now newly appointed assistant to the president.

Leigh Jones Now Manufacturers' Agent

Leigh S. Jones, for a number uf }ears purchasing agent for the Columbia
Steel Company at San Francisco, has opened his own business as sales repre-
sentative for several Eastern manufacturers, principally engaged in foundry
and heavy engineering work. The companies Jones represents are the Contin-
ental Roll and Steel Foundry Company of So. Chicago, Indiana ; National
Wrought Iron Annealing Box Co., Washington, Pa. ; International Mineral
and Metals Co., New York ; Vanadium Corporation, New York ; and Tread-
well Engineering Company of Easton, Pa. Jones" offices are in the Russ
Building at San Francisco.

Melvin Perlee of APL Honored

Melvin S. Perlee has been declared the outstanding engineering cadet in
the American President Lines fleet ! The announcement came from Joseph
R. Sheehan, president of the line, who presented young Perlee with a blue
ribbon in recognition of his service record.

Film Shows "Duty to Cargo"

On Tuesday, February 20, a new industrial motion picture entitled "Duty to
Cargo" recently completed by the American-Hawaiian Steamship Company, was
shown to members of the Marine Exchange.

This film, which is in color and sound, was prepared under the supervision of
Lewis Lapham. Its running time requires only twenty minutes. It denotes an
entirely new step in institutional advertising by a shipping company. The first
of the picture is concerned with the history of the company through its nine
decades of intercoastal service, the balance with American-Hawaiian's conceiition
of a shipowner's duty to his cargo.

PACIFIC MARINE REVIEW

McMormick Line Honors Cadet

The Pacific Argentine Brazil Line, operating from Pacific Coast ports to South
America, has informed the Maritime Commission of the selection of Deck Cadet
Donald A. Thornton as outstanding cadet on its five vessels. Ten United States
Maritime Commission cadets are now emplo\'ed by the Pacific Argentine Brazil
Line.

Cadet (D) Thornton, First Class, was appointed to the S.S. West Nilus on July
3, 1937, and is now serving on the S.S. West Ivis. He is a graduate of Corvallis
High School and attended Oregon State College. His home is in Corvallis,
Oregon.

Charles L. Wheeler, Executive Vice-President of the Pacific Argentine Brazil
Line, inesented Cadet Thornton with the outstanding service pin aboard the
S.S. West Ivis on February 7, 1940. Mr. J. A. Lunny, Vice-President of the line.
Captain Westerberg of the S.S. West Ivis, and District Cadet Training Instructor
Harold Nerney were present at the time the award was made.

Harry Abbott Passes at Honolulu

Honolulu funeral services were held for Harry T. Abbott, chief engineer
of the Matson Navigation Company's liner Lurline, following his passing in
Hawaii on February 22. He had been with the company since 1921 and was
widely known in West Coast shipping circles. Born in Salinas, Abbott leaves
his widow, Marion, and two sons, Stanley, 22, and Harry, Jr., 18, of Berkeley.

Bilge Club Honors David P. Flenning

The members of the Bilge Club turned out in unusual numbers at their head-
quarters at the California Yacht Club, Friday, February 2, to pay honor to one
of their members, David P. Fleming, veteran executive of the Wilmington
Transportation Company, who has lately been elevated to a new post as Chairman
of the Board of the Wilmington Transportation Co.

In the absence of President Dan Dobler, who is on a vacation in Mexico City,
the procedure was conducted by ex-Secretary Lloyd Moore. After introductory
remarks, Moore turned over the meeting to "Bilger" Al Drew who introduced
the guests and the honored member. Among those introduced, who responded with
appropriate remarks, were Ex-Governor Frank F. Merriam, Doctor Parrish,
Eloi Amar, Eugene Biscaluiz, Harry Woodruff, and Billy Wickersham.

Mr. Fleming, after a few well chosen remarks, introduced his successor, Mr.
Carl Fenema, lately of San Franicsco, who will assume his new duties as Vice-
President and General Manager of the Wilmington Transportation Co.

Names in the Marine Picture

John D. Wagner, formerly with the Philadelphia Maritime Exchange, has
gone with the Curtis Bay Towing Company of Pennsylvania. He gradu-
ated from Wharton School, University of Pennsylvania, and was connected
with the Maritime Exchange as statistician and marine reporter.

Major H. B. Vaughan, Jr., formerly chief of the plant and equipment sec-
tion of the Corps of Engineers, is now district engineer of the War Depart-
ment's Philadelphia District.

Frank T. Kalas, general sales
manager of The Electric Stor-
age Battery Company, was
elected third vice-president of
the company at a recent meet-
ing of the board of directors.
He began at the bottom, soon
earning promotion, and served
as a salesman, branch man-
ager, etc., until his present ap-
pointment.

DAVID P. FLEMING

MARCH, 1940

San ^na*uUlca

Tirey L. Ford

President

Frazer A. Bailey

first }' ice-President

Charles L. Wheeler

Second I' ice-President

Joseph R. Sheehan

Third I' ice-President

Eugene Hoffman

Secretary-Treasurer

BOARD OF GOVERNORS

Frazer A. Bailey
Capt. Henry Blackstone
John E. Gushing
Kenneth K. Dawson
Fred L. Doelker
Tirey L. Ford
Hugh Gallagher
A. S. Gurm
Edward H. Harms
George Jordan
Roger D. Lapham
Ira S. Lillick
Joseph A. Moore
Joseph R. Sheehan
Charles L. Wheeler

President Tirey L. Ford called a well-attended meeting to order on Feb-
ruary 0 to introduce the two speakers of the da}-.

The occasion was the regular monthly meeting of the Port of San Fran-
cisco ... at the Palace Hotel Concert Room.

First to address the members and guests was Captain Henry Blackstone,
inaugurating a new program feature which "San Francisco" recommends for
the consideration of other Ports . . . namely, a resume of progress and activity
in other Propeller Club outposts. Capt. Blackstone reviewed recent happen-
ings in and around New York, and took the opportunity to trace the general
history of our international organization, which is functioning to promote
the welfare of America's merchant marine.

Key speaker of this February luncheon-meeting was James A. Quinby, San
Francisco admiralty attorney, whose subject, "The Drama Behind the Law
of the Sea," proved exceptionally fascinating to his listeners.

jim Quinby, a colorful speaker with a marked Thespian style of deli\-ery,
and inspired by the absence of a pedagogic subject, recounted incidents and
dramatic anecdotes connected with notable claims cases from Pacific mari-
time annals. The results were heart-warming, and we can chronicle this talk
as one of those rare events which tend to stimulate camaraderie and true
club fellowship.

In attendance throughout the audience were top executi\-es of many Coast
steamship lines. All hands were enthusiastic in their response to the well-
planned program.

Plans are now under way for the March meeting . . . the theme to be the
coordination and interdependency of the Navy and Merchant Marine. The
date has been tentatively set for Thursday, March the seventh.

Havana Propeller Club Celebrates Fifth Anniversary

Fift)- members of the Propeller Club, Port of Havana, Cuba, accompanied by
their ladies, gathered at a splendid dinner party at the Hotel Presidente, Havana,
on January 23 to celebrate the Fifth Anniversary of the founding of the organiza-
tion. The chartering of the Propeller Club, Port of Havana, as Port No. 36 had
taken place on February 14, 1935. The anniversary celebration was advanced to
January- 23 in order to combine the afifair with a welcome party to Honorary
President Arthur M. Tode of The Propeller Club of the United States, who was
in Havana en route to Mexico, Guatemala and Panama, and who, in 1935, had
chartered the Propeller Club, Port of Flavana. J. B. Kentis, Vice-President, and
C. E. Sargent, .Secretary of the Port, headed the Anniversary Committee and
were accorded a hearty vote of thanks for the sjjlendid arrangements of the
evening.

Francis K. MacMahon of the United Fruit Company, and President of the
Propeller Club, Port of Havana, presided and after the dinner reviewed the his-
tory and accomplishments of the club. He paid compliments to the efforts of the
past-presidents Captain F. D. Graves, American Bureau of Shipping; Daniel F.
Brennan, American President Lines, Ltd.; and George Griswold, Grace Line. He
predicted that Propeller Clubs would be organized during 19-10 at both Guan-
tanamo and at Santiago, Cuba.

When introducing the guest of honor, Honorary President Arthur M. Tode,
President MacMahon described the remarkable expansion of tlic national organi-

P A C

C MARINE REVIEW

Banquet at Hotel President, Havana, Cuba, January 23, 1940, in
honor of Mr. and Mrs. Arthur H. Tode, Honoarry President and Mrs.
Arthur M. Elsig. Reading from left to right: Mrs. Arthur M. Elsig;
Mr. F. R. MacMahon, President; Mrs. F. R. MacMahon; Mr. Arthur
M. Tode, Honorary President; Mrs. Atrhur M. Tode; Brigadier-Gen-
eral U. S. Naval-Aviation Attache;; Mrs. J. B. Kentts; Mr. J. B.

Kentis, Vice-President; Miss J. I. Foger; Mr. J. I. Foger.

Mr. F. R. MacMahon is reading to the guests a radio massage re-
ceived on January 23, 1940, from Captain T. A. Scott, National
President, The Propeller Club of the United States, New York, ex-
tending best wishes to Port of Havana, and honored guest Mr. Arthur
M. Tode at their meeting.

As we go to press, we learn
that Arthur M. Tode, honorary
president of the Propeller Club
of the United States, was wel-
comed at the port of Honolulu,
T. H., on February IS. Inter-
esting photographs and high-
lights of this special meeting
of the Club will be presented
in our next issue.

zation under his leadership as National President, and his successors Past Na-
tional President Charles H. C. Pearsall and Captain Thomas A. Scott, the present
head of The Propeller Club of the United States.

In his remarks before the gathering, Honorary President Arthur M. Tode
pointed out that it had required thirteen years, from 1922 to 1935, until the
national organization in the latter year chartered its 35th club, the Propeller Club,
Port of Havana. "Since that time," he stated, "the worth and necessity of our
efforts have been increasingly recognized and our organization has exactly
doubled in numbers of Propeller Clubs formed the past five years, for on January
2, 1940, it was my privilege to charter the 72nd Propeller Club in our strong chain
at San Juan, Puerto Rico."

Of particular interest to the members was a review by Mr. Tode of the present
problems confronting American shipping due to the neutrality act. Also, the pre-
liminary plans which have already been formulated for the holding of the Four-
teenth Annual Convention and the American Merchant Marine Conference.
There is no doubt but that the Propeller Club, Port of Havana, will be well
represented when this important yearly meeting of the American shipping fra-
ternity takes place at New Orleans on December 8 to 12, 1940.

The 78th Annual Meeting of the Board of Managers and Members of the
American Bureau of Shipping were held January 31 in the Bureau's boardroom,
24 Old Slip, New York City.

President J. Lewis Luckenbach presided and expressed his gratitude to more
than 70 Managers and Members for their attendance. Present among the mem-
bership were :

R. J. Baker, American Merchant Marine Institute; Charles Barthold, American
West African line ; Ira A. Campbell, New York ; Clement L. Despard, Despard
& Co. ; William A. Dobson, Philadelphia, Pa. ; V. B. Edwards, Dravo Corp. ;
Herbert F. Eggert, Marsh & McLennan; Edward P. Farley, American Hawaiian
S. S. Co. ; Commander R. S. Field, Bureau of Marine Inspection & Navigation ;
Rear Admiral Emory S. Land, Chairman, LT. S. Maritime Commission ; George
H. French, Maryland Dry Dock Co.; J. Howland Gardner, Old Line, Conn.;
W. H. Gerhauser, American Shipbuilding Co. ; Walter L. Green, Seattle Tacoma
(CoiUimied on next page)

MARCH. 1940

S6A

Ma^ii^^^ QluL A/eiul

Thanks lo the fine leadership of the Mariners' Club's new a<lniin-
istration, ineUuling hard-working committees, the big event held
on Fridav night, February the fourth, turned out to be a wonder-
ful success. We were among the two hundred and fifty who came
aboard, and can give "eye-witness" testimony as U\ the fun, fare
and frolic !

The "locale" was the San Rcmo Restaurant down in San Fran-
cisco's historic Fisherman's Wharf district. Right in the true m;i-
rine atmosphere was the piece de resistance of the banquet — to wit.
good old chioppino — with prawns, cockels and crab !

A swell show regaled the diners — and there wasn't a dull
moment !

One serious note preceded the merrymaking — the brief remarks
of President Walter Walsh, who stated that the party had been
planned with the express purpose of recapturing the original spirit
of the club by "seasoning" the event with time-honored flavor
of programs of the club's first years.

Among those doing grand work in making preparations and
handling the routine of the gala night were Dick Glissman, chair-
man of the Program Committee ; Stanley E. Allen, Frank Fox,
Louis Siverson, Frank DePue, Fletcher Monson, and, of course.
President Walter.

The spirited enthusiasm so generously in evidence at the "Cho-
Ping" party has prompted the directors to make early plans for
more of these friendly "get togethers" dedicated to good fellow-
ship amongst a grand group of shipmates !

Yessir! It was "up to standard" — and that's highest praise, as
anyone who has attended these affairs will allow.

Flash! President Walsh has just advised us that "beginning
with the sixth day of March informal meetings of the entire mem-
bership of the Mariners' Club of California will meet on the first
and third Wednesday of each month ... at the St. Julien Restau-
rant at 140 Battery Street."

This sturdy young "mariner" bids fair to follow in the

footsteps of his well-known father. He is Stanley

E. Allen, Jr.

Peter Ditlevson, keeper of
the Lime Point Lighthouse,
near Sausalito, plans on retir-
ing after thirty years' service
in Government work, all spent
on the Pacific Coast. Twenty-
three years ago he took over
the post he is just about to re-
linquish.

More About the American Bureau

(Continued from page 56A)
Shipbuilding Corp.; A. B. Homer, Bethlehem Steel Company; Willard F. Jones,
Gulf Refining Co.; John S. Keegan, Johnson & Higgins; James J. Maguire,
Socony 'Vacuum Oil Co. ; A. M. Main, Bath Iron Works ; Daulton Mann, Grace
Line ; John McAuliiife, Isthmian S. S. Co. ; S. D. McComb, Marine Office of
America; W. S. Newell, Bath Iron Works; Inman Payne, Cosmopolitan Shipping
Co. ; N. J. Pluymert, Socony "Vacuum Oil Co. ; L. N. Prior, Bureau of Marine
Inspection & Navigation; John F. I'urcell, Aetna Insurance Co.; Henry H. Reed,
Insurance Co. of North America ; John D. Reilly, Todd Shipyards, Inc. ; E. R.
Richardson, Ocean S. S. Co. of -Savannah ; P. M. Ripley, American Sugar
Transit Co. ; H. Harris Robson, L^nited F^ruit Co. ; T. H. Rossbottom, Panama
Railroad S. S. Co. ; Prof. H. L. Seward, New Haven, Conn. ; J. E. Slater, Export
.S. S. Co. ; H. Gerrish Smith, National Council of American Shipbuilders ; J.
Barstow SmuU, J. H. Winchester & Co.; R. L. Bowditch, Sprague S. S. Agency;
V. J. Sudman, Black Diamond S. S. Corp. ; Henry R. Sutphen, Submarine Boat
Corp. ; C. S. Timberlake, Hartford Fire Insurance Co. ; J. Herbert Todd, Todd
Shipyards, Inc. ; R. C. Tuttle, Atlantic Refining Co. ; S. Wiley Wakeman, Bethle-
hem Steel Co. ; A. E. Watts, Sinclair Navigation Co. ; Roger Williams, Newport
News Shipbuilding & Dry Dock Co. ; J. M. Willis, Bethlehem Steel Co. ; Dr. R. E.
Wilson, Pan American Petroleum & Transport Co.; William D. Winter, Atlantic
Mutual Insurance Co. ; Robert Flaig, Sun Shipbuilding & Dry Dock Co.

Mr. Luckenbach was re-elected President for the eighth time and the following

P A C I I' I C MARINE REVIEW

were re-elected: Mr. David Arnott, Vice-President-Chicf Surveyor; Mr. Jerome
B. Crowley, Treasurer and Mr. John W. Cantillion, Secretary and As.sistant
Trea.surer. Mr. Frank Gair Macomber and Mr. Joseph W. Powell were re-elected
Honorary Vice-Presidents.

The following were elected to the lioard of Managers for llie tliree-\ear lerni
expiring January, 1943 :

Homer L. Ferguson, Basil Harris, Koger D. Lapham, James J. Maguire, Henr\'
H. Reed, H. Gerrish Smith, Capt. Bushrod B. Howard.

The following were elected Members of the Bureau :

Captain Bushrod B. Howard, Vice-President, Standard Oil Co. of N. T-, New
York.

Monro B. Lanier, President, Ingalls Shiplniilding Corp., Birmingham, Alabama.

L. M. Metcalf, Marine Manager, Union Oil Co., San Francisco, California.

Joseph R. .Sheehan, President, American President Lines, .San Francisco,
California.

Frank J. Taylor, President, American Merchant Marine Listitute, New York.

Mr. Luckenbach reported that on January 31, 1940, there were 222 vessels of
1,157,365 gross tons being built to American Bureau of Shipping classifications,
whereas on January 31, 1939, there were 177 vessels of 677,980 gross tons being
built to the Bureau's class. This includes 20 large tankers, 105 vessels for the
United States Maritime Commission, 2 cargo vessels for American Export Lines,
3 passenger-cargo vessels for Mississippi Shipping, 3 cargo vessels for Seas Ship-
l)ing Company, one (1) large passenger vessel for the L^nited States Lines, and
2 Seatrains for Seatrain Lines.

Award of the following prizes and scholarships for the year 1939 were an-
nounced by Mr. Luckenbach :

The Captain Charles A. McAllister Prize for Proficiency in Engineering at the
United States Coast Guard Academy was awarded to Cadet Robert Donald
Brodie, IV.

The American Bureau of Shipping Prize for excellence in studies in Naval
Architecture and Marine Engineering was awarded to the following:

Edwin C. Middleton, LTniversity of Michigan ; Robert S. Young, University
of Michigan; Cedric Ridgely-Nevitt, Webb Institute of Naval Architecture;
Robert Justice Tapscott, Massachusetts Institute of Technology.

The Stevenson Taylor Memorial Prize (Engineering Thesis) was awarded to
Leslie B. Durant and John F. Ennis of Webb Institute of Naval Architecture.

The Stevenson Taylor Scholarship was awarded to H. M. Woodward and
Charles B. Whitney of Massachusetts Institute of Technology.

The American Bureau of Shipping Scholarship for the Postgraduate Course
in Marine Engineering at Massachusetts Institute of Technology was awarded to
Edwin Roger Kirk.

Expori- Manager Is Named

Appointment of J. J. Lermen Jr. as ex])ort manager of Tide W'ater Asso-
ciated Oil Company, announced by President William F. Humphrey, places
at the head of the company's export department a man of wide experience
in the foreign trade field.

Lermen has a background of 17 years service with Tide Water Associ-
ated Oil Company. He started with the company as a service station sales-
man in San Francisco in 1923 and, after eight years handling various assign-
ments in the sales division, entered the export department in Sejitember,
1931, when he was named assistant export manager.

In 1936 Lermen spent a full year on foreign service for the company.
Stationed at Manila, he maintained contact with all foreign distributors of
Associated throughout Siam, French Indo-China, Netherlands East Indies,
Straits Settlements, China and Japan.

h.arly in 1937 Lermen returned to .San Francisco where he continued his
work as assistant export manager until June 1, 1939, when he left for Tokyo
where he is making his headquarters at present.

He is expected to return to San Franci.sco in June of this year, at which
time, as export manager, he will direct the foreign sales of the As.so-
ciate.i Division of Tide Water Associated Oil Company.

L. M. EDELMAN

Commander Leigh ton M.
Edelman, aged 49, U.S.N.R.,
commander of the U.S.S. New-
port News during the World
War, and for many years head
of the Naval Reserve in Oak-
land, died suddenly on Febru-
ary 27 at his home in Pied-
mont. Commander Edelman
was supervisor of marine sales
for Tidewater Associated Oil
Company, with offices in San
Francisco. He was considered
recovering from a flu attack.
"The Skipper," as he was af-
fectionately known throughout
West Coast marine circles, was
president of the 12th Naval
District Chapter of the Naval
Reserve Officers' Association.
Surviving him are his widow,
Mabel, and an eighteen-year-
old son.

MARINE REPRESENTATIVE

The Magnus Chemical Com-
pany, leading manufacturers of
cleaning materials, industrial soap,
metallic soap, sulfonated oils,
emulsifying agents and metal
working lubricants, offers an un-
usual opportunity to a man with
proven sales ability, some engi-
neering knowledge and contacts
among the marine trade. Apply
by letter, stating qualifications- to
Jos. H. Beardslev, Mgr., 93 Mar-
ket St., Oakland,'Calif.

MARCH, 1940

Charles G. Williams has been appointed general manager of the John A.
Roebling's Sons Company, Trenton, New Jersey, after serving since 1913
with the American Chain and Cable Company, Inc., with whom he rose to
vice president in charge of purchasing and manufacturing operations for the
fifteen plants of the company.

Charles L. Wheeler, vice president and general manager of McCormick
Steamship Company, recently went to Washington, D. C, to further plans
for the new ships to be allocated by the Maritime Commission for the Pacific-
Argentine-Brazil Line.

Louis E. Reynolds, superintendent of the Maintenance and Repair Division
of the Marine Department of The Atlantic Refining Company, passed away
a short time ago after a long illness. He was born in San Francisco in 1875,
and saw service in the engine departments of several steamship lines, in 1919
entering the company with which he was connected at his death.

Herbert Haslam, who was marine superintendent, vice president and a
director of the Kellogg Steamship Corporation, New York, passed away
recently while on a trip in New Orleans, La. He was born in Liverpool
in 1884, later joined the Cunard Line, and eventually came to this country,
where he was actively engaged during the rest of his life.

Maiden Voyage of the "Yusukawa Maru

The original name of this newsworthy ship was MS "Silver Cypress," built in
December, 1930, by Harland cS: Wolff, Ltd.. Belfast, Ireland, and owned by
the Silver Line.

While serving around Java and the Philippine Islands a fire broke out in
the engine room in January, 1937, at a Philippine port near Manila, and dam-
aged the entire aft part of the ship, causing her to sink in the water.

The result of a careful survey by the Lloyds inspectors was that the dam-
age was so great that repairs were absolutely out of the question. Hence, it
was decided that the ship was to be salvaged and sold for scrap.

With a firm determination that the ship could be rebuilt, the "K" Line
bought her at 800,000 yen, and after several negotiations, finally persuaded
the Asano Dock in Yokohama to accept a contract for complete repairing for
the amount of 2.200,000 yen, which was in February, 1938.

It so happened that at that time all the new materials such as steel and
iron were put under Government control in Japan, and consequently the use
of new materials for this repairing was entirely out of the question. Under
the circumstances, they were forced to use mostly the same materials as were
originally used for this ship, which, as anyone can see, was the greatest
handicap in this work.

On the other hand, skilled laborers were very scarce, as many of them
were recruited by the Army. Consequently, a few skilled laborers, including
the engineers, had to guide young, unskilled laborers in a similar way as the
college professors lead the students in the laboratory work, oftentimes try-
ing to figure out parts together, as there was no blue print of the ship's con-
struction available.

On account of the handicap as enumerated above, the repairs took little
less than two years before completion, as against ten months as originally
planned. However, the result is that a ship almost as good as a brand new
one and not much inferior to the modern new super liners, worth about six
million yen, was created out of nothing but .scrap, by using mostly the same
materials as were used originally for both hull and engine.

Upon completion of rejiairs in December last year, she made one round
voyage from Japan to Dairen and she is now in San Francisco on her maiden
voyage across the ocean with far better results than anticipated.

The gross tonnage of the ship is 6710 tons. Vessel is now berthed at Pier
45, loading a full cargo of California products for Japan. Interocean Steam-
ship Corporation are agents in California.

J^cumU!

The names of seven Presi-
dents of the United States,
whose terms of office span 84
years of America's most active
development as a nation, have
been selected for seven passen-
ger and cargo ships being built
for the sound-the-world serv-
ice of American President
Lines, Ltd., the United States
Maritime Commission an-
nounced on February 26.

They are:

President Adams

President Monroe

President Jackson

President Van Buren

President Polk

President Hayes

President Garfield

Of the Commission-designed
C-type, the ships will carry 9(i
passengers and a crew of 124.
They are 492 feet long, 69..^
feet wide, have a designed
speed of I6I/2 knots and are of
9,300 gross tons.

The first of them, the Pres
ident Jackson, is expected td
be launched by the Newport
News Shipbuilding and Dry
Dock Company at Newport
News, Va., in the latter part of
May.

The C-3 type vessels will cir-
cumnavigate the globe in 9S
days including all port stops.
Introduction of the seven new
ships will enable American
President Lines to make 26
\oyages a year in this service.

56D

PACIFIC MARINE REVIEW

A NEW

WanALoat HefuU^ Baiin

The illustrations herewith give a
very good idea of the new repair basin
(especially adapted for purse seiners)
that the famous Martinolich boat-
building family of Tacoma has opened
on the San Francisco waterfront at
the basin just South of Pier 52.

A. C. Martinolich (or Tony, as he
is known to friends) is personally su-
pervising the completion of this plant,
and will have charge of its operation.

The new plant is laid out for five
marine railways, and a large building
across the inshore end of these ways
houses the wood-working shop, the

machine shop, the store room and the
e.xecutive offices. New, modern ma-
chine tools with individual electric
drive are being installed, and the ar-
rangement is such as to allow ample
space for efficient operation around
each tool.

The marine railways will each have
a capacity for 350 tons, and will be
long enough to reach water deep
enough so that any purse seiner, even
with decks awash, can be hauled out at
any time, regardless of tide conditions.
Dockage space in and near the basin
will be available for appro.ximately 43

"Tony" Martinolich

purse seiners. An oil service station
and a spraying service station are to
be erected, and six large net-tanning
tanks will be installed for the conven-
ience of fishboat operators.

The Martinolich Shipbuilding Co.
have been established at Tacoma for
two generations. John A. Martinolich,
the founder of this yard, is credited
with the design of the first modern
purse seine boat as now used so wide-
ly on the Pacific Coast. He retired in
1932 and left the management of the
yard to his four sons, whom he had
trained in the art and business of boat
building. The yard has built 242 ves-
sels, and many of the fine fleet of
purse seiners operating from Califor-
nia ports were launched into Com-
mencement Bay by the Martinolich
family.

In a very real sense, this repair
basin, though a strictlj' commercial en-
terprise, is an e.xtension of Martin-
olich service standards to properly care
for Martinolich-built boats and any
others that appreciate prompt repair
and overhaul service at a very handy
location, where every convenience and
protection is arranged for the boat
owner.

MARCH, 1940

Inboard profile of C-1 type cargo steamer. Westinghouse electric equipment will be installed on many of this type now building.

The large amount of marine busi-
ness going through the Westinghouse
shops includes a major part of the
equipment for the C-1 Type Maritime
Commission ships under construction
at various shipyards.

Some of this equipment includes
main propulsion gears and electric
couplings on the five ships building at
the Todd Yard at Seattle. For the
four McCormick S.S. Company ves-
sels building at Consolidated Plant,
Los Angeles, the circle \\' trade mark
will appear on main turbines, gears,
condensers, air ejectors, turbine gen-
erators, auxiliary condensers, switch-
boards and motors, with control for
auxiliaries, including winches, capstan,
windlass, steering gear, etc.

On 15 Type C-1 ships building at
Bethlehem yards additional to the
above, Westinghouse is supplying aux-
iliary electrical equipment for all deck
machinery, as well as electrical control
for all below deck auxiliaries.

The Holland-America liner Rotter-
dam has recently been sold for scrap.
This 24,149-ton vessel, fourth of the
name operated by her owners, Neder-
landsch - Amerikaansche Stoomvaart
Maatschappij, has sailed continuously
and regularly from Rotterdam to New
York for 32 years, with the exception
of a three-year lay-up during the
World War.

Her keel was laid November 6,
1906, at Harland and WoM's Belfast
yard; she was launched March 2,
1908 ; and sailed on her maiden voy-
age June 13 of that year.

Her promenade deck was enclosed
in plate glass windows, "an outstand-
ing feature and a revolutionary inno-
vation" at that date.

During her years at sea she covered
1,666,929 miles (72 times round the
earth at the equator). The cost of pro-
visions supplied to passengers and
crew was $6,769,073 (much of it spent
in America) and her crew wages
total $6,850,372.50. She consumed 1,-
448,440 tons of coal and carried 1,-
722,510 tons of cargo and 319,853 pas-
sengers.

Pilii {o/i

The Tempil Corporation of New
York announces a new development
in chemical engineering, represent-
ing the newest technique in tem-
perature control.

A Tempil is a pill or pellet that
has a sharp and rapid melting ac-
tion at a stated temperature. Thus,
Tempil 200 melts at 200° F., Tempil
300 melts at 300° F. The pellets are
accurate within 3 per cent of the
temperature they are intended to
indicate.

?w^

Each pill is stamped with the
temperature at which it melts. They
liquefy sharply and unmistakably at
the stated temperature. In addition,
the pellets for each range of tem-
perature are made in a distinguish-
ing color for easy identification.

The technique is simple. In appli-
cation, Tempils are merely placed
upon or against the heated object.
When the pellet melts, the heated
object has reached the stated tem-
perature.

These pellets are safe to use. They
are not corrosive to metals and have
no pitting action. Any objectional
stain left by their use is very easily
removed. Stocks are available in
whole hundred degree ranges of
200°, 300°, 400° F. and up, and on
request may also be had in 50° F.
intervals.

Ideal for general shop use because
of their simplicity, they have been
successfully employed for the past
two years for controlling preheating
temperatures in hundreds of weld-
ing operations; for indicating tem-
peratures in hot operations; and for
checking thermocouples. The quality
of work was improved, and rejec-
tions due to cracks were minimized.
Tempils are especially valuable in
determining temperatures in the
black heat range below 1000° F.
These pellets are rapidly becoming
standard practice for preheating
temperature determinations in weld-
ing. Other uses readily suggest
themselves, such as signaling maxi-
mum and minimum temperatures in
a variety of industrial arts, and
other applications.

PACIFIC MARINE REVIEW

March, 1940

PACIFIC MARINE REVIEW

23 A-E-CO Deck Auxiliaries on

MORMACPENN

First C-3 completed!

A-E-CO Electro-Hydraulic Steering Gear
(Size No. 10) aboard Mormacpenn.

Mormncpenn's 50 h. p. A-E-CO Vertical
Electric Capstan.

i[

Mormacpenn is the first
C-3 cargo ship completed
under the United States
Maritime Commission
Construction Program,
and the first of 4 to he de-
livered by Sun Shiphuild-
ing & Dry Dock Company.
All 4 of the Sun-built C-3's,
like the 6 C-2'8 previously
delivered by Sun to the
Moore-McCormack Lines,
are A-E-CO equipped.

A-E-CO Equipment for the Mormacpenn
aluo includea 2— SO h. p. 2-speed cargo
winches not illustrated on this page.

Other A-E-CO Products: Lo-Hcd Hoists,
Hcle-Sbaw Fluid Power, Taylor Stokers.

Pacific Coast Representative:

HOUGH & EGBERT, INC.

31 I California St., San Francisco

No. 13 A-E-CO Electric Spur Geared Windlass
on Mormacpenn,

One of the lli-r^O h. ;.. A-K-CO El<-rirlr Carg,,
Winches installed in the Mormacpenn, 9 right-
hand, 9 left-hand.

A-ECO DECK
Auxiliaries

AMERICAN ENGINEERING COMPANY

2450 ARAMINGO AVENUE. PHILADELPHIA, PA.

Building in
American Yards

Direct Reports from Yards as of February 1, 1940

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

NEW CONSTRUCTION:

Five C-1 cargo vessels for U. S. Maritime
Commission. Full scantling steam propulsion
type. Contract dated September 18, 1939.
Keel for first ship laid January 19, 1940.

One pineapple barge Xl^ x 45' x 11'; 6.'i0
gross tons: for Young Brothers, Ltd., Hono-
lulu, T. H. Contract dated October 4, 1939.
Completion date March 10, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Stm. Sch. Elna, Fr. Str. Wyoming, M. S.
Salawati, Capac, Vitus Bering, Mana, Ad-
miral Gove, H. M. Storey, Peter Lassen,
M. S. H. T. Harper, President Pierce, M. S.
Hauraki. Alvarado, U. S. S. Nevada, Coya,
Knud Rasmussen, President Coolidge.

and installing 380-H.P. Union diesel engine
and complete purse seine equipment.

COMMERCIAL IRON WORKS

412 Southeast Stephens St.

Portland, Ore.

NEW CONSTRUCTION:

One 35-ton crane all-welded steel whirley
derrick barge; 120 x 44' x 9'; for U. S. En-
gineers, Bonneville, Ore. Keel laid June
5, 1939; launched September 16, 1939.

One twin screw tunnel all-welded stern
towboat; I.SQO HP.; 93' x 25' x 6'. Keel
laid October 2, 1939; launched November
11, 1939.

One 200,000-gal. capacity all-welded oil
barge; 144' x 3 5' x 8'. Keel laid October
16, 1939; launching date December 22, 1939.

One 15-ton whirley derrick barge, all-weld-
ed; 93' X 40' x 6'. Keel laid November 25,
1939: launching date January 30, 1940.

CONSOLIDATED STEEL CORP., LTD.

Los Angeles, Calif.
NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels
for U. S. Maritime Commission.

HARBOR BOAT BUILDING CO.
Berth 264, Fish Harbor
Terminal Island, Calif.

NEW CONSTRUCTION

Madeirense, tuna bait fishing vessel 125'
X 28' X 14'; 500 gross tons; for Madeirense
Inc., San Diego, Calif. 600 H.P. Fairbanks
Morse main diesel engine; J auxiliaries, 450
total H.P.; 12 knots speed; cost $185,000;
quick freezing refrigeration. Launching date,
December 10, 1939; delivery date about Feb-
ruary 15, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Remodeling 105-ft. hull for purse seiner.

LAKE WASHINGTON SHIPYARDS
Houghton, Wash.

NEW CONSTRUCTION: 200 foot steam
geared turbine steel survey ship Explorer for
U. S. Coast 8C Geodetic Survey. Launching
date, October 14, 1939; estimated delivery
date, March 9, 1940.

4750-bbl. steel oil barge for Standard Oil
Co. of Calif.

DRYDOCK AND ROUTINE REPAIRS:

U. S. C. & G. S. S. Surveyor, Guide and
Westdahl; Yacht Pandora; Union Oil Barges
Nos. 3 and 1920; Bureau of Fisheries Pen-
guin.

LOS ANGELES SHIPBUILDING &.
DRY DOCK CORP.

Los Angeles Harbor
San Pedro, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Argyll, U. S. C. G. Cutter Itasca, Olympic,
Bahrein, M. S. Gard, Topila, M. S. Eidanger,
H. D. Collier.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19, 1939.

Gudgeon, submarine (SS211); keel laid
November 22, 1939.

Fulton, submarine tender (ASH); keel
laid July 19, 1939.

Covered lighter (YF-259); keel laid No-
vember 29, 1939.

Order received for construction of two
fuel oil barges (Y044 and Y045), dated July
11, 1939.

Order received for construction of one
seaplane wrecking derrick (YSD14), dated
January 22, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Concord, McFarland, Cushing, Perkins,
Preston, Smith, Kilty, Kennison, Montgom-
ery, Sepulga, Tippecanoe, Kalmia, Beaver,
Bridge, Salmon, Snapper.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hulls Nos. 195, Sea Arrow, and 196, Sea
Star; two cargo vessels for U. S. Maritime
Commission: LOA 492' 0", LBP 465', breadth
molded 69' 6", depth molded 42' 6", SHP
normal 8500, SHP max. 9350, dis. 17,600

tons, deadweight 11,926 tons; steam turbine
propelled. No. 195, keel laid March 18,
1939; launched September 15, 1939. No.
196, keel laid September 19, 1939; launched
December 22, 1939.

Hulls Nos. 197 and 198, two C-3 vessels
for U. S. Maritime Commission.

DRYDOCK AND ROUTINE REPAIRS:
Sutter, Tug Hercules, Gracie S., Western
Traveler, Alaskan, Silverpalm, Komoku,
Corneville, Nevadan, Kewanee, Tug Huma-
conna, J. A. Moflett, Hawaiian, H. T.
Harper, Admiral Wood, Taybank, J. C. Fitz-
simmons, Carolinian, Dakotan, Redline,
Aegeus, Nebraskan, Transit, Tanimbar,
Themoni, Willmoto, Ohioan, Panaman, Po-
mona, Barge Freese No. 2, Silverteak, Thors-
holm, Madorea, Admiral Cole, K. G. Mel-
dahl, Delarof, H. T. Harper, Emma Bakke,
Watson ville, Lightship No. 100, Forbes
Hauptman, Pacific Enterprise, San Joaquin,
J. C. Fitzsimmons, Star of the Sea, McKinley,
Clairy, District of Columbia, Carmar.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);

standard displacement 1600 tons; ordei
placed by Navy Department December 7,
1937. Keel laid January 3, 1939.

Monssen (DD436); keel laid July 12,
1939.

Woban (YT138); keel laid September 23,
1939; launched November 6, 1939.

Ala (YT139); keel laid September 23,
1939; launched November 6, 1939.

Barncgat (AVPlO); keel laid October 27,
1939.

Biscayne (AVPll); keel laid October 27,
1939.

Ships authorized, work not started: Casco
(AVP12), and Mackinac (AVP13).

DRYDOCK AND ROUTINE REPAIRS:

Mississippi, New Mexico, Oriole, William-
son.

TODD SEATTLE DRY DOCKS, INC.
Harbor Island
Seattle, Wash.

DRYDOCK AND ROUTINE REPAIRS:

M. S. Ballard, M. S. Eli, Tug Tyee, Satar-

tia, M. S. Kalakala, F. J. Luckcnbach, Stanley

Griffiths, Sutherland, Lakina, Taku, Iroquois,

Heffron, Phacax, Hollywood.

WESTERN BOAT BUILDING CO., INC.
2505 East 11th Street

I' A C I !• I C .M A R I N K REVIEW

March, 1940

PACIFIC MARINE REVIEW

The VIKING is a Rote Po^P'

iiive and sJeadM ^^
^in capacities of VI/2-3/i

300-4BO-750-IO&0&PM.i|fi^/
in aim sbile UQiiy!(anl..an(l (^^

^^^ ^^^ yy,ill pump ANY
clean lijliiid tegatdkss of vjsp-
iiuW against vanous discjiargg

pKessuyes.

j5<W ?«i

VIKING PUMP CO.

CEDAR FALLS, IOWA

P'-essures,

' ''"P^«« and

REAL "MARINE
INSURANCE
AGAINST ENGINE
BREAKDOWNS

AT SEA

nmERiinn smEiTinc
nno REFininc [ompnnv

LOS ANGELES

SAN FRANCISCO

NEW YORK

STERN TUBE LUBRICATION
CUTS TAIL SHAFT WEAR

WITH Shell's method of
Stem Tube Lubrica-
tion, a water-resistant
grease keeps water out of
the stem tube assembly.
Thus, you lubricate the tail
shaft with grease instead of
mud and sand. Shaft wear
is greatly reduced. Bearings
run cooler. And the Lignum-
Vitae bushings last two to

three times longer.

Already Shell Stem Tube
Lubrication has saved ship
owners thousands of dol-
lars. Find out today how
little it will cost you to in-
stall. Phone nearest Shell
office, or write Industrial
Lubricants Division, Shell
Oil Company, Shell Build-
ing, San Francisco, Calif.

[SHELLS

MARINE LUBRICANTS

LIDGERWOOD

DEPENDABLE • EFFICIENT
DECK AUXILIARIES

EQUIPMENT NOW UNDER

CONSTRUCTION

FOR INSTALLATION ON

NEW VESSELS FOR ■

ATLANTIC REFINING COMPANY

C-l MARITIME VESSELS

C-3 MARITIME VESSELS

AMERICAN EXPORT LINES

ROBIN LINES

MAIN OFFICE and PLANT

LIDGERWOOD MANUFACTURING GO.

ELIZABETH, N.J.

Tacoma, Wash.
NEW CONSTRUCTION:
Hull No. 141, purse seine fishing vessel;
keel laid November 1, 19J9.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.

NEW CONSTRUCTION:

Six oil barges 195' x 33' x 10' for Socony-
Vacuum Oil Co.

Six coal barges 17?' x 26' x 11' for stock.

Twenty coal barges 175' x 26' x 11' for
CarnegieTllinois Steel Co.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 177 and 178, DD423 and
DD424, two 1620-ton destroyers for U. S.
Navy. Contract date September 30, 1937;
delivery dates June and August, 1940, re-
spectively.

Hulls Nos. 180-181, DD429 and DD430;
two 1620 ton destroyers for U. S. Navy.
Contract dated August 15, 1938; delivery
dates, December, 1940, and February, 1941,
respectively.

Hulls Nos. 182-183, DD437 and DD438,
two 1620-ton destroyers for U. S. Navy.
Contracts dated June 15, 1939. Delivery dates
June 15, 1941, and August 15, 1941.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

CV7, Wasp, Airplane Carrier for U. S
Government; keel laid April 1, 1936;
launched April 4, 1939.

Hulls Nos. 1470 and 1471, two 1500-ton
destroyers for U. S. Government; No. 1470
launched November 15, 1939.

Hulls Nos. 1476 and 1477, two freight
vessels for American Export Lines, Inc.; 450'
B.P. X 66' X 42'3"; 16J/2 knots; geared tur-
bines and water tube boilers. Keels laid. No.
1476, March 16, 1939; No. 1477, July 27,
1939. Launching date. No. 1476, December
28, 1939.

Hull No. 1478, Massachusetts; 35,000 ton
battleship for U. S. Navy.

Hulls Nos. 1479 and 1480, two 6000-ton
cruisers for U. S. Government.

Hulls Nos. 1481-1484, four freight vessels;
450' HP. X 66' X 42' 3"; 16'/2 knots; geared
turbines and water tube boilers.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:

Hulls Nos. 4329, Platte; 4330, Esso An-
napolis; 4331; three 16,300 dwt. ton tankers
for Standard Oil Co. of N. J.; 18 knots
speed. Contract siirncd January 3, 1938. No.
4329 launched July 8, 1939. No. 4330, keel
laid December 21, 1938; launched September
9, 1939. No. 4331, keel laid September 18,
1939.

Hulls Nos. 4337, Delbrasil; No. 4338,
Delorleans; and No. 4339, Delargentino;
three passenger and cargo ships for Missis-
sippi Shipping Co. Contract signed Decem-

ber 21, 1938. Keels laid. No. 4337, April 10,
1939; No. 4338, May 8, 1939. Launching
date,. No. 4337, December 16, 1939; No.
4338, February 17, 1940. Delivery dates,
No. 4337, June 1, 1940; No. 4338, Septem-
ber 1, 1940; No. 4339, December 1, 1940.
Hull No. 4340, Victor H. Kelly, tanker
for Union Oil Co. of Calif. Contract signed
May 1, 1939. Keel laid July 18, 1939,
launched January 6, 1940.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Staten Island, N. Y.

NEW CONSTRUCTION:
Hulls Nos. 8002, Seminole; and 8003,
Cherokee — two U. S. Navy fleet tugs. No.

8002, keel laying date December 16, 1938;
launched September 15, 1939; delivery date
March 18, 1940. No. 8003, keel laying date
December 23, 1938: launching date Novem-
ber 10, 1939; delivery date May 1, 1940.

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Keel laying dates, No. 8015,
January 17, 1940; Nos. 8016-8017, February
2, 1940; October 15 and December 15, 1940,
respectively. Launching dates October 1 and
December 1, 1940; and April 1, July 1 and
September 1, 1941, respectively. Delivery
dates April 1, June 1, August 1, November
1, 1941; and January 1, 1942, respectively.
All above dates tentative.

BROOKLYN NAVY YARD
Brooklyn, N. Y.
NEW CONSTRUCTION:
BB 55, North Carolina, battleship; L.B.P.

714' 0", beam to outside armor 108' 0",
std. displ. 35,000 tons; geared turbine en-
gines; express type boilers. Keel laid Oc-
tober 27, 1937; estimated launching date
May 23, 1940; contract delivery September
1, 1941; estimated delivery date October 15,
1941.

Battleship No. 61, order placed June 2,
1939; to be built under authority of Naval
Appropriation Act for year 1940. Estimated
delivery date August 1, 1943.

IRA S. BUSHEY 8C SONS, INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

One steel tug 100 x 25' x 12'; 805 H.P.
Fairbanks-Morse engine. Delivery date May
I, 1940.

Two wooden deck scows 118' x 36' x 10
for builder's account. Delivery dates March
and May, 1940.

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 805 H.P. engines; for builder's ac-
count. Delivery date 1940.

DRYDOCK AND ROUTINE REPAIRS:

Ferryboat Major General William H. Hart;
Tugs Hooper Boys and Comanche.

DEFOE BOAT & MOTOR WORKS

Bay City, Mich.
NEW CONSTRUCTION:
Hull No. 166, sub-chaser PC-451, for U.

S. Navy. Length 170' Delivery date June,
1940.

Hull No. 167, sub-chaser PC-452, length
174', for U. S. Navy.

THE DRAVO CORPORATION

Et;gineering Works Division
Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:

Hulls Nos. 1570-1572, three welded flush
deck cargo box barges 130' x 30' x 7' 6" for
stock; 750 gross tons.

Hulls Nos. 1606-1608, three welded cov-
ered cargo barges 175' x 26' x 11'; 1590
gross tons.

Hulls Nos. 1623-1628, six welded steel coal
barges 134' x 34' x 17' for stock; 4602 gross
tons.

Hull No. 1650, one welded steel coal
barge 170' x 40' x 17' for Oliver Trans-
portation Co., Philadelphia, Pa.; 1100 gross
tons.

Hull No. 1651, one 1300-H.P. steel hull
diesel towboat for Union Barge Line Corp.,
Pittsburgh, Pa.; 550 gross tons.

Hull No. 1652, one 25-ton floating crane
for U. S. Navy, Mare Island, Calif.; 335
gross tons.

Hulls Nos. 1653-1656, four welded steel
carfloats 3 30' x 40' x U' for Long Island RR,
Philadelphia, Pa.; 5212 gross tons.

Hull No. 1659, one welded steel oil barge
148' x 38' x 9' for Pacific Dry Dock & Re-
pair Co., San Francisco, Calif.; 426 gross
tons.

Hulls No. 1669-1673, five welded steel
coal barges 210' x 26' x 11' for Wheeling
Steel Corp., Wheehng, W. Va.; 2830 gross
tons.

Hull No. 1674, one 700-H.P. twin screw
diesel towboat hull 135' x 26' x 8' for
Wheeling Steel Corp., Wheeling, W. Va.;
290 gross tons.

Hulls Nos. 1675-1677, three welded cov-
ered cargo barges 175' x 26' x 11' for Moun-
tain City Mill Co.; 1590 gross tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Navy
Dept., Washington, D. C; 1598 gross tons.

Hulls Nos. 1687-1688, two type W-7
welded coal barges 175' x 26' x 10'8" for
stock; 944 gross tons.

Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x U' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1690-1691, two welded steel
deck lighters 80' x 30' x 9' for Pennsylvania
R.R.; 354 gross tons.

Hulls Nos. 1692-1701, ten welded steel car
floats 250' X 34' x 9' 1" for Pennsylvania
R.R.; 5940 gross tons.

Hulls Nos. 1702-1711, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
stock; 4720 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 135' x 27' x 11' 9" for
Semet Solvay Company, 290 gross tons.

Hulls Nos. 1713-1715, three welded steel
oil barges 195' x 35' x 9' 6" for Latonia Re-
fining Co., Cleveland, O.; 1746 gross tons.

Hull No. 1716, one welded steel derrick
boat hull 66' x 40' x 6' 6" for McLean Con-
tracting Co., Baltimore, Md.; 163 gross tons.

ELECTRIC BOAT CO.
Groton, Conn.

NEW CONSTRUCTION:

Hull No. 35, Tambor (SS198); standard

displacement 1475 tons; keel laying date
January 16, 1939; launching date December
20, 1939; delivery date June, 1940.

Hull No. 36, Tautog (SS199); standard

PACIFIC MARINE REVIEW

March, 1940

PACIFIC MARINE REVIEW

Bpjeclf^

Federal Paint

and make the job
a lasting one

When you specify Federal Marine
Pain+s and marine compositions, you
are receiving the advantages resulting
from nearly forty years of manufac-
turing, supplying and applying marine
products EXCLUSIVELY.

Federal takes care of all your painting
needs. There are Federal paints for
the interiors of your ships . . . paints
and protective compositions for your
decks and hulls . . . there is a Federal
product for every use aboard ship . . .
from keel to truck.

We invite you to consult uilh the Federal agent in your
district when you are planning your next painting job.

ON THE PACinC COAST:
SEATTLE, WASHINGTON SAN FRANCISCO, CALIF.

A. T. B. Shielt
108 West Lee Streel

PORTLAND OREGON
Chalmers Shipping Co.
Board ol Trade Building

Pillsbury & Cnrtie
100 Bush St. KEamy 3302-:

SAN PEDRO. CALIF.

Robert S. Gardnei

P. O. Boi 231

Agents and Stocks in all the Principal Pons

The Federal Composition
& Paint Company, Inc.

33 Rector Street, New York, N. Y.

Providing Walking Safety

0^ a ModeA4i> ^atJze/i

PERMANENT walking safety is assured
in this modern galley on a modern
tanker. Here and in the seamen's and
officers' pantries a floor of Alundum Tile
is providing maximum non-slip effective-
ness— a floor that does not become slip-
pery when wet, a floor that will not wear
slippery even in the spots where traffic
is concentrated.

Catalogs A and B will bring full informa-
tion about Alundum Tiles and Catalog C
about Alundum Aggregate for terrazzo.

NORTON COMPANY, WORCESTER. MASS.

New York Chicago Detroit Philadelphia Pittsburgh

Hartford Cleveland Hamilton, Ont. London Paris

Wesseling, Germany Corsico, Italy

displacement 1475 tons; keel laying date
March 2, 1939: launched January 27, 1940;
delivery date October, 1940.

Hull No. 57. Thresher (SS200); standard
displacement 1475 tons: keel laying date
May 15, 1939: launching date March 27,
1940; delivery date December, 1940.

Hull No. 39 Gar (SS206); standard dis-
placement 1475 tons; keel laying date De-
cember 27, 1939.

Hull No. 40 Grampus (SS207); standard
displacement 1475 tons.

Hull No. 41 Grayback (SS208); standard
displacement 1475 tons.

Hull No. 42, Mackerel (SS204); standard
displacement 800 tons; keel laid October 7,
1939.

THE FEDERAL SHIPBUILDING
AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:

Hulls Nos. 158, Flying Fish; and 159,
Comet; two C-2 cargo vessels for U. S. Mari-
time Commission. Keels laid May 26, 1939:
launching date, December 16, 1939. No. 158
delivered January 10, 1940.

Hulls Nos. 160, Plunkett; and 161,
Kearny; two torpedo boat destroyers lor the
United States Navy. Keels laid March 1,
1939: launching date March 9, 1940.

Hulls Nos. 162. Sea Fox, No. 163, Sea
Hound; 164, 165, 166 and 167; six C-3 cargo
vessels for U. S. Maritime Commission. Keels
laid. No. 162, May 8, 1939: No. 163, July
24, 1939: No. 164, October 9, 1939: No.
165, November 13, 1939. Launching dates,
No. 162, January 27, 1940; No. 163, Feb-
ruary 24, 1940.

Hulb Nos. 168-169, two 6000 ton cruisers
for U. S. Navy.

Hulls Nos. 170-171, two torpedo boat de-
stroyers for the United States Navy.

Hulls Nos. 172-176, five C-1 cargo vessels
for U. S. Maritime Commission. Keel laid,
No. 172, January 22, 1940.

Hulls Nos. 177 and 178, two tankers
for the Standard Oil Co. of N. J. Keels laid
December 26, 1939.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION;

Hulls Nos. 253 to 256, four C3 cargo
vessels. Contract date March, 1939; com-
pletion dates November, 1940; and January,
March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels. Contract date Sep-
tember, 1939.

Hull No. 271, ferryboat for Police Jury,
Parish of Plaquemines, Pointe-A-La-Hache,
La ; 105' X 35' x 5'. Completion date March
15, 1940.

Hulls Nos. 272 and 273, two flat deck
barges for West Virginia Pulp d' Paper Co.,
N Y., N. Y.; 105' X 32' x 7'. Completion
date March 1, 1940.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
X 7' 6". Estimated completion date, August
1, 1940.

Hulls Nos. 275-276, two oil barges, 93' x
36' X 10' 6", for Panama Canal, Washington,
D. C. Estimated completion date. May 11,
1940.

Hull No. 277, derrick barge 80' x 38' x 6'

for Doullut is' Ewin, New Orleans, La. Esti-
mated completion date May 15, 1940.

Hull No. 278, mooring barge 100' x 30'
X 5' for Standard Oil Co. of Ind., Chicago,
111. Estimated completion date May 12, 1940.

LEVINGSTON SHIPBUILDING CO.

Orange, Texas

NEW CONSTRUCTION:

One all welded towboat; LOA 80', beam
OA 22' 7", depth 9' 6". Powered by 550
H.P. diesel. For W. G. Coyle 6? Co., New
Orleans, La. Delivery date March, 1940.

One all welded diesel electric automobile
and passenger ferry 185' lYz" LOA x 55'
beam over guards x 15' 6" deep, for The
Electric Ferries, Inc., NYC. Powered with
950 H.P. General Motors diesel with one
750 H.P. propelling motor. Delivery date
February, 1940.

One all-welded twin screw automobile and
passenger ferry; 132' LOA, 43' 8I/2" beam
and 10' deep; for Venezuela interests. Pow-
ered with two 200 H.P. Atlas diesel engines.
Delivery date March, 1940.

Four all-welded unmanned barges 173' x
39' X 8' 6" for Pan American Refining Co.
Delivery date April, 1940.

One steel single-screw diesel tugboat 70' x
19' x 8' for Pan American Refining Co.; 450
B.H.P. Delivery date, March, 1940.

One electric ferry 185' 2^2" x 55' x 15' 6"
for Electric Ferries, Inc. Powered with 950-
H.P. General Motors diesel with one 750-
H.P. propelling motor. Delivery date, April,
1940.

Two all-welded unmanned barges 173' x
39' x 8' 6", for Higman Towing Co., Orange,
Texas. Delivery date March, 1940.

MANITOWOC SHIP BUILDING CO.
Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'
X 23.5'. Approximate dates, keel laying,
March 15, 1940; launching date, September
15, 1940; delivery date, January 4, 1941.

THE MARYLAND DRYDOCK CO.
Baltimore, Md.

DRYDOCK AND ROUTINE REPAIRS:
Dredge Rossell.

NEWPORT NEWS SHIPBUILDING &
DRYDOCK CO.

Newport News, Va.

NEW CONSTRUCTION:

Hull No. 369, twin screw mail, passen-
ger and cargo liner for United States Lines
Co.; length 723', beam 92', depth 45'. Keel
laid August 22, 1938; launched August 31,
1939.

Hulls Nos. 370, 371 and 372, three oil
tankers for Standard Oil Company of New
Jersey; gross tonnage about 11,500 tons;
L.B.P. 525', breadth molded 75', depth
molded 39'. Keels laid. No. 370, January 16,
1939; No. 371, May 8, 1939; No. 372, Feb-
ruary 5, 1940. Launching dates. No. 370,
September 29, 1939: No. 371, January 26,
1940.

Hulls Nos. 375 and 376, two single screw
cargo vessels for United States Maritime
Commission; turbine propulsion; gross ton-
nage about 8000 tons; length 435', breadth
63', depth 40' 6". Keels laid. No. 375,

March 6, 1939; No. 376, May 1, 1939.
Launching dates. No. 375, October 18, 1939;
No. 376, December 15, 1939.

Hull No. 378, battleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
384, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", depth
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 379, October 2, 1939; No. 380,
November 3, 1939; No. 381, December 26,
1939; No. 382, February 5, 1940.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U. S. Mari-
time Commission: length 465', breadth 69'
6", depth 42' 6"; gross tonnage about 9100
tons.

THE NEW YORK SHIPBUILDING

CORPORATION

Camden, N. J.

NEW CONSTRUCTION;

One destroyer tender for U. S. Navy;
order placed December 27, 1937. Launched
May, 1939.

One seaplane tender for U. S. Navy; or-
der placed December 27, 1937.

One destroyer tender for U. S. Navy; or-
der placed October 14, 1938; launched De-
cember 9, 1939.

One seaplane tender for U. S. Navy; or-
der placed October 14, 1938.

One battleship for U. S. Navy; order
placed December 1, 1938. Keel laid July,
1939.

One repair ship for U. S. Navy; order
placed July 20, 1939.

PORTSMOUTH, N. H., NAVY YARD
Portsmouth, N. H.
NEW CONSTRUCTION:
Seven submarines, Searaven, Seawolf, Tri-
ton, Trout, Marlin, Grayling and Grenadier.

THE PUSEY & JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp; 1600 gross
tons; 300' x 65' x 20'; steam UnaFlow pro-
pul.sion; 3600 H.P.; 16-knots speed; cost
$1,000,000. Delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000
gross tons: 413' x 60' x 37' 6"; turbine pro-
pulsion; 4000 H.P.; 14-knots speed; cost
$1,928,000. Delivery dates January and
March, 1941, respectively.

Hulls Nos. 1077 and 1078, two tugs for
Donaldson Towing &? Lighterage Co.; 205
gross tons; 95' 6" x 24' x 14' 9"; steam Una-
Flow propulsion; 600 H.P.; 13-knots speed;
cost $200,000. Delivery dates July and Au-
gust, 1940, respectively.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION:

Hulls Nos. 182-185, four single-screw die-
sel cargo vessels for U. S. Maritime Commis-
sion, C-3 design. Equipped with Busch Sul-
(Continucd on page 66)

PACIFIC MARINE REVIEW

March, 1940

PACIFIC MARINE REVIEW

65

-LUCKENBACH-

FAST WEEKLY FREIGHT AND PASSENGER SERVICE BETWEEN

BOSTON. PHILADELPHIA. MANHATTAN, BROOKLYN AND PACIFIC COAST PORTS

Regular sailings from and to Providence

FORTNIGHTLY SERVICE BETWEEN

HOUSTON, MOBILE, NEW ORLEANS AND PACIFIC COAST PORTS

FREQUENT SAILINGS TO AND FROM TAMPA

LrCKENBACH LIIVES

100 Bush Street, San Francisco
Head Office: 120 Wall Street, New York

France Metal Packing

Defers Maintenance Costs

Floating rings constructed of a suitable
metal produce unequalled sealing proper-
ties and keep rods like new for years.
Applied without disconnecting rods and
stems. Write for details.

THE FRANCE PACKING COMPANY
Tacony, Phila., Penna.
Branch Offices in Principal Cities
Sole Authorized Representati

San Francisco — Hercules Equip-
m«nt & Rubber Co.. 650 - 3rd

Street — EXbrook 2575

Seattle— Guy M. 1

South Alaskan
MAin 1870

lompson. 1241
Way — Phone

ves:
Portland— E. B. Huston, 127 S.W.

First Ave.— Phone ATwater 6754
Los Angeles— A. C. Elder. 2714

South Hill St. — PRospect 9529
New York City — France Packing

Company, Room 107-E. 30 Church

St. — Cortlandt 7-6827

Or/g/na/ FRANCE

^lETAL l^\4 Kl><0

The reasons are many. Her Island charms
remain unchanged, her diversions undimin-
ished, her peace unaltered. When you reach
her coral shores, across the serene Pacific on
safe American ships — in terms of weather,
it's June, as always. For unending reasons,
today, "the choice is HAWAII."

Fares: (each way) San Francisco to Honolulu
First Class from $125 - Cabin Class from $85
MATSON SOUTH PACIFIC CRUISES. Perscnallyescorud
every four weeks to New Zealand and Australia via Hawaii,
Samoa and Fiji. Over 17,000 miles, 48 days ... 12 fascinating
shore excursions. All-inclusive-cost, complete cruise. First Class,
from $650 for certain summer sailings.

SHIPPERS: The Lurline and Matsonia provide swift freight
service to Hawaii, with modern refrigeration. The Mariposa
and Motiterey continue on to New Zealand and Australia via
Samoa and Fiji. Also regular, frequent freighter service from
Pacific Coast ports.

Let your Travel Agent supplv you with some of the reasons.

MATSON NAVIGATION COMPANY

THE OCEANIC STEAMSHIP COMPANY

^ San Francisco, Los AnKeles, San Diego
jf^ J /» Seattle. Portland

ynQMOft/Miig IQ^hlta/li^'Hl^ ZEAIAND AUSTRAUA

• O* "I* SAMOA • FUl

Building in
American Yards

(Continued from page 64)

zer engines. Delivery dates, January 15, Feb-
ruary 15, March 10 and April 15, 1940, re-
spectively.

Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;
diesel propelled; equipped with Sun-Doxford
engines. Delivery dates October 6, 1940;
December 5, 1940; February 3, 1941, and
April 4, 1941.

Hull No. 190, one 16-knot tanker for
Te,\as Co.; single screw steam turbine; 13,285
tons dwt. Delivery date, June, 1940.

Hulls Nos. 191-192, two single screw
steam turbine railroad car carriers for Sea-
train Lines, Inc. Keels laid July 28 and Aug-
ust 17, 1939; delivery dates April 15, 1940,
and June 1, 1940.

TAMPA SHIPBUILDING 8C
ENGINEERING CO.
P. O. Box 1838
Tampa, Fla.
NEW CONSTRUCTION:
Hulls Nos. 33-36, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons; diesel pow-
ered. Launching dates, No. 3 3, October 31,
1939: No. 34, January 10, 1940.

Hulls Nos. 37-40, four 02 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons.

Something New in Rope

It is definitely news when a new
discovery is made in an industry as
old as the manufacture of rope. The
honors for such achievement go to the
Edwin H. Filler Company, well-
known pioneer ropemakers of Phila-
delphia.

This new rope, in sizes of 1%
inches up, contains a controlled self-
lubricating and preservative feature,
which is entirely new in rope manu-
facture. Not only does it provide
greater protection against friction and
deterioration, but it serves to retain
longer the original strength of the
rope with complete flexibility.

In addition to the regular lubrica-
tion and water-proofing protection
used throughout this rope, the center
yams of each strand are carefully im-
pregnated and treated with a special
high melting jjoint lubricant and ma-
rine preservative that only becomes
active when the rope is subjected to a
working load or severe strain. The
lubrication is thus scientifically con-
trolled and focused where needed.
This prevents overloading the rope
with lubricant, which undesirably in-
creases the weight of the rope.

Center yarns, due to rope construc-
tion, are shorter than the outside, or
cover, yams. They are the first to re-
ceive the strain when the rope is
placed in use ; and unless the center
yarns of each strand are properly
treated, the fibres of these yarns will
chafe, bum and eventually crack, thus
causing loss of tensile strength and
durability of the rope itself.

With the new Fitler controlled self-
lubricating feature (identified by the
green yarn center), greater length of
service and better all-around per-
formance are assured.

Blue and yellow exterior striping, as
in the past, identifies this new Fitler
rope.

New Steam Traps

The V. D. Anderson Company has
just announced the addition of two
new traps to their line of steam
traps, identified as No. 19 and No.
20. These new traps are designed
somewhat along the lines of the lar-
ger sizes of Super-Silvertop traps,
and have already proved to be a
great improvement over the old No.
11 and No. 12 traps, which they
supersede.

The head and body of these new
traps are connected together with
four bolts in a flange type connection
similar to that of larger size traps.
They have the bronze hexagonal
bucket guide tube, and the valve and
lever mechanism is of a new design,
with no pins or pivots. There is a
drain plug at the bottom which was

not possible in the old No. 11 and
No. 12 traps.

Maximum operating pressure for
these traps is 200 pounds, as com-
pared with 150 pounds on the old
No. 11 and No. 12 traps. These traps
have a greater capacity than the old
traps, and are capable of handling
considerably more dirt and foreign
matter, consequently will have a
long and trouble-free life.

Large Savings Through
Photoelectric Relays

A manufacturer of automobile
parts seven years ago installed, on a
transfer press, photoelectric equip-
ment which paid for itself in the first
day of operation. Previous to the in-
stallation, the manufacturer experi-
enced periodic trouble on his six-oper-
ation-sequence press. A part would
stick on the ram, the feeding mechan-
ism would automatically place an-
other piece under the same ram, and
when the ram came down on the two
pieces the expensive die would be
damaged.

To prevent this damage, six Gen-
eral Electric photoelectric relays were
installed to watch the operation and
to stop the press before the second
operation, should any part stick on the
ram. The contacts of the six relays
were connected in series so that the
establishing of a light beam between
any of the light sources and its cor-
responding phototube acted to de-
energize a solenoid and trip the clutch
of the press. As a further protection,
the light sources were also series-con-
nected so that a failure in the light
would bring the machine to rest. A
push-button is so located that the op-
erator can stop the machine at will.

During the first day of operation,
the photoelectric relays stopped the
press when a part stuck on the ram.
The customer stated that the price of
the protective equipment was about
one-half what it had cost on previous
occasions to repair the die. In other
words, the equipment more than paid
for it.self the first day.

The photoelectric relay equipment
has been running successfully for
more than seven years, and it is esti-
mated that it has saved the manufac-
turer $3,(XJ0 a year in maintenance,
or a total saving of $21,000 to date.

A C i F I C MARINE REVIEW

»RCIFIC

nARine
review

APRIL, 1940

LAKE WASHINGTON SHIPYARDS

HOUGHTON, WASHINGTON
U. S. COAST & GEODETIC SURVEY

.Kir

PLIANT!

Another Hidden Plus Value in
Tubbs and Portland Marine Rope

Perhaps you have often admired the pei
fectly coordinated pliancy of the trained
diver.

Altho you can only sense it in actual U6e«"
this perfect pliancy and flexibility is
another hidden plus value you receive
when you specify Tubbs and Portland
Marine Rope.

It is another of the many extras tliat
make this rope so much easier to handle,
wet or dry, so much longer lasting, so
much more dependable under even the
roughest usage.

Marine Rope users are entitled to these
extra plus values that you cannot see but^
that are so important when safety anc
operating costs are considered. You canl
he sure of receiving them all when you]
have Tubbs Extra Superior Manila and]
Portland Cloverleaf Manila aboard.

tBBS CORDAGE CO.

200 Bush Street, San Francisco

TLAND CORDAGE dc

Portland - New York - Seattle

1^5^

Official Organ

Pacific American
Steamship Association

Shipowners Association
of the Pacific Coast

PACIFIC

mARin€
Review

Contents - April, 1940

Sale of American Ships to Foreign Registry 21

U. S. Coast and Geodetic Survey Gets Fine

New Steel Steamer Explorer 24

New Bulk Oil Tanker Victor H. Kelly 30

A Practical High-Pressure Feed System for

Marine Steam Power Plants 34

Propellers for Largest American Merchant Vessel 36

The New National Defense Feature Tankers 37

A Busy Pacific Coast Shipyard 38

Steel — for the Marine Industries 40

Consolidation of General Engineering & Dry Dock Co. 41

Three Geared Diesel Drive Lighthouse Tenders 42

Your Problems Answered 44

By "The Chief"

Steady As You Go! 46

By "The Skipper"

On the Ways 48

Latest News from American Shipyards

The Dividing Line on Regulation of Shipping 51

By Comm. R. S. Field

Building in American Yards 68

Miscellaneous: Trade Literature, 43, 60; The Cadet System of the
Maritime Commission, 52; New Pipe Flange Jack, 60; A Space-
Saving Diesel-Electric Power Plant, 60; New Vibration Iso-
lator, 62; A New Flow-Measuring Device, 62; Deck Officers'
and Engineers" Licenses for February, 64.

PUBLISHED AT 500 SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March 3, 1879. Published on the 1st of
each month. Advertising and editorial forms close on the 15th. Subscription price, one year: Domestic, $1.50; foreign, $2.50; two years:
Domestic, $2.50; foreign, $4.00; three years: Domestic, $3.00; foreign, $5.50; single copies, 25c. Chas. F. A. Mann, Northwest Represen-
tative, 1110 Puget Sound Bank Bldg., Tacoma, Washington. New York Office, Rooms 202-205, 170 Broadway;

Telephone COrdlandt 7-3579.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash,
17 Battery Place; Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C, at the news stand of the Carlton Hotel,

16th and K Streets.

J. S. Hines B. N. DeRochie Paul Faulkner Alexander J. Dickie F. Dryden Moore

President and Publisher Assistant Publisher Advertising Manager Editor Assistant Editor

PACIFIC MARINE REVIEW

April, 1940

When the XZIT man
comes aboard!

A nationwide organization of trained men
stands ready— at principal Annerican ports—
to demonstrate the advantages of steaming
without the costly handicap of soot and fire
scale— advantages which are saving money for
operators of tankers, luxury liners, freighters-
steamers of all classifications.

#XZIT

This scienHfic combination of chemicals eliminates soot, cracks
off existing scale and prevents new scale from forming Used
and endorsed by leading Engineers m both Manne and Indus-
trial fields. We will gladly demonstrate Xiit to you. Phone or
write for full information.

BALTIMORE, MD.

ibei of Commerce Buildii

(Calvert 5829)

BOSTON, MASS.

11 Fannworth Street

(Hubbnrd 9032)

DETROIT, MICH.

1627 W. Fort St.

(Randolph 3540)

ATLANTA, GA.

1000 Peachtree Street

(Hemlock 1000)

HOUSTON, TEX.

7014 Navigation Blvd.

(Warside 39«()

CHICAGO, ILL.

427 West Erie St.

(Delaware 7937)

CLEVELAND, O.

9101 Detroit Avenue

(Woodbine 1730)

MOBILE, ALA.

(7 North Water Street

(Dexter 3779)

SAVANNAH, GA.

11 Weat Bay Street

(Tel. 8811)

PHILADELPHIA, PA.

215 Commercial Trust Bldg.

(Rittenhoute 2496)

HONOLULU, T. H.

919 Bethel St.

(Tel. 2498)

PORTLAND, ORE.

1233 N.W. 12th Street

(Broadway 0561)

SEATTLE, WASH.

1241 So. Alaskan Way

(Main 1870)

LOS ANGELES, CALIF.

221 No. Avalon Boulevard

(Jefferson 1888)

Wilmington, California

(Wilmington 2095)

NEW ORLEANS, LA.

916 South Peters Street

(Raymond 3203)

'a4ty

Hoboken. N.J.
1031 Clinton Street

200

Davis Street, San Francisco
GArfield 8355

April, 1940

PACIFIC MARINE REVIEW

20-A

How Far Will Your Dollar Go
With a Busch-Sulzer Diesel

The sky is the limit if you want to figure it in miles . . . trouble-
free and uninterrupted service miles like those reported by the
Motor Ferry "Chippewa" of the Puget Sound Navigation Co.

Her log shows mileage* well over three and one-half times
the distance from the Earth to the Moon . . . over 54,000
smooth-running hours for her 2400 H. P. Busch-Sulzer Diesel
engine. Not a single day's loss of service due to engine failure!

Figure it in years, too, and your Dollar goes just as far. j0'
Scores of Busch-Sulzer Diesel engines are still giving top-rate
performance after a score of years — still proving that a Dollar ^
goes a lot farther if it gets off to a good start. ^ / f' ^ *^'

BUSCH-SULZER BROS.-DIESEL ENGINE CO.
Ame^Ucai. OliUU &uMe/i. o^ DIESEL ENGINES

*860,781 miles— 3-13-40

BUSCH-
SULZER

ST. LOUIS

BUSCH-SULZER DIESELS
Pcuf, AS THEY GO

AND THEY GO ^ofUUeA,

ULZER 8R0S. DIESEL ENGINE CO.

joe> SUeeJuut PgAAjrI

Joseph R. Slieelian, president of the American President Lines, died suddenly on
March 28 at his home in San Rafael, Calif.

Joe Sheehan, graduate from Harvard in 1910, specialist in commercial law and
husiness, director of employment research for the S.E.C., then executive director for the
Maritime Commission, came to San Francisco in October, 1938, to assume the presi-
dency of the American President Lines. Few men in the history of San Francisco
husiness have had such a spontaneous welcome or in so short a time made so many
warm friends. It will be hard for Pacific Coast shipping men to realize thai this dy-
namic personality, who has occupied sucii a large and friendly place in their lives, is
now so suddenly and silently cleared on his last voyage.

The American Merchant Marine has lost one of its most enthusiastic friends.
Pacific Ocean shipping has lost one of its most effective advocates. The San Fran-
cisco shipping fraternity will be sadly missing his friendly spirit.

PACIFIC

mflRin€
Review

VOLUME 37 K !■ W I P" ill/ ^'''^"-

No. 4 n W T I V TT 1940

The demand for cargo space, multiplied by the war and accentuated by submarine
and mine sinkings, both belligerent and neutral tonnage, has caused a great rise in
prices for old steamers. The American Merchant Marine is composed largely of old
steamers. Hence the accelerated movement in selling old American tonnage to foreign-
flag operation.

This movement has assumed such proportions that it is affecting the schedules of
some intercoastal lines. In fact, one such line has sold its entire fleet, and others
are trending in that direction.

All of these sales are matters of public record, since permission to sell to foreign
registry must be obtained from the Maritime Commission. Records of the Commis-
sion show that during the year beginning October 26, 19.38, and ending October 25,
1939, these sales included:

Twenty-nine cargo vessels, aggregating 80,127 gross tons, with an average age of
23.5 years; and 16 tankers, aggregating 125,380 gross tons, with an average age of 21.3
years.

The list for the four-month period from October 26, 1939, to February 29, 1940,
included :

Sixty-four cargo or cargo-passenger vessels, aggregating 358,004 gross tons, with
an average age of 20.89 years; and 3 tankers, aggregating 16,993 gross tons, with an
average age of 27 years.

These figures indicate that the grand total of seagoing merchant vessels sold by
American shipowners to foreign-flag ownership in the past 16 months would be 112
ships, with an aggregate gross of 580,504 tons.

They also indicate a substantial increase in the selling. During the twelve-month
period, the total sales in these two classifications amounted to 205,507 gross tons,
whereas in the succeeding four-month period, 374,997 gross tons were sold. An in-
crease of 169,490 tons, or 80 per cent, more in four months than the total of the
previous year.

The loss to the merchant marine fleets of the world caused by war up to the end
of February, 1940, adds up to 406 vessels, with a total gross tonnage of 1,460,000. Of
this total, the Allies lost 190 vessels, of 781,630 gross tons, while neutrals lost 187 ves-
sels, of 526,621 gross tons, and Germany hist 29 vessels, of 152,353 gross tons. Losses
by capture are not included in any of these figures.

It is significant that comparatively few large, fast steamers or motorships appear
in these figures. The 174 ships lost by Britain average almost exactly 4,000 tons.
Nearly half the number lost by Allies and neutrals combined are vessels of less than
2,000 tons.

There has been much argument over the wisdom of selling these ships, but the
figures for our seagoing merchant marine, as released regularly by the Maritime Com-
mission, and as set forth in the following tables and comment thereon, indicate that
we are not unduly depleting American tonnage by these sales.

EIVIEICK CF RESEARCH

c

, U'JU u

jn.:>i iun:j A

HLI UV

Crt

AS CF

DECEMBER 31

. 1939

TABLE

V

Privat

e Ownership

Government Ownership

-

Comt

Comb

ination Pas-

?crts

seng!

r & Freight

Fl

eighters

Tankers

senger & Freight

Freighters

Tankers

rotal

No.

Gross Tons

No.

Gross Ions

No.

Gross Tons

No.

Gross Tons

No.

Gross Tons

No.

Gross Tons

No.

Gross Tons

Baltimore, Md.

-

-

t>

28,730

1

'*.323

-

fc

32.691

-

-

12

65.7UU

Esltcs, Canal Zone

-

-

-

-

-

-

2'

19,21*1*

-

-

-

2

19.2Ult

Bellingbam, Wash.

-

-

1

2,22U

-

-

-

-

-

-

-

-

1

2,22l»

Boston. Mass.

1

12.500

1

'*,C15

-

-

-

-

-

-

-

I*

16.515

Bremerton, Vash.

-

-

-

-

-

1*

56. 5^*3

1

5.683

-

-

5

62,226

Fredrikstad. Nor.

-

-

-

-

1

6,1*00

-

-

-

-

1

6.1*00

Freeport, Tex.

-

-

1

U,127

-

-

-

-

-

-

-

-

1

1».127

Grays Harbor, Wash.

-

-

1

2,1*26

-

-

-

-

-

-

-

-

1

2,U26

Honolulu, Hawaii

1

3.67<i

-

-

-

-

-

-

-

-

-

-

1

3.679

Houston, Tex.

-

-

2

5,li*U

1

5.335

-

-

-

-

-

-

3

10,1*79

Kodiak. Alaska

1

2,0S9

-

-

-

-

-

-

-

-

-

-

1

2.089

Los Angeles, Calif.

-

-

2

7.997

-

-

-

-

-

-

-

-

2

7.997

Hew Crleens, La.

-

-

-

-

-

-

-

-

1*5

268,937

-

-

U5

268.937

New York, K. Y.

12

98,232

8

1*0,280

-

-

-

-

-

-

-

20

138.512

Norfolk, Va.

-

-

1

3.581

-

-

-

-

67

389.1*97

-

-

68

393.078

Pstuient River, Bd.

-

-

-

-

-

-

U

S2,8l*9

-

-

-

-

1*

82.81*9

Philadelphia, Fa.

-

-

3

8,g06

-

-

-

-

-

-

3

8.806

Portland, Oreg.

-

-

1

3. '•53

-

-

-

-

-

-

-

-

1

3.1»53

Providence, R. I.

-

-

-

-

2

16,730

-

-

-

_

-

-

2

16.730

San Francisco, Calif.

8

75.562

2k

89,128

1

2,630

-

-

-

-

-

-

33

167,320

Seattle, Wash.

13

56. 5^6

7

21.995

~

"

-

-

-

-

-

20

78,51*1

Total

38

21*8,508

57

221.906

6

35.1*18

10

158.636

119

696,808

-

-

230

1.361.376

Panama R.H. Vessels

Since the average age of these
vessels is approximately 21.5 years,
we may assume that the majority
were either laid up, or verj^ soon to
be laid up. at the time of sale.

Table I herewith shows that our
laid-up fleet of merchant ships, 2,000
gross tons or over, on January 1,
1940, included:

One hundred and one vessels, of
505,932 gross tons, privately-owned ;
and 129 vessels of 855,444 gross
tons, Government-owned.

A total laid-up of 230 vessels,
with a combined gross tonnage of

TABLE I

1,361,376. Based on this figure, the
tonnage sold foreign amounts to ap-
proximately 43 per cent of the total
laiil-up tonnage.

The total active American Mer-
chant Marine fleet is shown in
Table II.

From the totals of this table, we
figure that the tonnage sold foreign
during the past 16 months is ap-
pro.ximately 7.5 per cent of the ac-
tive American Merchant Marine.

TABLE II
American Active Merchant Fleet

Service Xo. Ships Gross Tons

Tankers 353 2,589,442

Cargo 814 4,107,850

Combination 151 1,254,718

Totals 1315 7,952,010

Table III is interesting. It shows
the present employment of the 814
vessels classified as active cargo
ships in Table II. Eflfect of the war
is seen in the elimination for Ameri-
can vessels of some of the most-used
transatlantic trade routes.

L'. S. liAEITIkiE COiaiSSION
DIVISICN OF RESEARCH

AMERICAN STEAi: AKD MOTOR MERCHANT VESSELS OF 2,000 GROSS TONS AND OVER

IM FREIGHT SERVICE

AS CF DECEMBER 31, 1939

REPORT NO. 300
TABLE III

nt Ownership

Panama R.R.

Overseas

Foreign

S

uth

Anerica

la

St

Cca

t

We

Et

Coast

Transatlantic

Atlantic Europe & U.K. (Enroute to U.S.)

Portugal & Spain

Bergen & Trondheim

Baltic

Mediterranean

India via Suez

£ast & South Africa

West Africa

Transpacific
Orient & Far East
Australasia
Around the World
Foreign Tracing Foreign
Foreign Trading Foreign

Total Foreign
Coastwise
Atlantic & Gulf
Pacific
Interccastal
Hawaii
Puerto Bico

Total Copstwise
Ccvernjnent Service
Laid Up Vessels

Total Freighters

-ggT"

iU5

27

662

11*0,570

132.773
168,332

39.390
17.915
9.893

155,975

81*. 920

105,380

3S,22l»

172,238
20.661
39.866

1.12b.b37~

67U.6U6

671*.
119.

166, 3gU

7U.922

1, 870.39'^

221 , 906

3.218.939

53,580
ii*,358

1*,963
10,157

22,829

50,1*10
2l* , 605

HE

6,211

95,808

2 of these "Idle Status'' with Managing Cperftors ar.a di under oare-Doat cnarie
"b Loaned to War Department ,
c Includes: 2 Vessels of l','*81 Gross
3 Includesit Vessels of 32.69I Gross Tons All
23 Undocumented Vessels of 135.1*60 '

11*5

27

176

11*0.570

185.353

182.670

39.890

22,925

9.893

U,963

166,132

107,71*9

105,380

38,221*
222,61*8

1*5,266
39.866

i.^ig.529

.71*, 61*6
I9.979

71* .922

166

1.870.396

6,211
918,711*

1*, 107,850

id Up as the result
llocated to "nited
Gross Tons

ult of the Neutrality Act

PACIFIC MARINE REVIEW

U. S. MAHITIlii; COIvMISSION
DIVISION OF RESEARCH

AMERICAN STEAM AND MOTOR MERCHANT VESSELS OF 2,000 GROSS TONS AlsD OVER
IN TANKER SERVICE
AS OF DECEVBER 3I , 1939

REI-OKT NO. 500
TABLE IV

ate Ownership

Government Ownership

U. S. M. C.

Gross Tons

Total Fleet

Nearby Foreign

Cverseas Foreign
South Ajperica

East Coast

Test Coast

Transatlantic

Atlantic Europe & U.K.

Portugal & Spain

Bergen & Trondheim

Baltic

Mediterranean

India via Suez

East & South Africa

West Africa
Transpacific

Orient & Far East
'Australasia
lAround the World
1 Foreign Trading Foreign
IForeign Trading Foreign

: Total Foreign

Coastwise

Atlantic & Gulf

Pacific

Intercoastal
< Hawai i

Puerto Rico

Total Coastwise

laid Up Vessels

Total Tankers

133.135

15. "^85

15. ''SS

32.832

12.395

32.832

12.395

193.gi47

19 3. B"*?

269
30
15

2,011,667
195,165
112.31*7

269

2,011,667

30

iq6,i65

15

112.31*7

6

39.998

320
6

2.360,177

320

2.360.177

35.i*lf!

35,1*1!?

J51.

2,5?9,i*Ug

353

2,58q,i*iig

Note:

In Cverseas Foreign

The totals of Table I and Table II
combined show an American seago-
ing merchant marine of 1,545 ves-
sels, with 9,313,386 gross tons, of
which the tonnage sold foreign is a
little over 6 per cent.

During 1939 American shipyards
delivered 28 seagoing merchant ves-
sels, with a gross tonnage of 251,900.
: During 1940 our shipyards will de-
liver at least 45 vessels, with a gross
i tonnage approximating 400,000, and
i in succeeding years this output will
be maintained and exceeded.

The average sea speed of these
|] new vessels will be at least 50 per
I cent greater than the speed of the
I vessels being sold. With these fig-
I ures in mind, there would seem to
I be no need for alarm over the "dis-
I appearance of the American Mer-
i chant Marine."

Some lines, and notably inter-
coastal lines, arc seizing the oppor-
tunity to sell all their obsolete
tonnage. Already this movement
has caused a shortage of bottoms in
some trades and a great deal of in-
convenience to shippers.

The most obvious solution is the
so-called Shepard plan, which pro-
poses that the Maritime Commission
encourage the selling of intercoastal
tonnage to foreign flag account in
order that the intercoastal operators
may build up reserves for the con-
struction of new tonnage, and that
in the interim the laid-up Govern-
ment-owned merchant ships be

chartered to these operators at reas-
onable rates so that the services can
be maintained.

This seems a very reasonable
])roi)Osition, but, as usual, there is a
legal technicality obstruction action.
Present law will not allow the Mari-
time Commission to charter laid-up
ships over 20 years old, and there
are less than 20 of the laid-up ships
under that age.

Under the present emergency con-
ditions it would be good business to
release these ves.sels for charter or
sale foreign, so as to realize some-
thing more than their value as scrap
steel.

Typical of the modem fleet being built
under the U. S. Maritime Commission, the
passenger liner America (shown here at the
outfitting dock, Newport News, Virginia)
will be the safest, most fireproof and most
comfortable liner afloat.

Holding the distinction of being
the largest new steel vessel built on
the North Pacific Coast during the
past 16 years, the handsome,
cruiser-like Explorer has been de-
livered bj' her builders, the Lake
Washington Shipyards, to the U. S.
Coast and Geodetic Survey, and is
now on tour to California ports pre-
paratory to a long shakedown cruise
in ^^'estern Alaska waters.

While not the largest vessel ever
built for Government service, the
Explorer is without doubt one of the
finest and most beautifully-equipped
survey vessels ever ordered by
Uncle Sam. Following designs laid
down by the Bureau, in W'ashing-
ton, D. C, the prominent Seattle
firm of W. C. Nickum Sons exe-
cuted the detail plans and worked
out unusual construction procedure,
the results of which are clearly evi-
dent in all parts of the vessel's
structure and in placement and type
of machinery found throughout the
ship.

Explorer's stem is
beautifully molded.

^. S. Cacuitcuiixlt

Gets Fine New Steel

Lake Washington Ship
Most Modern and Best-

hy Chas.

The new vessel Explorer is out-
standing for several reasons :

(1) Her unusual lines — more like
a private yacht than a hard-working
mothership for a Coast Survey lleet.

(2) Her almost 100 per cent fire-
proof and 100 per cent collision-
proof construction, made possible by
99J/2 per cent use of fireproof ma-
terials, and hull subdivision and
plating that more than doubly meet
the requirements for this class of
vessel.

(3) Laid out for a crew of nearly
90, this 200-foot ship is a complete
city in herself, being equipped for a
six-months' voyage away from her
operating base, and with accommo-
dations planned to assure unusual
comfort to a widely-assorted person-
nel, including seamen, engineers,
technicians and surveyors, besides
service facilities for a fleet of smaller
vessels and many shore stations. A
hospital, machine shop, electric
shop, carpenter shop, laundry, and a
regular marine garage are some of
the other items that are included to
make this ship independent from
outside help in her job of charting
the bleak, almost unknown Alaska
coastline far into the Bering Sea.

(4) The surveying equipment
aboard the E.xplorer is said to be the
most elaborate and costly ever
placed aboard any of the world's
survey fleet. All of the best Ameri-
can and foreign equipment and ac-
cessory gear was studied and modi-

\\'orking on behalf of the Service
was Comm. A. M. Soberalski, who not
only supervised construction but
also will take command of the new
ship on her first voyage. The Ex-
plorer brings the United States Sur-
vey fleet to 11 major units, scattered
on the Atlantic, Gulf and Pacific
Coasts.

Lake \\ashington Shipyards have
handled many unusual and difficult
ship construction and repair jobs,
ranging from a motley collection of
Puget Sound ferry vessels, whaling
fleets, floating canneries, and barges,
to man\- specialized Government
vessels of highly individual charac-
ter. Charles A. Burkhart is presi-
dent of this organization, Paul E.
^'oinot is vice-president and general
manager, and A. R. A'an Sant is
treasurer. Noteworthy among their
recent contributions to marine arch-
itecture are the diesel-drive ferries
Chi])pewa and the world-famous
Kalakala, first of the modern type,
fully streamlined ferries that aie
now all the \(ii'ue.

The new Explorer at her home station,
with the old wooden Coast and Geodetic
Survey steamer Explorer in background.

yards Delivers America's
Equipped Survey Vessel

F. A, Mann

fied and elaborated upon to outfit
the vessel.

Her electric and mechanical sur-
vey gear, the fleet of auxiliary ves-
sels and the radio equipment are un-
like any combination ever placed on
a similar ship. Her auxiliary equip-
ment is time-tested, huskily built,
based on the widest possible use of
high-pressure, superheated steam.
All deck machinery and all major
auxiliaries are steam driven. Only
the delicate survey equipment is 100
per cent electrified — a wise combina-
tion assuring non-interference from
a maze of ship's circuits and switch-
ing gear, and useful in cold north-
ern climates that require plenty of
heat and dry circulating air to every
part of the ship.

Hull Construction

The vessel is of heavy steel con-
struction, completely fireproof, and
is of the two-compartment standard
of hull .subdivision, more than
double the requirements for vessels
of this class. Two compartments
can be flooded without danger of
sinking. She is divided into nine
watertight compartments by eight
transverse bulkheads extending to
the main deck. Only three of the
bulkhead walls are pierced by pas-
sage openings, and these are fitted
with watertight doors controlled
electrically from the bridge. The
shell plating is riveted at the seams
and welded at butt joints. Over 90
per cent of the balance of the hull
joints are welded. A J/l-inch-thick
steel belt plate, extending 6 feet on
the sides, above and below the
waterline, has been welded to the
hull for protection against damage
by ice and while working inshore
and from service fleet operations

The Cunningham steering engine
and telemotor was built by Markey
Machinery Co.

overside. The double bottom amid-
ships extends up to the level of the
main decks, forming tanks with ca-
pacities for 325 tons of fuel, 99 tons
of boiler water, and 75 tons of culi-
nary water. Sufficient oil can be car-
ried for 7,000 miles cruising range
at 12 knots speed.

Layout of the Ship
Forward, in the chain locker be-

low, are carried 120 fathoms of
%-inch special link chain, to which
are rigged a pair of 3,000-pound
Baldt stockless anchors. A Markey
double vertical shaft-type combina-
tion windlass and capstan is fitted
on the forecastle deck just forward
of entrance to crew's quarters, and
is driven by a Markey steam engine
installed on the deck directly be-
neath. Directly aft of the chain

Dimensions and Main Equipment

Length over all 220 feet 8 inches

Beam - . 38 feet

Depth 23 feet 2 inches

Loaded draft 15 feet 2 inches

Displacement tons (light) 1,500 tons

Displacement tons (loaded) 1,800 tons

Power :

Two Babcock & Wilcox tubular boilers with built-in superheaters
fired by B. & W. oil burners; 2,000 horsepower double reduction
geared DeLaxal turbine with built-in condenser and thrust bearing.
Auxiliary Electric Power:

Two 50-kilowatt, 115-volt D. C. Westinghouse turbo-generators;
25-kilowatt Westinghouse AC-DC converter for layups or shore
hookups; 5-kilowatt generator for sounding equipment; 10-kilowatt
emergency set, driven by 2-cylinder Superior diesel.
Deck Machinery:

Windlass, capstan, steering gear and boat hoists. — Markey Ma-
chinery Company of .Seattle. All steam drixen.
Fire Protection:

All interior paneled spaces covered with Johns-Manville Flexboard
(asbestos). Furniture is aluminum tubular type. — General Fire-
]jroofing Co., Youngstown, Ohio. Flooring, special rubber coni-
])ound made by Armstrong Cork and Tile. Fire extinguishing sys-
tem consists of special 6-bottlc system for boiler room ; 6-bottle sys-
tem connected to the Richaudio smoke detection system centered
in the pilot house and connected to every compartment on the ship,
which, in addition to visible evidence in the pilot house control
station, will sound an alarm and enable the officer on watch to flood
any one or group of compartments with CO2 gas. In connection with
the fire system is a 12-station Automatic Electric Co. (Chicago)
telephone, and a Remler loud speaker-public address system, in ad-
dition to an alarm circuit and regulation water and hose fire-
fiehting- svstcm.

kicker are three large refrigeratetl
compartments and a group of dry
stores compartments, adequate for
long voyages away from supply
base, and to handle the require-
ments of a complement of 90 men
under all conditions. The largest of
the compartments has ample stor-
age for 10 tons of foodstuffs. Di-
rectly aft of this space is the meat
storage room, and beside it, on the
port side, is the vegetable room.
The main and meat storage is re-

Top: Firing front of one of the Babcock 8C Wilcox boilers.
Center: Control stand in engine room.
Lower: De Laval main propulsion turbine.

frigerated by a direct-e.xpansion
ammonia system, supplied by a York
motor-driven compressor. The vege-
table room is supplied by a fan-
driven cooling unit. A unique fea-
ture of the refrigerated spaces is the
14-inch-thick glass wool insulation,
and the soldered, smooth Monel
metal surface, which entirely lines
all food storage spaces. The smooth,
non-tarnishing metal surface can be
easily cleaned and sterilized.

All dry food stores are lined with
metal bins and compartments, enam-
eled white. Food storage spaces, in-
cluding refrigerated space, each have
two entrance-exit doors, one open-
ing to the ship's passageways and
the other to a central hatchway lead-
ing upward to the main deck hatch.
Following the refrigerated cargo
space, in the lower hold, is the en-
gineer's storeroom and a completely-
equipped carpenter shop, capable of
handling repairs to the fleet of work-
boats and to shore stations. Next
follows the machinery space, aft of
which are fitted two 1,500-gallon
gasoline and diesel oil storage tanks
for operation of the workboat fleet,
then a gasoline and diesel fuel pump
room and a 5-ton magazine for
powder used in depth charges for
deep-sea sounding operations. Aft is
the steering-engine room, equipped
with a Markey steam steering en-
gine, operating an Oertz stream-
lined rudder. A 3-bladed Navy de-
sign Doran propeller is fitted. Lig-
num vitae stern bearings are used.

On the main deck (middle), for-
ward, is crew's space for 24 in a
large forecastle, and quarters for 12
petty officers, one group on each
side of the ship. Aft of this are
quarters for eight chief petty offi-
cers, a fully-equipped four-bed hos-
pital and surgeon's office, and a neat
little laundry, equipped with a Thor
washer, three porcelain laundry
tra\-s and a steam clothes drier. Aft
(if the machinery compartment are
([uarters for 12 junior officers, a
large lounge and quarters for 10
senior officers.

In the raised ])ortion of the upper
deck, forward, is crew's space for 20
men, immediately aft of the engine
room containing the Markey wind-
lass machinery. A crew's mcssroom
and pantry, completely equipped, is
located on one side, and the petty
officers' mess on the other, which

also includes a separate pantry.
Where the forward raised deck
breaks to form the boat deck, the
deckhouse contains a large galley,
furnished with completely-equipped
Monel-metal-covered work tables,
and equipped with a G. E. service
refrigerator, a Buell flat-top oil-
burning range, a "Steam Chef" auto-
clave, Green-Winkler coffee urns,
and other items. Aft of the galley
is a large ward room and pantry, and
at the aft end of the deckhouse a
large plotting room.

On the bridge deck are the pilot
house, the chart room and the roomy
captain's quarters, with ship's office,
bedroom, bath and fully-equipped
pantry. Aft of this space is the com-
partment within the lower smoke-
stack containing the two Sturtevant
induced draft fans for the boilers.

The fleet of special workboats, all
built at the Puget Sound Navy
Yard, at Bremerton, comprise sev-
eral types especially suited for cer-
tain kinds of work. The main fleet
consists of four heavy 30-foot power
launches, equipped with 30-horse-
power Buda diesel engines, Exide
24-volt battery, and survey facilities.
Two launches are carried on heavy
davits on each side of the upper
deck. Two 24-foot power whale-
boats, equipped with Redwing gaso-
line engines, two non-magnetic
whaleboats and a fleet of six 16- and
20-foot skiffs and dories are also car-
ried, making a total of sixteen work-
boats piled on the decks. A group of
Johnson outboard motors powers the
skiffs and dories. Two Harvey port-
able (Radio Laboratory, Cambridge,
Mass.) two-way radiophone sets are
supplied for use by the power boats.

Crane plumbing fixtures and gen-
eral service piping is fitted through-
out the vessel. Six specially-designed
air heaters, with two sets of steam
coils, Sylphon valves and Johnson
System temperature controls, heat
the entire ship through directional
diffusers in each compartment or
room. Arofin fans are used; also
Powers regulating valves, operated
by the Johnson control. Jamison
steel doors are fitted throughout the
ship. Kearfott windows with special
stainless steel exterior trim are
fitted throughout all the upper deck
areas, including the pilot house. All
lockers, berths, tables and chairs arc
of fireproof construction, and an un-

Top to bottom: Steam turbine electric
generating set; motor-drive compressor of re-
frigerating machinery; double windlass with
vertical shaft wildcats and gypsey heads.

usually large number of complete
bathrooms, including showers, toi-
lets and basins are fitted conveni-
ently throughout the ship. A Gen-
eral Electric drinking fountain is
fitted in the engine room. Every
care has been taken with lighting,
to assure ample illumination in all
quarters. Most of the fi.xtures are
waterproof, and all wiring is of
Xavy-type steel-sheathed cable.

Propulsion Machinery

Steam for the propulsion and the
auxiliary machinery of the Explorer
is generated in two Babcock &
Wilcox water tube boilers of the lat-
est marine type. These boilers are
designed for working pressure of
350 p.s.i. and for 200 degrees F.
superheat, and deliver steam to the
throttle of the main turbine at
300 p.s.i. and 200 degrees F. super-
heat.

The boilers operate on oil fuel
with an induced draft system using
.^turtevant blowers. Fire room
equipment includes Wager smoke
indicators, Brown CO2 indicators
and stack pyrometers, Sperry salino-
mcters, a Marsh recording steam
pressure gage, and a Tagliabue
steam gage. All of these instru-
ments are visibly readable at the
main control stand in the engine
room.

A Xo. 2j/l heavy duty, vertical,
gear in head type, steel casing
Ouimby screw pump is installed for
fuel oil service. This pump is driven
directly by a 3-H.P., 575-1150 r.p.m.,
variable-speed motor, and has a ca-
pacity of from 1-6 g.p.m. of fuel oil
at pressures varying from 150-300
p.s.i. The Ouimby Pump Company
also furnished for lubricating oil
service two of their No. 23XB verti-
cal gear in head type steel cylinder
Rotex pumps, each connected di-
rectly to a 5-H.P., 1150 r.p.m., con-
stant-speed motor, and each having
a capacity of 100 g.p.m. of lubricat-
ing oil at 40 p.s.i.

The main propulsion engine is a
DeLaval double reduction gear
sleam turbine. This turbine nor-
mally develops 2,000 S. H. P. at
130 r.p.m. propeller speed, using
steam at 300 p.s.i. gage with 200 de-
grees F. superheat and exhausting
to a 28-inch vacuum. It is also de-
signed to develop 100 per cent of the
normal ahead power when running
astern, with 130 per cent of normal
ahead steam flow. The gears are of
the double reduction type, to gixe
the propeller speed of 130 r.p.m.

The turbine has four elements for
ahead operation, and the astern blad-
ing is in one piece with the buckets
of the last two ahead rows, the inner
portion of each bucket being for

One of the special survey power launches.

ahead propulsion and the outer por-
tion for backing.

All turbine casings and nozzle,
boxes and other parts coming
into contact with high-temperature
steam are of steel suitable to the
steam temperature. The casings are
divided at the horizontal center
plane and are suitably supported to
allow for expansion without distor-
tion. All pockets are drained to the
condenser to prevent accumulation
of water.

The two reductions of the double
helical gear are mounted in a single
gear case of welded steel construc-
tion, stiffened to insure rigid sup-
port of the moving parts, and split
so as to make bearings and rotating
parts readily accessible, in addition
to which there are suitable man-
holes and handholes.

The pinions are made of heat- -
treated, high-carbon steel forgings.
The gear wheel centers are of cast
construction, mounted on a steel I
shaft, and the rim is of steel. The
bearings are of genuine babbitt in
split cast iron shells. All moving
parts, such as gear teeth and jour-
nals, are flooded with an ample
supply of oil.

The main propeller thrust bearing
is of the pivoted, segmental, six-
shoe marine-type, and is located in
the forward end of, and incorporated
in the design of, the low-speed gear
casing, with particularly rigid at-
tachment to the foundation. A
motor-(iri\-cn turning gear capable
oi turning the propeller shaft and
connected parts through one com-
plete turn in eight minutes is at-
tached to one of the slow-speed
pinions.

This propelling unit has been de-
signed particularly for ruggedness,
reliability and ease of maneuvering,
and is very similar to, although of
slightly greater horsepower than
the propelling units built by the
DeLaval Steam Turbine Company
for the successful Coast Guard cut-
ters Escanaba, Tahoma and Onon
daga. The units for the latter ves-
sels were each rated at 1,500 H. P.
at 140 r.p.m. propeller speed, and
were supplied with steam at 340-
])ound pressure and 200 degrei- F.
superheat.

The gears and turbine are p
tectefl by an automatic hj'draulic-
ali\-opcrated steam cut-off \'alve

I' A C I F 1 C MARINE REVIEW

Above: The captain's room and the wardroom. Johns Manville "Flexitc" walls and ceiling, rubber tile flooring, "Good Form" tubular aluminum
furniture. At bottom of page: The galley, a pantry and refrigerating chamber. Note lavish use of Monel metal. The windows are Kearfott.

I <;izc(l fnim llie turbine-gear (lil
]iirssure system.

I'lie steam condensing equipment
w.i'^ furnished by the Condenser
Si r\ice and Engineering Co., Inc.,
ui Hoboken, N. J.

The main condenser contains 1,300
square feet of effective condensing
surface, made up of 70-30 per cent
cupro-nickel tubes %" O.D., 18
B.W.G., 8' 6" effective length. The
water circuit is single pass. The
condenser is located athwartship. It
is connected to the turbine exhaust
flange through a special steel dia-
phragm so designed as to insure
that there will be no dangerous dis-
tortion of the condenser during
maneuvering.

The unit is designed to handle all
the steam of the main turbine when
it is developing full power ahead,
and to maintain a vacuum of 28"
referred to a 30" barometer when
supplied with 5,200 g.p.m. of circu-
lating water at 70 degrees F. The
design is based upon a tube cleanli-
ness factor of 85 per cent.

A Warren centrifugal pump
drixen by an Elliott steam turbine
supplies this circulating water.

A hotwell of liberal storage ca-
pacity is welded directly to the bot-
tom of the condenser. It is of the

deaerating type, the condensate jiro-
duced in the condenser having at
all times an o.xygen content not ex-
ceeding .03 cc per liter.

The condenser has a shell con-
structed of rolled steel, boiler plate
quality. It is welded throughout,
suitably reinforced and stiffened.
Tube sheets are of rolled Muntz
metal. Support plates are rolled
steel. \\ ater boxes are of cast iron.

Tubes are rolled into serrated
tube holes at the inlet end and
packed with Anchor metallic pack-
ing at the discharge end. These
tubes are arranged with graduated
spacing, being located at wide cen-
ters in the upper portion of the tube
bank with a gradually reduced pitch
towards the bottom to compensate
for the shrinkage in volume of the
steam as it condenses in passing
through the tube bank. Condensate
is handled by two Warren electric
drive pumps.

A generously-proportioned steam
space is jirovided above the top row
of tubes in the condenser shell to
allow for adequate lengthwise steam
distribution before condensation
begins.

An external air cooler with cor-
rectly proportioned flow areas in the
\apor circuit has been provided to

insure a thorough devaporization
and concentration of the air before
it reaches the vacuum pump suction.
This cooler contains 100 square feet
of effective cooling surface, which is
made up of ^4" O.D. 70-30 per cent
cupro-nickel tubes.

For removal of air and associated
vapors, a Condenser Service and En-
gineering Co. twin-element, two-
stage steam jet air ejector with com-
bined surface type inter and after
condenser has been provided. Each
element has sufficient capacity to re-
move all the air and associated
vapors from the condenser under
normal operating conditions. Steam
for the ejectors is provided at 175
pounds gage pressure.

The inter and after condensers are
arranged for the flow of condensate
as the condensing medium for pro-
pelling steam. The inter and after
condenser shell is steel plate; tube
sheets, rolled Muntz metal. Tubes
are seamless Admiralty metal.

The auxiliary condenser has 330
square feet of effective condensing
surface, made up of %" O.D., 18
B.W.G., 70-30 per cent cupro-nickel
tubes, 7' 3" long. It is designed to
handle 4,000 pounds per hour of aux-
iliarv steam, maintaining a vacuum

(Page 50, please)

On ;\Iarch 24, just a year to the
day after the initial entry to her
home port of the Union Oil tanker
L. P. St. Clair, a new sister ship,
named ^'ictor H. Kelly, in honor of
the Vice President and Director of
Sales, arrived at Los Angeles har-
bor. This vessel is the second unit
in a replacement program initiated
by the Union Oil Company in 1938.

A third unit of this program is on
order with Bethlehem for deli\ery
some time in 1941. This tanker will
be christened Paul M. Gregg in
honor of the Vice President and
Counsel of the Union Oil Company.

All of these vessels are identical,
and are being built on the Bethle-
hem-Frear fluted-bulkhead longi-
tudinal-framing system of tanker
hull construction under the Amer-
ican Bureau of Shipping special sur-
vey "and classification for carrying in
bulk petroleum products with a
flash point below 150° F. They also
meet all the requirements of the
General Rules and I^egulations and

lii^JJz Oil ^cunJze^

Second Unit of the Replacement

The Union Oil Company of

By Shipbuilding Division

PRINCIPAL CHARACTERISTICS

Length overall 463-0 "

Length between perpendiculars 442-0

Breadth, molded 64-0

Gross tonnage 8,066 Tons

Net tonnage 4,814 Tons

Cargo capacity, 98% full 101,400 Bbls.

Fuel capacity, 98% full 10,500 Bbls.

Fresh water capacity 119 Tons

Speed, loaded, on trial 13 Knots

Cruising distance 20,000 Miles

Depth, molded to upper deck at side amidships 34-10

Designed loaded draft, molded 28-4"

Displacement, molded, at designed loaded draft. . . .16,970 Tons

Deadweight at designed loaded draft 13,000 Tons

Normal crew 37

the Load Line Regulations of the
Bureau of Marine Inspection and
Navigation. The design is also in
strict conformity with, and has
passed all the regulations of, the
Panama Canal and Suez Canal au-
thorities for carriage of bulk petrt)-
leum products and for the transport
and handling of all grades of special
hazardous and dangerous petroleum
])rcHlucts, including Grade A Pan-
ama Canal Classification.

The ]irinci]Kil characteristics are
shown in the table herewith.

The new Union Oil Company tanker was
launched in January at Sparrows Point, Mary-
land. Mrs. Alice M. Persons (left) christens
the vessel in honor of her father, Victor H.
Kelly, vice president and Director of Sales.

Safety Features

.Safety is of paramount importance
when handling petroleum and its
distillates, and the tanker Victor H.
Kelly is equipped with proved de-
\ices for insuring safety.

In order to maintain predeter-
mined vacuum and pressure in the
vapor space above the cargo in the
various compartments of their ship,
the Union Oil Company has in-
stalled in the \'ent jiiping of each
com])artment a 4-inch flanged all-
brass .Shand iK: Jurs X'acuum and
Pressure Cargo Breather Valve. The
use of this valve constitutes a con-
siderable safety factor in that the
fitting, being of all-bronze construc-
tion, is entirely spark proof and it is
completely vapor tight. It also em-
I)nilies a non-sticking material which
is used in the furni of a rinsj' to con-

Victor Jt. KelUi

Program of

California Delivered

of Bethlehem Steel Co., Ltd.

tact the valve seats, insuring vapor
tightness at all times. Adjustment
for varying load requirements is
provided, as well as means for lock-
ing the pressure pallet in an open
position. This feature is particularly
important when a flue gas system is
used.

The engine and boiler room spaces
are protected against fire by the Lux
carbon dioxide system. Twenty-six
50-pound capacity Lux cylinders are
conveniently stowed in the steering
gear space. The controls for opera-
tion are in the crew passage con-
venient to an exit from the spaces
protected.

Cargo oil tanks are protected by
a Union Oil Company system of flue
gas coverage. In this system the flue
gases are washed and cooled and
used to fill the ullage spaces at the
top of the oil tanks.

Navigation and Communication

Mackay Radio and Telegraph
Company furnished the radio equip-
ment for this tanker. In the radio
room is a 200 watt intermediate fre-
quency transmitter, a 200 watt high
frequency (short wave) transmitter,
a 50 watt emergency transmitter,
and receiving equipment consisting
of one all-wave main receiver, one
standby intermediate frequency re-
ceiver and a crystal receiver. Also
in the radio room there is a panel
in which are mounted the Mackay
radio auto alarm, power supply and
main feeder switch boxes and con-
trol units. All wiring was installed
in deck and deckhead channels with
the bulkheads left entirely free and
clear.

Mackay Radio also supplied a

type 105-A Kolster Radio Direction
Finder, which is installed in the
chart room.

The navigation equipment is very
complete, including: Sperry Gyro-
scopic master compass and three re-
peaters ; Sperry course recorder ;
Sperry Gyro Pilot ; Submarine Sig-
nal Company Fathometer ; and an
electric sounding machine.

Naco cast steel stud link anchor
chain was furnished by the National
Malleable & Steel Castings Com-
pany.

Leslie "Tyfon" whistles were in-
stalled, and Leslie automatic control
for fog signaling.

Steam Generating Plant

Steam is supplied by two Foster
\VheeIer "D"-Type water tube boil-
ers, each with a heating surface of
4928 square feet and each having an
evaporating ca])acity to produce
24,500 pounds per hour of steam at
400 pounds pressure and 750 deg. F.
total temperature. These steam gen-
erators have built-in economizers,
superheaters and desuperheaters.

Each boiler is equipped with eight
soot blowers of the full automatic
valve in the head type, supplied by
the Vulcan Soot Blower Corpora-
tion. Steam pressure of each blower
may be regulated according to the
cleaning requirements through an
exterior adjustment on the head of
the blower.

A Wager Smoke Indicator is fitted
to each boiler. The.se indicators are
of the periscope type and are so ar-
ranged that smoke conditions in
both uptakes can be observed from
one position in the fire room.

The boilers are mounted on a flat

«

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Hbe

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above and aft of the turbines. The
arrangement is fore and aft, with the
drums athwartship and the firing
fronts on the starboard side. Three
Todd Hex-Press model forced-draft
double-casing type air registers and
oil burners fire the furnace in each
boiler.

Combustion in these furnaces is
supervised by the Hagan Automatic
Combustion Control, which has re-
cei\-ed widespread approval from
both designers and operators in the
marine field. Being fully automatic,
of rugged design, without any parts
subjected to excessive wear, the con-
trol maintains constant steam pres-
sure and correct fuel-air ratio, there-
by maintaining proper combustion
at all times. This proper combustion
eliminates smoke and reduces soot
and furnace maintenance.

During the builders' trials the
conditioning of boiler water was
under the supervision of a Bull &
Roberts service engineer, using the
Hall System of Boiler Water Con-
ditioning. The vessel's engineers
having been instructed in the proper
way to handle boiler water, they are
able to maintain efficient operation
by preventing the development of
scale antl corrosion.

Two Northern rotary motor (lri\'e
fuel oil service pumps and two fuel
oil heaters serve the boiler furnaces,
one of each ha\ing cai)acity to take
care of full requirements for both
boilers. A Worthington horizontal
duplex steam pump acts as standby.

APRIL. 1940

Propulsion Machinery

A set of Bethlehem cross-cotn-
pound double reduction geared tur-
bines drive the single screw. These
turbines were designed and built at
the Fore River yard of the Ship-
building Division of the Bethlehem
Steel Company. The set is designed
to deliver 3,500 normal horsepower
with the propeller shaft turning 85
r.p.m. under steam throttle condi-
tions of 375 lbs. pressure, 725° F.
temperature, and a vacuum at ex-
haust flange of 28)4 inch Hg. Un-
der these conditions, the high-pres-
sure rotor (of the combined impulse
and reaction type) turns 5,500 r.p.m.,
and the low-pressure rotor (of the
single-flow reaction type) turns
3,500 r.p.m. The propeller is 18
feet, 6 inches in diameter, of 15 feet,
3 inches pitch, and is designed to
drive the fully-loaded hull at 13
knots when turning 85 r.p.m.

An astern turbine with sufficient
capacity for good maneuvering abil-
ity is fitted in the low-pressure
ahead turbine casing.

The low-pressure turbine ex-
hausts directly into the main ct)n-
denser, which, together with the
auxiliary condenser, is also of Beth-
lehem design and construction.

Under normal sea operation the
main condenser handles all exhaust
steam, the au.xiliar\- exhaust being
admitted through an automatic ex-
haust back-pressure valve. The
auxiliary condenser is normallv used
onl\- in port, and handles the steam
from the turbo generating sets and
from auxiliaries.

The reduction gears are of Falk
manufacture, and the gear case
houses also the Kingsbury thrust
bearing for the propeller shaft and
a reversible motor drive turning
gear.

The lubricating oil system is of
the graxity type, served by one
Northern rotary motor-driven oil
pump drawing oil from the sump
and discharging into the oil supply
line (which is kept under constant
pressure by a gravity tank) through
an oil cooler. The tanks and cool-
ers are installed in duplicate, one
being a standby. A Worthington
vertical simplex pump, steam
driven, is installed as a standby
service pump. A De Laval Uni-
Matic purifier with a separate steam
heater and with a capacity of 150
gallons an hour keeps the lubricat-
ing oil in good condition by either
continuous or batch operation.

Steam Driven Auxiliaries

The two main feed pumjjs are
W orthington centrifugals directly
coupled to Sturtevant turbines, and
one Worthington reciprocating
steam drive standby feed pump is
installed for emergencies. Each main
pump will deliver water enough for
simultaneous overload operation of
both boilers.

The cargo pumps are Kinney
Heliquads driven by Whitton steam
turbines. There are four of these
])umps, three main and one stripper.
Each main pump has a capacity of
3,000 barrels per hour and the strip-
per pumps 500 barrels per hour. A
very flexible piping arrangement de-
signed by the technical stafif of the
Union Oil Company enables these
pumps to handle three dififierent oil
products simultaneously without
mixing. The pump room is venti-
lated by an American Blower fan
driven by a Coppus steam turbine.

Two Westinghouse 240 volt D.C.
steam turbo reduction geared gener-
ating sets supply electric power for
the ship, which is distributed
through a \\ estinghouse switch-
board. 120-volt current for lighting
circuits is supplied by two General
Electric motor generators.

X wi) views in the fire room, showing the fronts of the Foster Wheeler steam generators.

PACIFIC MARINE REVIEW

The American Engineering Com-
pany supplied steam deck auxiliar-
ies, including four capstans, two
cargo winches, two large warping
winches one windlass and the steer-
ing gear.

General Service Auxiliaries

Worthington supplied all general
pumping equipment including one
centrifugal fire pump driven by a
Superior diesel engine, one centri-
fugal motor-driven general service
and ballast pump, and one motor-
driven centrifugal sanitary pump,
two motor-driven plunger units for
potable water and wash water hy-
dro-pneumatic service, one horizon-
tal duplex steam-driven general
service and ballast pump, and hori-
zontal duplex steam-driven evapora-
tor feed pump, and a vertical duplex
Steam-driven fire, bilge and ballast
pump.

A Davis Engineering Company
15- ton capacity evaporator and a
distiller of the same make and ca-
pacity will be fitted in the engine
room and arranged for making pot-
able water from sea water and for
pre-evaporation of raw feed water.
Davis Engineering Company sup-
plied also the fuel oil and lube oil
heaters and the lube oil coolers.

Compressed air for automatic con-
trols, air-operated tools and other
miscellaneous services is supplied
from an air receiver charged by a
Worthington motor-driven compres-
sor with a standby connection from
a Westinghouse steam-driven com-
pressor.

Refrigeration spaces for food stor-
age are cooled by a Carrier Bruns-
wick direct expansion ammonia
plant. This plant is designed to
maintain suitable storage tempera-
tures in the ship's stores, refrigera-
tors, and to cool drinking water for
crew.

Paint is an important item in the
ntenance program of a tanker.

Bethlehem main propulsion turbine and Falk speed reducing gear.

On the Victor H. Kelly the painting
of the interior living quarters has
been harmoniously carried out in
"Dulux," supplied by du Pont. The
walls of dining room and officers'
quarters are in French gray with a
trim of sandstone color. The ceilings
are in flat white, producing a max-
imum of light diffusion with mini-
mum glare.

The superstructure exterior is in
"Dulux" Spar Gray. The hull above
the waterline is in black with a five-
foot band of "Dulux" Spar Gray en-
circling the boat just below the
deck.

Super - Distance

Atlantic Flyers

To meet the pressing demand for a
non-stop mail and passenger air serv-
ice to PZurope, ^Vmerican Export Air-
ines is bendint,' every effort to expe-

dite the delivery of its fleet of giant
long-range Flyers, which are under
contract with the United Aircraft Cor-
poration.

The flying boats will be of the same
fundamental design as the Sikorsky
Dreadnaught built for the United
States Navy and shown herewith. The
picture is from an actual photograph
of the Navy's Flying Dreadnaught,
on which an artist has depicted the
exterior changes for commercial op-
eration.

Henry Dreyfuss, noted industrial
designer, has been retained by the air-
line in a consulting capacity, and will
work with United vVircraft, the build-
ers, on interior design and refine-
ments, in order to insure maximum
passenger comfort.

American Export's new Flyers are
guaranteed by United Aircraft to be
capable of flying the Atlantic non-stop
with adequate fuel reserves and sub-
stantial payload. The phenomenal
long-range ability of these flying boats
will make it possible for American
I'.xport Airlines to eliminate the haz-
ards and delays occasioned bj- inter-
mediate stops, such as Bermuda and
the Azores, and thereby insure de-
pendability of schedule.

These ships will make possible the
regular and fast mail and passenger
service to three neutral countries in
luiro])e — Portugal, Spain and Italy.

^0^ MoMiie. Btecum Pcuuen. PlcuKtl

Steam turbine economy is almost
wholly dependent on a good supph'
of properly-conditioned steam, and
one of the major factors in producing
such a supply of steam is the system
for moving and treating the conden-
sate and the feed water.

The following description shows the
mechanics of movement and the meth-
ods of treating this factor, as applied
on the new high-pressure steam tank-
ers of the Standard Oil Company of
New Jersey, which currently operates
the largest fleet of such tankers — a
fleet having an excellent record for
fuel economy.

Two main two-stage condensate
pumps draw from the main and aux-
iliar}- condensers. The auxiliary two-
stage condensate pump draws from
the auxiliary condenser.

All the condensate pumps discharge
through their attendant appurtenances
(air ejectors, grease extractors, feed
heater drain cooler and 30-lb. absolute
1st stage feed heater) to the surge
tank, which is located on the forward
bulkhead or engine room casing at an
elevation not less than 45 feet above
the turbine-driven feed pumps. The
condensate leaves the 1st stage feed
heater at about 240° F.

The main and auxiliary feed pumps
draw from the surge tank and dis-
charge through both the main and
auxiliary feed lines and the second
.stage ("85 lbs. absolute) feed heater,
or economizers, to the boilers. The
feed heaters and drain cooler are pro-
vided with by-pass valves, arranged in
the piping so that the feed heaters and
drain cooler may be cut out for re-
pairs without shutting down the main
propulsion units or the turbo gener-
ators.

The feed water regulators regulate
the speed of the main feed pumps and
the sui)ply of feed water to the boilers
by means of a diaphragm-operated
valve fitted in the steam line to the
main feed pumps. The diaphragm
valve is actuated by comjiressed air.

The auxiliary exhaust main receives :
the e.xhaust from all non-condensing
auxiliaries in the machinery compart-
ment; bleeder steam (through pres-
sure-regulating valve and a non-
chattering type, non-return valve)
from the main turbines ; the make-up
vapor from the evaporator ; and the
e.xhaust from cargo pumps. This aux-
iliary exhaust main supplies heating
steam to the 1st stage (30 lbs. abso-
lute) feed heater shell. Excess pres-
sure protection is obtained through
back pressure valves fitted in the aux-
iliary exhaust main connections to the
main and auxiliary condensers. Emer-
gency atmospheric exhaust is through
an escape pipe led up the stack and in-
dependent from the boiler safety valve
escape pipe. This atmospheric exhaust
is provided with a spring-loaded stop
valve arranged for convenient opera-
tion from the main operating plat-
form. Section-isolating valves are
provided to permit of the overhauling
of each auxiliary unit without being
affected by or affecting the operation
of any other auxiliary unit.

The generator turbines are provided
with exhaust connection to the auxil-
iary and main condensers. These tur-
bines are also provided with a 6-in.
diameter connection to the atmos-
phere. The exhausts from steam
pumps in the pump rooms, the wind-
lass and the forward winches are com-
bined and led to the auxiliar}' exhaust
main (in the engine room) adjacent
to the condensers. The exhaust from
the aft winch is led in an independent
line to e.xhaust main in engine room
at main condenser.

A connection (with reducing valve
set at 12 lbs.) is provided from the
70-lb. gage auxiliary steam line to the
auxiliary exliaust line. This supply of
12 lbs. reduced steam is for feed
heating when the supply of exhaust or
bled steam is inadequate.

Oil catchers are provided in the ex-
haust lines from : the steering engine ;
the deck machinery; the steam-actu-

ated cargo pumps ; and the steam-
actuated machinery spaces reciprocat-
ing pumps.

When a steam - actuated steering
gear is provided, its exhaust is a sep-
arate line led to the engine room ex-
haust main and to the main condens-
ers through a pressure-control valve
set at 2 lbs. gage.

The auxiliar}' condenser air ejector
is constructed with two complete sets
of two-stage nozzles; one set is to be
made to operate with steam at 190
lbs. (absolute), and the other set to
operate with 105 lbs. (absolute) satu-
rated shore steam.

A horizontal cylindrical steel tank
forms the surge chamber. This tank
serves as a reservoir between the con-
densate puinp discharge and feed
pump suction. The working pressure
in the surge tank is about 23 lbs.
(absolute), to correspond with the
feed water temperature.

In order to remove all oxygen from
the feed water, the condensate is
sprayed into the surge tank through
suitable spray valves or internal per-
forated spray pipes, so arranged that
the condensate is sprayed against a
group of steam coils fitted within the
toji portion of the tank. A heater coil
is also fitted in the lower portion of
this tank. Coil returns are trap-con-
trolled.

Any air liberated in the surge tank
is led back to the main or auxiliary
condenser or the after condenser,
through a line controlled by a needle
valve, which is located at the operat-
ing platform. The discharge capacity
of the surge tank is sufficient to re-
turn the boiler water level to normal
operating level after a shut-down. The
tank is provided with two automatic
floats; one float is arranged for actu-
ating the make-up feed valve to the
main or auxiliary condenser (so as to
maintain automatically the desired
level of water in the surge tank) ; the
other float is arranged to control the
surge tank overflow.

PACIFIC M .\ R I N F. R E \ I E W

A distant reading water level indi-
cator is provided at the operating plat-
form for the surge tank. The surge
tank is provided with gage glasses,
pressure gages, thermometers, includ-
ing distant reading thermometer at
operating platform, vacuum breaker
and sylphon vent. The tank is effec-
tively insulated and provided with
manhole access ladders and gratings.
The steam to surge tank coils is
taken from the 120 lbs. gage steam
line adjacent to the deck steam shut-
off valves. The deck steam shut-off
valves have Stellite metal trim on
seats and disks.

The feed water drain cooler is a
horizontal shell and tube cooler ca-
pable of cooling the feed water drains
for maximum power from about 185°
F. to 110° F. when supplied with the
condensate at 95° F.

There are two welded steel cylin-
drical distilled water tanks, each of
10 tons capacity, located under the
boiler flat.

The 1st stage feed heater heats the
condensate (obtaining under condi-
tions of maximum power plant opera-
tion) from 100° F. to 240° F. when
the heaters are supplied with exhaust
and bled steam at 30 lbs. absolute.
The 2nd stage feed water heater when
fitted is capable of heating maximum
power condensate from 235° F. to
300° F. when supplied with bled
steam at 85 lbs. absolute.

The feed water heaters and drain
cooler are located in the engine room
on the forward bulkhead, or casing
sides, at elevations which will permit
of gravity flow of drain water (in the
reverse direction of the feed water
being heated) from the 2nd stage
heater to the drain cooler.

The drains from each heater and
the drain cooler are controlled by an
external float controller arranged
within piping leading from the feed
heater. The drain piping is arranged
with suitable by-passes so that any unit
can be overhauled without being af-
fected by or affecting the operation
of any of the other units. The feed
water heater drains are led to the main
and auxiliary condenser through
grease extractors, and are float-con-
trolled in such a manner that the drain
cooler is always submerged.

There is a welded steel cylindrical
atmo.spheric drain tank (of about 150
gallons capacity) arranged to receive
the drains from : the evaporator trap ;

APRIL, 1940

PIA&gAMMATIC AeBAN&EMEMT

" STANSHIP"
C-OSED FEED SYSTEM

WITH COIL FEEO

4ea.TeizS

AIMO SUrg-CrB Tai^K.

B-TPASSE* ABE TO QC
PR0VI06O AS nEQUIfZED TO
PEKr-llT oveeHAUUNG OF UNITS
WITHOOT SWOTTIMS DOWN THE
PUANT.

CONNECTION FROM AO« STe*«-
TO H6ATIN& LINES THROO&H A S'tB

i2*«ED0CiNS vALve Foe use wweH

THE 5l)PPLV O*' exhaust oe fSLED
STEAM ti NOT SUCPlCtCNT To HCAT
TmC FEGOWATt* To (SOILING P^3»NT

IN weATF*.

CONDENSATE DIVECT TO FftO
PUMP SEALS ANO SALANCiMO CON-
NCCTION TO ^HeVENT PVt^P

F(?oM ae<oMiN& VAPoiz oouno.

the ship's heating system trap ; the
inspection tank ; the after condenser ;
and the various steam lines. The flow
of water (direct and through the drain
cooler) from the tank to both con-
densers is controlled by means of a
float-type regulator. The tank is vented
to the after condenser, and is to be
fully insulated.

An inspection tank is provided to
take the returns from the heating
coils and from the fuel and lubricat-
ing oil heaters. The drains from the
fuel oil heaters are cooled (by means
of sea water in a tube and shell type
cooler) before entering the insjiection
tank.

Provision is made for by-passing the
lubricating heater drains around the
drain cooler.

The tank is fitted with a scum pan
and baffles. The last compartment of
the inspection tank contains a fiber
filtering material. The after air ejec-
tor condenser is combined (in a com-
mon shell) with the gland seal ex-
hauster condenser.

Duplex grea.se extractors are pro-
vided in the low-pressure feed line
(ahead of the drain cooler) and in
the feed water drain line (after the
drain cooler).

Condensate recirculating lines are
provided around the air ejector con-
densers and from the main feed
1 lumps to the condensate pump dis-
charge line to the surge tank. The
recirculating control valves are lo-
cated, for their convenient operation,
at the ojK-rating i)Iatform.

Propellers

For Largest

American

Merchant Vessel

Cramp Brass and Iron Foundries
Co., a subsidiary of the Baldwin Lo-
comotive Works, is justly proud
that its foundry was selected to sup-
ply the propellers for S.S. America,
the new passenger liner of the
United States Lines, now nearing
completion at the yard of the New-
port News Shipbuilding and Dry
Dock Company. America is the
largest merchant vessel yet built
for the American merchant marine,
and will be, for a time at least.
America's queen of the seas.

.She is of twin-screw propulsion,
and the normal shaft horsepower of
her steam turbine drive is 34,000.
Under U. S. Maritime Commission
practice, this means a maximum
shaft horsepower of at least 42,500,
or 21,250 on each screw.

Each of these propellers is a four-
bladed screw 20 feet in diameter and
cast in one piece of Parson's Man-
ganese Bronze by the Randupson
Process. The blades are : of care-
fully-figured area to transmit the
necessarv thrust; of nicely-calcu-
lated section to absorb the power
without undue strain on the metal;
and of accurately-designed pitch to
obtain the required speed on normal
power at 128 r.p.m. of the screw.

When propellers are finished in
the Cramp shops they will test
within Yi of 1 per cent of the de-
sii^ned ])itch.

Thomas A. Short Company of
San Francisco has recently been ap-
])()inted Pacific Coast sales represen-
tative for Cramp propellers.

Upper view shows the beautifully-molded
stern of S.S. America and her twin four-
bladed screws that will drive the huge hull
at better than 22 knots.

Lower view is a close-up of one of the
solid four-bladed screws 20 feet in diameter.

The New

A/atlanal jbej^e^tie ^eat44A^ ^anke^

The U. S. ^Maritime Commission
expects shortly to issue contracts for
the construction of six national de-
fense feature oil tankers similar to
six tankers which the Socony-
Vacuum Oil Company are now
building.

These Socony-Vacuum vessels arc
part of a U. S. Navy-U. S. Maritime
Commission program for the con-
struction of 24 high-speed tankers to
be operated in regular service by
American private operators, and
callable by the Navy in an emer-
gency.

The first group of this program —
12 twin-screw tankers built for
the Standard Oil Company of
New Jersey — is nearing completion.
These vessels measure 11,500 gross
tonnage and have 13,500 shaft horse-
power.

The second group will consist of
single-screw tankers with a gross
tonnage of about 10,300 tons and
12,000 shaft horsepower.

The design for this second group
of tankers was based on that of the
tankers Mobilfuel and Mobilube,
built for the Socony-Vacuum Oil
Company by the Sparrows Point
Yard of the Shipbuilding Division
of the Bethlehem Steel Company.

The design was prepared under
the direction of N. J. Pluymert,
naval architect, for Socony-Vacuum
Oil Company, using the Bethlehem-
Frear fluted bulkhead and longitudi-
nal system of hull construction. The
principal characteristics of this size
and type of national defense feature
tanker are given in the table here-
with.

This design is described in a paper
on "Modern Tanker Design," read
before the 1939 annual meeting of
the Society of Naval Architects and
Marine Engineers. We quote from
this paper:

"The design has reduced the rivet-
ing to shell and main deck strake
laps only, with the deck longitudinal
riveted to avoid overhead welding,
and the entire internal structure is
welded.

Principal Characteristics

Length over all 500' 7 \'i'

Length B. P 487' 0 "

Fjeam molded 68' 0 "

Depth molded, upper deck 37' 0 "

Draft molded, designed 29' Sj/l"

Draft, summer freeboard 30'

Gross measurement 10,300 tons

Total displacement 21,450 tons

Total deadweight 15,900 tons

Tank capacity, 42-gallon

barrels 12,900 bbls.

Shaft horsepower 12,000

Speed on trial 16>4 knots

Data given in this paper show
•that a tanker of the same size built
several years back employed 1,058,-
976 rivets and 12,000 feet of weld-
ing. The Mobilube used 122,055
rivets and 371,168 feet of welding.
(The new tankers will use about
80,000 rivets and 380,000 feet of
welding, as the bottom plating is to
be entirely welded.)

"A study of corrosion in the \ar-
ious members of the tank structure
indicated the advisability of elimi-
nating pockets and horizontal mem-
bers where corrosion is accelerated
by the collection of scale. The
Bethlehem-Frear system was de-
veloped with the thought in mind
of retarding corrosion as well as
saving weight by the use of fluted
bulkheads.

"The latest design with fluted
bulkheads and a major use of weld-
ing shows a saving of nearly 1,000
tons in the light weight of the ves-
sel and its consequent increase in
deadweight and earning power with
a hull structure less liable to rapid
deterioration or corrosion. IMiis
saving was made 1)\- a reduction of
800 tons or 18 per cent in hull steel
and 200 tons in machinery. This
saving in hull steel was not accom-
plished by using the minimum of
iicrniissiblc scnitlings. The mem-

bers at the toi) of the cargo tanks
and the horizontal members carry-
ing the maximum of 8/100 inch
over classification scantling and the
members in the center of the tank
are as much as 4/100 inch over the
minimum required scantling to al-
low for corrosion loss.

"In considering new designs of
tankers, attention must be given to
the maximum use of welding in con-
junction with a design of internal
structure of the cargo spaces w^hich
will eliminate as far as possible hor-
izontal surfaces and pockets, thus
reducing corrosion. The type of ma-
chinery must be carefully considered
for the intended service so that full
advantage is taken of the lightest
combined weights of machinery and
bunkers.

"World tanker construction shows
a decided increase in both speed and
cargo deadweight in tankers built in
recent years. The use of lighter and
more efficient machinery and the
higher deadweight efficiency of re-
cent welded designs provide for
these increases with little change in
the principal dimensions of the
tanker."

Data with the paper indicate that
on regular service Mobilube carries
15,687 tons of cargo at 14 knots on
a fuel consumption of 27 tons a day.

On the trials of the Mobilube, the
representatives of the Maritime
Commission were very much im-
pressed with the design of the
tanker and the results obtained.
After a conference, it was agreed
that the technical staff of Socony-
Vacuum would adapt the design to
assure 16l^ knots sea service speed.

It was figured that this speed
would require 12,000 shaft horse-
power after the lines at the bow had
been fined somewhat to give less re-
sistance without unduly sacrificing
cargo capacity.

The Mobilube has 4,400 shaft
maximum horsepower, and on her
trials made 14 knots speed. The de-
signers were able to get 12,000 shaft

(Pace 43, please)

,\ P R I L . 19 4 0

PadUc Goaii SUipAiGAd

The Moore Dry Dock Organization Maintains a Steadily-
Increasing Tempo in Ship Construction and Repair Work

The illustration on this page is an
aerial view of the Moore Dry Dock
Company's shipyard at Oakland,
Calif., on a typical March day. This
picture is worthy of some study. It
shows : two large new cargo vessels
under construction at the outfitting
dock for machinery installation ; two
Greek cargo steamers, one alongside
a pier, the other on the floating dry-
dock; an American intercoastal
steamer on another dock;/ a Danish
motorship alongside another pier ; a
smaller cargo steamer and a tanker
spotted at piers, and the hull of a
third large cargo steamer rapidly
taking shape on the shipbuilding
ways.

With all this activity in progress,
there is still room for more ships,
and the picture shows only a small
part of the equipment maintained by
this progressive firm. To the right
of this area there are numerous and
spacious shops equipped with the
best of modern tools and appliances
for efficient production. These shops
include a plate shop with mold loft
over, a pipe shop, a machine shop.
a boiler shop, a forge shop, a struc-
tural steel fabricating shop and an
administration building. All the
wharves and the building ways are
equipped with heavy-lift traveling
cranes.

The Carmar, one of the Cireek
steamers in the illustration, brought
a very interesting repair job to tlif
yard.

Loaded with 7,000 tons of scrap
iron, she lost her stern post and rud-
der in a storm about 700 miles north
of Honolulu. The story of her strug-
gle with the elements, and the way
she was contacted and towed into
Honolulu by Young Bros.' tug,
Mamo, was told in Pacific Marine
Review for March.

A survey revealed the fact that
extensive permanent repairs were
required, and in her heavily-laden
condition there were no facilities
available at Honolulu for the pur-
pose. It was therefore determined
that she should be sent to San Fran-
cisco. This 2,100-mile ocean voyage
required some method of steering,
and so, under the direction of
Thomas C. Warkman, well-known
Pacific Coast representative of the
Salvage Association, London, she
was fitted with a jury rudder. The
design of this rudder, proposed by

Mr. Warkman and installed under
his personal supervision, was unique
and entirely successful, and brought
the Carmar safely to San Franciscu
Bay.

Although she was down to deep
load line with her heavy cargo, the
large floating dock at Moore's easily
lifted her displacement weight of
12,250 tons. The broken stern frame
was removed and a new stern frame
of steel was forged and machined in
Moore's shops and installed in her
hull, together with a new forged
steel rudder frame and plates, and

The yard of Moorf Dry Dock Company on March 5, 1940, showing three new C-3
vessels under construction and six merchant ships under repair.

PACIFIC MARINE R E V I F, W

now the Carmar is as good as ever.
The pictures on page one of this is-
sue show the nature of this repair
much better than words can de-
scribe it.

The other two illustrations with
this article depict a different, but
very important, aspect of life and
work at a busy shipyard, and in their
own way indicate the great growth
of Pacific Coast shipyard business
during the past two years.

Industrial amateur athletic sports
have become a very potent factor in
maintaining morale among the per-
sonnel of American manufacturing
and mercantile firms. Many associa-
tions exist for the purpose of pro-
moting such sports. The Moore Dry
Dock tug-of-war team attests the re-
vival of this type of activity in
Pacific Coast shipyards.

Perhaps welding, modern methods
of handling, and other new tech-
niques, may be lightening the bur-
dens that were borne by old timers
in the shipbuilding industry, but this
team shows that there are husky
lads left in the trade. After a
series of strenuous and hard-fought
matches, the group shown here has
won for the Moore Dry Dock Com-
pany the coveted title of tug-of-war
champions of California.

The team has been managed by
Joseph Pacheco, plate shop foreman,
and coached by George Travis,
riveter. The latter has developed in

Tug-of-war team of Moore Dry Dock Company. Left to right: Joseph Pacheco, manager;

George Travis, coach; Stanley Martin, Walter Cody, Egan Tymn, Ansel Smith, Gilbert

Schuldt, Harry Silvey and Sam Walters.

his men a high degree of teamwork
and coordination which have been
responsible in no small measure for
the brilliant record that has been
made.

For practice the gang finds noth-
ing quite so effective as pulling on
a mooring line of a ship made fast
at one of the company wharves.
This has become their favorite noon-
hour pastime, and it probably ac-
counts for a good part of their mus-
cular development. The men ob-
serve training rules religiously, feel-

Hawaiian stringed uuartette of the employees
right: Joseph Freitas, Victor Souza,

of the Moore Dry Dock Company. Left to
George Otto and Louis Richards.

ing that the achievement of their ob-
jective is abundant justification. A
physical examination of the team
has shown that their condition is
splendid, and they are determined to
keep it so. Needless to state, the
esprit de corps is excellent.

The Moore Dry Dock Company
is proud to have such an outstand-
ing group in its employment, and
the company is giving the team
every encouragement. With contin-
ued enthusiasm and perseverence,
the men look forward to victory in
their matches this year, including a
tournament on Treasure Island.

New techniques in shipbuilding
have eliminated much of the noise
and clatter of the shipyard, but
music still hath charms for the
brawny shipbuilders, and so we find
in the Moore organization a Ha-
waiian string quartette, which is
achieving quite a reputation for high
class entertainment.

Athletic activities, music and ship-
building blend well in the produc-
tion of a very high morale. Physical
stamina, mental and spiritual up-
lift tend towards the desire for
achievement and the urge to cre-
ative ability. The Moore Dr\- Dock
personnel is making records that are
drawing the attention of the world's
shipbuilders, and it may well be that
we need more athletic teams and
bands in our shipj^ards and other in-
dustrial plants.

APRIL. 1940

steel— for
the Marine

Industries

New Service Facilities for the Bay Region

The shipbuilding and ship repair in-
dustries of the San Francisco Bay
area have many regular and emer-
gency requirements in steel and steel
alloys. In order to better serve these
requirements and the increasing needs
of their many industrial customers,
the Earle M. Jorgensen Company have
acquired a 3^2-acre site at a strategic
location in Oakland, and built a new
warehouse for larger stocks of their
complete lines in : mild steel bars,
shapes, plates and sheets ; cold-rolled
steels ; alloy and tool steels, and
special steels.

Founded twelve years ago by Earle
M. Jorgensen, this firm started to
serve the industries of the San Fran-

cisco area from a very small ware-
house carrying a very complete line
of special steels. The steady growth of
the business soon made it necessary to
build a large warehouse in Oakland
and to establish branches in Los An-
geles and in Houston, Texas.

The new Oakland plant occupies a
building 80 feet wide by 350 feet long.
An electric overhead traveling bridge
crane of 5 tons capacity and 80-foot
span operates on runways extending
the entire length of the building.

This warehouse is equipped with :

Peerless saws for cutting steel stock
to required lengths ;

A Cincinnati shear, which trims
with micrometer accuracy sheets and

plates up to yX' thick and 12 feet'
wide ;

An Airco D. B. flame-cutting ma-
chine, using Victor cutting torches -
and regulators, for cutting heavy
plates.

Steel stocked includes all standard!
sizes : up to 24-inch diameter bars in
rounds ; up to 20-inch square in bil-
lets ; down to 30-gage in sheets ; and
up to 6-inch thickness in plates. All
stock is maintained in convenient and
orderly stowage racks.

The growing and widespread busi-
ness of this firm enables them to main-
tain a large and experienced personnel
for the benefit of the customer, and
makes it possible in the three ware-
houses to maintain stocks of such va-
riety and size that they can meet cus-
tomers' requirements with promptness
and certainty.

Jorgensen service also makes avail-
able to the customer the advice of
trained metallurgists, who will not
only assist in the selection of a proper
steel, but will follow through in the
manufacturing process until the de-
sired results have been assured.

The Oakland personnel of the firm
will remain on the job, with Paul
Childs as manager of sales and Dave
Rodricks as warehouse manager.

Interior of warehouse, featuring neat,
orderly stowage of steel stocks. At top of
page, an exterior view.

P .4 C 1 F I C MARINE R E \ I K W

Consolidation of
General Engineering & Dry Dock Co.

The General Engineering & Dry
Dock Co. of San Francisco was or-
anized in .1921 by George A. Amies,
ames H. Young and the late J. F.
ilooney. At that time the firm ac-
[uired the ownership of their pres-
nt shops in San Francisco. In 1922
hey acquired the Barnes & Tibbits
shipyards on the Alameda side of
he Oakland estuary, a fine site of
5'/j acres with a rail frontage of
Imost a quarter mile and a water
rontage of more than that length.
This yard had built many lumber
chooners, ferryboats and other
raft. Shortly after it came into pos-
ession of General Engineering &
Dry Dock Co. they built there the
Liolden Gate type diesel-electric
luto ferries, which gave such fine
ervice on the San Francisco-
Sausalito and San Francisco-
Berkeley routes.

In 1928, General Engineering &
Dry Dock Co. purchased the busi-
ness, land and equipment of the
Hanlon Shipbuilding Company in
Oakland. This yard had built a
number of steel cargo vessels for the
United States Shipping Board and
was well equipped to build or repair
steel hulls. Part of the site was
:5wned by the shipbuilding company
and part leased from the City of
Oakland.

Here General Engineering &
Dry Dock built four fine U. S. Coast
Guard cutters and several commer-
cial craft. Here also they completed
much notable repair and rccondi-
ining work.

During 1939 the firm decided to
give up this Oakland yard, and they
are now in process of reconditioning
the Alameda yard and mo\ing to
that site all usable equipment from
the Oakland plant.

Plans call for an expenditure this
pring of upwards of $400,000 on
changes and l)ettermcnts. The ma-
chine and plate shop is being greatly
enlarged. The entire area of the
yar<l will be resurfaced in as]ihalt
and gravel.

Renovation of the storelmuse

George A. Amies, president.
Genera! Engineering 8C Dry Dock Co.

building has been completed, and a
new and larger additional store-
house will be built.

There are two marine railways at
the plant. These will be overhauled
and their capacity greatly increased.

All the bulkheads and the wharves
on the estuary front will be rebuilt,
and all pneumatic, hydraulic and
electric lines will be overhauled and
renewed where necessary.

New buildings to be erected in-
clude: a riggers' loft, a marine ma-
chinist and dockmen's building, and
an administration building with
ample space for the executive and
sales offices, inspectors' quarters,
technical staff offices and drafting
room.

The plans contemplate the con-
struction of a $1,000,000 graving
dock when conditions warrant that
ex])enditure.

Ship repairs are actively under
wav at the plant while this recon-
struction is in progress. On March 9
the dredger San Pablo, the tug Re-
liance and a Western Pacific train
l)arge were at the docks undergoing
repairs.

It is confidently expected that this
plant, with its share of the normal
ship repair business, will maintain

an axerage employed personnel of
between 150 and 200 men.

General Elngineering & Dry Dock
Co. is a closed corporation. Its
aggressive management is in the
hands of its two principal stockhold-
ers, George A. Armes, president, and
James H. Young, vice-president.
P. P. Mesquita is secretary-treas-
urer, and Frank H. Fox is chief
engineer.

Trade Literature

Kenuametal Catalog Number 3, a
new 32-page practical guide for the
care and use of carbide-tipped tools,
recently issued by the McKenna Met-
als Co. This book contains complete
descriptions, drawings and recom-
mended uses for standard Kennametal
tools and blanks for turning, boring
and facing steel and other metals.

Also catalogued are box tools for
Warner and Swasey machines, with
five sizes listed, as well as several
other semi - standard Kennametal-
tipped tools. The section on grinding
Kennametal is full of helpful infor-
mation, including instructions on how
to avoid grinding cracks. The brazing
of tools with Kennametal blanks is
completely described and illustrated.

Design 32 Cross-Drum Boiler. Bab-
cock & Wilcox has just issued a 16-
])age bulletin describing its Design 32
Cross-Drum boiler, a straight-tube,
sectional-header unit of moderate cost,
for pressures of 250 pounds or less,
and with heating surface from 1,000
to 6,000 sq. ft.

In addition to presenting the advan-
tages of this boiler, the text is an inter-
esting discussion of the effect of
straight-tube, cross-drum design on the
cost of the unit, complete and ready
for service ; and the ease of in,spec-
tion, cleaning and similar routine
operations. There are also comments
on the economics of this design in re-
lation to useful life, tube replacement
and inxenlory of si)are tubes.

APRIL, 1940

Three

Geared Diesel Drive
Lighthouse Tenders

The general public has long been
familiar with lighthouses, with
lightships, and with buoys, fog sig-
nals and other aids. Not so familiar,
however, are the tenders whose duty
is to distribute food, supplies and
fuel to lighthouses and lightships ;
to fuel, repair and adjust the ever-
increasing number of automatic or
unattended lights ; to replace buoys
at intervals with reconditioned
units, plus a multitude of other jobs
too numerous to mention. There
are over 30,000 aids to navigation, a
large percentage of which require
servicing at regular intervals by this
fleet of tenders, and it is the respon-
sibility of the marine design di-
vision in \\'ashington to furnish de-
signs for seaworthy yet economical
ships, correct in every respect for
the many peculiarities of service
and operation.

1^

f

A

r

Thousands of human lives and
millions of dollars worth of shipping
depend upon the successful com])le-
tion of these vessels' daily routine.

At present the following tenders
are in active lighthouse service:
Forty steam drive, 12 diesel direct
drive, 4 diesel-electric drive, 6 diesel-
gear drive, or a total of only 64 to
perform all of the essential duties
outlined.

Dejiendability and a\ailability
come first. Other requirements in-
clude: unusual stability, for hoisting-
buoys over side ; minimum draft, for
approaching shoals and obstruc-
tions ; cargo capacity for food, fuel
and supplies to be delivered ; speed,
to respond to emergencies; econ-
omy of operation, and ice-breaking-
ability.

In meeting- these requirements for
the three latest tenders of the
120-foot class, the designing engi-
neers were faced with the problem
of reconciling two opposing de
mands: correct pi'opeller speed for
ma.ximuni control and maneuver-
ability at slow speeds, and ma.xi-
mum power with minimum machin-
ery weight, both of these require-
ments to be met as economically as
possible, consistent with satisfactory
perforn-iance.

The proN'cd econoniy of marinei
diesel engines in stop and go, inter-i
mittent service gave them prefer-;
ence as main and auxiliary power
units. Installation of marine reduc-
tion gears permitted the use of rela-
tively light weight, high-speed en-
gines without sacrificing efficient
propeller speed. This combination
provides ample power within space
and weight limitations and guaran-
tees essential maneuverability down
to one-third of main propulsion en-
gine speed with satisfactory perfor-
mance and full control at all limes.

Hull Design

The illustrations show clearly the
general appearance of these ships.
Shell plating is riveted, but all inter-
ior framework, bulkheads, longitudi-
nal stilTeners and decks are welded
to save weight. Roughly 40 per cent
of steel construction is welded to
save almost 14 tons, or appro.xi-
mately two and one-half inches of
draft. Five transverse, water-tight
bulkheads divide each ship into si.\
water-tight compartments, and con-
struction is con-iplelely firejiroof
throughout. A flat-plate keel saves
another five inches of draft, and the
shell plating is welded instead of
flanged to what is virtually an inside
stem. To facilitate drydocking and
painting, a one- by six-inch steel fl:ii
bar is welded flatwise below tin-

eel plate to provide hull clearance
rom the blocks.
The mast forward, on which is
tted a ten-ton capacity cargo hoist,
5 braced by two steel pipe backi-
ngs, or struts, welded to the
leather deck and masthead. This
iminates the necessity for wire
ope side rigging and permits a
dor horizontal traverse of the
nm.

I'rincipal dimensions of the Nar-
siis, Zinnia and Maple are :

1.. O. A 122 feet

I ''earn 27 feet

Draft 6!/2 feet

Displacement 342 tons

riie first two were built by the
\l.ithis Shipbuilding Co., Camden,
\ }.. for the Norfolk and Jackson-
Mo districts, respectively, and the
liird by the Marine Iron and Ship-
'iiililing Co. at Duluth, Minn., for
III' Cleveland district.

Propulsion Plant
Main propulsion on each of the
lure tenders is supplied by twin
^u]icrior diesels rated 200 H. P.
nil at 600 r.p.m., which drive
liimison propellers through Farrel-
r.iniiingham reduction gears, giving
"wheel" speeds of 280 r.p.m. at full
ini^ine speed. Superior diesels also
'lii\c the two generators sets of 7J/2
Mill 10 kw., respectively. Auxiliary
i(|iiii(ment is electrically operated
iliii.ughout, and Exide batteries
ll'iat on the generator lines. Pro-
IH-llcr thrust is taken by a Kings-
I'lii) thrust bearing on each shaft,
iiisiailed aft of the Parrel gear.
A I.I in engines operate on closed
I. H, ling systems, with Ross heat ex-
i li.nigers installed for this purpose.
I "ill engines are equipped with
\liHir pyrometers and Reliance tach-
"iiKters. Fuel and lubricating oil
are centrifuged on the batch system
through a Goulds Hydroil purifier.
A Wright !/2-ton hoist serves for
pulling pistons and for other routine
maintenance.

These three latest additions to the
lighthouse tender fleet represent the
latest word in this unique and ex-
acting service. The personnel in
charge of design and specifications
in Washington are to be congratu-
lated u|)on the eminently successful
shake-down work of these ships.
Field re])orts are unanimous in sat-
isfaction with their performance.
'i"he application of reduction gear

Pilot house of Narcissus

drive to this type of service indi-
cates an alert appreciation by the de-
sign staff of new possibilities in
marine propulsion to maintain and
increase a high degree of efficiency.
Both the United States Coast Guard
and the former Lighthouse Ser\ice

have earned the admiration and re-
spect of international mariners in
years past. As a consolidated unit,
they guarantee that American coast
and navigable waterway protection
will be adequate to meet all emer-
gencies.

New
National Defense Tankers

(Continued
horsepower on the new tankers in
the same dimensions of engine room
used on the Mobilube.

Two boilers of sufficient capacity
with cross-com]iound, double-reduc-
tion geared turbine develo])ing three
times the horsepo\ver of the slower
speed design.

The machinery and systems ac-
cessory to the power plant rcc|uir-
ing increase in capacity and ]iower
included: the condenser, circulating
pumps and condensate pumps, air
ejectors and inter and after con-
densers, feed pumps and deaerating
feed heater, fuel oil and lubricating
oil systems, and evaporator ])lant.

Auxiliar}' machinery layout and
the entire electrical system are to be
identical with the Mobilube.

This procedure in design has de-
veloped a combination of commer-
cial and national defense tyi'cs that

from page 37)

will be satisfactory as a naval fleet
tanker with a minimum sacrifice of
commercial features.

The cargo oil pumps installed will
discharge the entire cargo of 133,000
barrels of oil in approximately 14
hours.

Trade Literature

Thrnstor-O peratcd Valves, single-
leaf bulletin G. E. A. 1569B, issued
by the General Electric Company, de-
scribing a line of valves designed for
operation by General Electric thrus-
tor motors. These valves are available
for pipe sizes of 1 inch to 10 inches,
inclusive, and in the double-seat bal-
anced or the single-seat unbalanced
types. They are Iniilt for light duty
(125 p. s. i.) or heavy duty (250
p. s. i.), and for temperatures up to
750" F.

APRIL. 1940

4y'?fu, CkUf

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Feed Water Treatment

V: ALKALINITY AND pH VALUES

QUESTION

What is the meaning of the
term pH?

ANSWER

It is a sympbol used to rep-
resent a rather long and awkward
phrase to indicate alkalinity of a so-
lution. The meaning is, "logarithm
of the reciprocal of hydrogen ion
concentration."

The pH value is a number used
to indicate intensity or degree of
alkalinity, such that with increasing
values of the number the alkalinity
increases, and with decreasing val-
ues of the number, the alkalinity
decreases, and may be so low as to
have acid reaction.

The numbers range from 1 ti) 14,
with 7, the mid-point, being neutral,
neither acid nor alkali ; or, more ac-
curately e.xpressed, as acid as alkali,
hence neutral. Thus pH of 9 is more
alkali than pH of 8.

QUESTION

What are acidity and alkalinity?
ANSWER

From experiments with electricity
flowing through water solutions, the
theory of electrolytic dissociation
was formulated. The term "ion"
is used to refer to atoms of the
solution or molecules having an
electrical charge. It is because of
this charge that we can have bat-
teries, and also that we sufifer from
the electrolytic currents which cf)r-
rode or pit our metals.

Hydrogen atoms, when free in so-
lution, carry a positive charge, and
are called hydrogen ions, expressed
by the symbol (H)+. A molecule of
water consists of H2O, or two atoms
of H and one of O. When it loses
one atom of H, there is left an OH,
which also forms an ion, expressed
by the symbol (OH)—, carrying a
negative charge.

When the number of (H) ions
exactly equals the number of (OH)
ions, the solution is neither acid nor
alkali, but is neutral.

If the number of (H) ions is
greater than the (OH) ions, the so-
lution is acid, and the greater the
majority, the more acid the solution.

Conversely, if the (OH) ions ex-
ceed the (H) ions in number, the
solution is alkaline, and the greater
the majority the more alkaline it is.
Thus all solutions contain both (H)
and (OH) ions, and it is the weight
of the majority which determines
whether acid or alkaline.

Acid reactions and alkaline reac-
tions are decidedly typical and dif-
ferent. Their effects on chemicals
and metals are different. Acids taste
sharp or bitter and feel hard to the
touch. Alkalies taste diffcnnl and
feel smof)th or soapy to the touch.
Chemicals are available whicli
change color in the ijresencc of one
or the other, giving us a color indi-
cator of acidity or alkalinity.

Thus acidity is the degree of con-

centration of (H) ions. Alkalinity is •
the degree of concentration of (OH)
ions.

QUESTION
How is the number to represent!
alkalinity determined?

ANSWER

It has been found that the (H)
ion concentration in pure water
is .0000001 grams of ionizable
hvdrogen per 1,000 grams, or liter,
of water.

Just as 1,000 can be expressed as
10^ or 100,000 as 10% or .001 a^
10-^ and .000001 as 10-^ so the
above number is expressed as 10" '.
To simplify this expression, we
simply use the exponent of 10 and
drop the minus sign, and say pH
of 7.

Thus pure water having .0000001
grams of ionizable hydrogen per
liter has a pH of 7.

The relative concentration of the
(OH) ion could also be expressed
similarly, but there is no reason for
expressing both, so the (H) con-
centration has been adopted as
standard.

It has been found in all water so-
lutions having both (H) and (OH)
ions that the more of one, the less
of the other ; furthermore, that the
product of their relative concentra-
tions is a constant. Thus, jnire
water having equal concentration of
both ions, it has .0000001 g.p.l. of
(H). or 10-' and .0000001 g.p.l. of
( 01 1 ), or 10 '. The product of these
two numbers is 10 ^\ since to mul-
tijily two numbers we may add their
logarithms. ,'\ concentration of (H)
of 10 " means also a concentration

A C I F I C MARINE REVIEW

of the (OH) of 10-", their product
being 10—".

The lower the concentration of
(H), the smaller the number; 10"^
has ten times as much (H) as 10~",
and hence is ten times as acid. Thus
a pH of 5 is ten times as acid as pH
of 6, or 100 times as acid as pH of 7.
Furthermore, a strong acid, normal
solution, is pH of 0 (zero), and the
strong alkali normal solution is
pH of 14.

It is thus clear that a pH of 7 is
the neutrality point, because (H)
ion concentration is equal to (OH)
concentration. Under 7 is acidity,
over 7 is alkalinity ; a pH of 9 is ten
times as alkaline as a pH of 8, or
100 times as alkaline as a pH of 7.

Each point of the pH scale repre-
senting a multiplier of 10, it will be
noted that at or near neutrality, or
pH 7, small amounts of acid or
alkali will change the pH rapidly,
but as we get into the stronger acids
or alkali solutions, such as pH 3 or
pH 11, large amounts of the acid or
alkali must be added to change the
pH value.

Thus a drop of acid will change
pH of a vessel of water from 7 to 6,
but ten drops more are needed to
change it from 6 to 5.

This numerical expression of al-
kalinity, plus knowledge of the
molecular weights of chemicals, en-
ables chemists to compute the num-
ber of pounds of chemicals to add to
a given weight of water to change
its pH value to the desired point.

QUESTION
What is the importance of pH
value in boiler water?

ANSWER

Lack of correct pH causes many
and various troubles, such as pitting,
corrosion, carryover, wet steam,
caustic embrittlement tendency, and
others.

As explained in our last article
under "Corrosion," the tendency for
iron to go into solution is large in
solutions with low pH number, and
gets less with the increasing value
of the number, until at pH of 9.6
it is minimum. Thus an alkalinity
is desirable to prevent corrosion.

On the other hand, too high a pH
number gives the effect of soapiness,
foaming, carry-over with deposits
on the turbine blades. A value much
over p?I 11 may cause such trouble.

H-ION CONCENTRATION

IN GRAMS PER LITER

p

H SCALE

FRACTIONAL NOTATION

EXPONENTIAL NOTATION

-

- 0

1

T

I0»

STRONG
ACID

-

- 1

1

10

I0-'

~

- 2

ik

10"

-

. 3

1,000

io-»

■

- 4

-

- 5

100,000

lO-S

-

- 6

PURE
WATER

-

- 7

1

I0-'

10,000,000

■

- B

- 9

io-»

1,00 0,000,000

"

- 10

1

" tl

100,000,000j000

10""

STRONG
ALKALI

■

- 12

- 13

- 14

1

10-'*

10 0,000,000,000,000

COMPARISON OF pH SCALE WITH H-ION CONCENTRATION
The pH scale runs from 0 to 14 and was designed to simplify the designation of the
acidity or alkalinity of solutions. The halfway point, 7, represents a neutral solution
such as pure water, which is neither acid nor alkaline. The fractional and exponential
notations that correspond to some of the scale markings are given at the right. For
example, a solution that contains one one-hundred-thousandth, or lO'S, gram of dis-
sociated hydrogen ions per liter has a pH of 5. Dissociation in aqueous solutions is
affected by temperature. Tests are normally made at 7'2°F.

Thus pH must be known and con-
trolled.

Furthermore, the pH of the feed
is not the pH value of the boiler,
which will be higher. Knowing pH
of feed and boiler, the blow-down
can be calculated ; or, conversely,
the blow-down can be used to help
control boiler pFI.

Fortunately the chemicals used in
treating to prevent scale, such as the
carbonates, phosphates, etc., all are
alkalizing in their efifect. But usually
there is no fi.xed relationship be-
tween the required amount of chem-
ical for scale and for pH value, and
the required amount brings the pH
\alue above desired limits. The
])roblem, then, is to hold the pH
number down, yet feed enough car-
bonates or phosphates always to
keep an excess of these to prevent
scale. There are phosphates avail-
able which have a low alkalinit)-
effect, which are desirable in the .si-
multaneous control of excess phos-
phate and alkalinity.

Where carbonates or phosphates
are used, the excess alkalinity
nia\' be reduced by adding acid

in the form of sodium acid phos-
phate and alkalinity. The Hall .Sys-
added with great care directly into
boiler drum, otherwise acid cor-
rosion of the feed lines and heaters
will result. Also they raise the sul-
phate content, making it difficult to
control the phosphate to sulphate
ratio, which is so important at the
higher pressures.

QUESTIONS FROM THE SHIPS
Question : How would you answer
the following question sent out by
the Bureau?

(1) Describe a thermostat as used
in fire-detecting systems.

(2) Describe fire-detecting sys-
tem of the electro-pneumatic type.
Of the electric type.

— O. L. H., New York.
ANSWER

(1) A thermostat is the sensi-
ti\e element which acts to close
an electric circuit or otherwise dis-
turb a system when the temperature
of the space where it is located is
raised above its calibrated value.

Several types are available. The
principal difficulty is to get one

(Page 64, please)

APRIL, 1940

KnOUILEDCE IS THE STRHIGHT

[OURSE 10 HDunncEmEnT

/1 3^eftX4AifHe4ii ^an. 3^ecA O^^icen^

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansotne Street, San Francisco, California.

"The Skipper" has recently re-
ceived so many requests for infor-
mation about the various laws that
govern the men who go to sea that
he is taking this opportunity in
clearing up questions asked and
using for example the first eleven
questions printed in a recent
Bulletin.

QUESTION

A vessel sailing from San Fran-
cisco to ports in the Orient has the
following documents on board :
(a) ships articles, (b) forecastle
card, and (c) official logbook. Give
a brief description of each.

ANSWER

{■&) Ship's articles are signed l)e-
fore the .Shipjjing Commissioner by
the master and crew, and contain the
conditions under which they enlist for
the voyage.

(b) Forecastle card is a legible
copy of the ship's articles, omitting
signatures, placed or posted up in such
part of the vessel as to be accessible to
the crew.

fc) Official logbook is a logbook
kept by the master, in which are made
entries of any and all unusual occur-
ences of the voyage, and the circum-
stances unfler which they happened,
such as births, deaths, marriages, con-
victions, punishments, fines, forfeit-
ures, illness of the crew, collisions,
heav\- weather, storm-, '^tranrlings,

touching bottom or other events,
which by any possibility could cause
damage to the ship or cargo. Every
entry in the official logbook should be
signed by the master and by the mate
or some other member of the crew,
and every entry shall be made as soon
as possible after the occurance which
it relates.

QUESTION

Standing orders stipulate that
none of the crew shall frequent the
passenger quarters when not on
duty. The master of a vessel fined
a seaman four days' pay for this
offense, but failed to furnish the
offender with a copy of the log entry
or state that same had been read to
the offender; also failed to note the
offender's answer or have another
member of the crew witness the
entry. Can the master enforce the
fine?

ANSWER

Xo, the master cannot enforce the
fine for the following reasons:
l'])on the commission of an offense,
an entry thereof shall be made in the
official logbook on the day on which
the offense was committed, and shall
be signed by the master and by the
mate or one of the crew; and the
offender, if still in the vessel, shall,
before her next arrival at any port,
or, if she is at the time in port, be-
foro hfr departure therefrom, be-

furnished with a copy of such entry
and have the same read over dis-
tinctly and audibly to him, and may
thereupon make such a reply thereto
as he thinks fit ; and a statement
that a copy of the entry has been so
furnished, or the same has been so
read over, together with his reply, if
any, made by the offender, shall
likewise be entered and signed in the
same manner. In any subsequent
legal proceedings the entries herein-
before required shall, if practicable,
be produced or proved, and in de-
fault of such production or proof the
court hearing the case may, at its
discretion, refuse to receive evidence
of the offense.

QUESTION

A crew have demanded their dis-
charge from a vessel, claiming that
the master has refused them a draw
of one-half their wages at a port,
when the vessel loaded bunkers
only. Admitting that a refusal of a
draw in a port when and where due
is basis for the crew to demand their
discharge from the vessel, in this
case should the master accede to the
demand or not? State your reason.
ANSWER

The master should not accede to
the demand, as the law states that
a demand for a draw can only be
made where a vessel shall load or
discharge cargo. This law reads:

Every seaman on a vessel of the
United States shall be entitled to re-
ceive on demand from the master of
the vessel to which he bcloncis one-
half part of the balance of his wages

PACIFIC MARINE REVIEW

earned and remaining iipaid al the
time ivhen such demand is made al
every port where such vessel, after
the voyage has been commenced, shall
load or deliver cargo before the voy-
age is ended, and all stipulations in the
contract to the contrary shall be void.
Provided, such a demand shall not be
made before the expiration of, nor
oftener than once in five days nor
more than once in the same h-arbor on
the same entry. Any failure on the
part of the master to comply with this
demand shall release the seaman from
his contract and he shall be entitled to
full payment of wages earned.
QUESTION

A member of the crew of a ves-
sel committed an offense against the
law of the country in whose port the
vessel was docked. The local police
came on board to arrest the offender
so that he might be tried before the
local courts. Should the master or
ship's officers allow the arrest of the
seaman?

ANSWER

]f it is an\- country except China
or Eg}-pt, the police should be al-
lowed to arrest the man, as the
United States has signed agreements
to that effect. However, if it was in
a jxirt in China or Egypt, the master
or ship's officers should not turn the
man over to the local police, but
refer them to the American Consul
and abide by his decision.
QUESTION

A master purchases cigarettes for
the ship's slop-chest out of bond at
the port of departure for 60 cents
per carton and charges the crew
$1.00 per carton in the slop-chest.
Should the master be allowed to
charge this price?

ANSWER

The master should not be allowed
to charge this price, as any of the
contents of the slo])-chest shall Ije
sold, from time to time, to any or
every seaman applying therefor, for
his own use, at a ])rofit not exceed-
ing 10 per cent of the reasonable
wholesale value of the same at the
port at which the voyage com-
menced.

QUESTION

In computing a vessel's payroll at
the end of the voyage, the articles
show that certain seaman's wages
commenced on January 29, 1935, and
ended on March 25, 1935. Others of
the seamen commenced work on

January 30, 1935, and ended on
March 25, 1935, while still others
commenced on February 1, 1935, and
ended on March 25, 1935. What is
the computation for months and
days for these three groups of
seamen?

ANSWER
Each group would receive 1 month
and 25 davs pav.

QUESTION
In a large passenger vessel, a man
who is placed in charge of the bank-
ing facilities is signed on the articles
as a "banker." Is this man a sea-
man? State also whether the mas-
ter is a member of the crew.
ANSWER
The man signed on as a "banker" is
a seaman, and the master is not a
member of the crew, according to the
following law : Every person having
the command of any vessel belonging
to any citi-cen of the United States
shall be deemed to be the 'master
thereof; and every person {appren-
tices excepted) zvho shall be employed
or engaged to serve in any capacity on
board the same shall be deemed and
taken to be a 'seaman' ; and the term
'vessel' shall be understood to compre-
hend every description of vessel navi-
gating on any sea or channel, lake or
river, to which the provision of this
Title may be applicable.
QUESTION
Is a vessel engaged in the United
States intercoastal trade required to
carry or have on board a medicine
chest? A slop-chest?

ANSWER
Every vessel belonging to a citi-
zen of the United States, bound
from a port in the United States to
any foreign port, or being of the
burden of seventy-five tons or up-
ward, and bound from a port on the
Atlantic to a port on the Pacific, or
vice versa, shall be provided with a
chest of medicines. If, on any such
vessel, such medicines or medical
stores are not provided and kept on
board, as required, the master or
owner shall be liable to a penalty of
not more than $500.

Every such vessel, except vessels
engaged in the whaling or fishing
business, shall be provided with a
slop-chest, which shall contain a
com])lcmcnt of clothing for the in-
tended voyage for each seaman em-
])loj'ed, including boots or shoes,
hats or ca])s, underclothing and

outerclothing, oiled clothing, and
everjlhing necessary for the wear of
a seaman ; also a full supply of to-
bacco and blankets. And if any
such vessel is not provided, before
sailing, as herein required, the
owner shall be liable to a penalty
of not more than $500.
QUESTION
John Doe and his wife, Elizabeth,
of Canton, O., U.S.A., take passage
on a vessel, and during the voyage,
while at sea a child is born to them.
Write the entry you would make in
the official logbook.

ANSWER

Aboard the S.S.

in Latitude Longitude

Date Time

Born this day to John Doe, age 25
years, and wife Elizabeth Smith Doe
(give wife's maiden name), age 22
years, both native born citizens of
Canton, O., U. S. A., a white male
child.

QUESTION
While en route San Francisco to
Honolulu, a member of the crew
dies. Write the entries necessary,
and required by law, to be made in
the official logbook.

ANSWER
The cause of death.
A statement of the amount of
money so left by the deceased.

In case of a sale, a description of
each article sold, and the sum re-
ceived for each.

A statement of the sum due to de-
ceased as wages, and the total
amount of deductions, if any, to be
made therefrom.

QUESTION
Suppose the crew complain of the
provisions when in port ; what
should be done?

ANSWER
Any three or more of the crew of
any merchant vessel of the United
States bound from a port in the
United States to any foreign port,
or being of the burden of seventy-
five tons or upward, and bound from
a port on the Atlantic to a port on
the Pacific, or vice versa, may com-
plain to any officer in command of
any of the vessels of the Lf^nited
.States Xavy, or consular officer of
the United States, or shipping com-
missioner or chief officer of the Cus-
toms, that the provisions or water
for the use of the crew are, at any
(Page 64, please)

.\ P R I I. . 19 4 0

Q^

iU<>t

SHIPS in THe mflKino

LATEST NEWS FROM AMERICAN SHIPYARDS

Keel laid

At ^Gxui^Ka SUi/p^ifanJt

With roughly 100 days elapsed
time from foundation of the ship-
yard to foundation of the first ship,
March 5 was a great day for Puget
Sound shipbuilding on the occasion
of the impressive keel laying cere-
mony at Tacoma for the first of five
C-1 freighters to be built at the
Seattle-Tacoma Shipbuilding Cor-
poration plant.

With all heavy equipment in
place, a full stock of supplies and
steel, the crew trained and the weld-
ing apparatus hooked up for a
s])eedy start on the orders for the
Maritime Commission, the keel-

laving ceremony, to which thou-
sands came, appeared more like a
routine day in a big shipyard al-
ready in operation. Everybody wears
tin helmets — even the in and out
members of the ofifice force. The
Governor of Washington, Clarence
D. Martin ; Mayor J. J- Kaufman of
Tacoma, and Mayor Arthur Langlie
of Seattle — the distinguished trio
who helped welder H. L. Thies get
the first foot or two of the keel
\\cl(led in place — each pronounced
an optimistic benediction on the re-
vival of big-time steel shipbuilding
on Puget Sound after a 16-ycar

Keel laying at Se'ittle-Tacoma Shipbuilding Corporation's Tacoma plant. At left, the man

in glasses and tin hat is J. J. Kaufman, mayor of Tacoma; man in black with tin hat on right

knee is Arthur B. I.-inglie, mayor of Seattle; back of and bending over Mayor Langlie is

Clarence Martin, governor, Slate of Washington.

lapse, since the Bienville steamed
away to end the war-time building
boom.

President Lament, General Man-
ager Green, the host of waterfront
notables who turned up — practically
every nautical person from Belling-
ham to Portland was there — all pro-
nounced the new yard a complete
success and capable of high speed,
efficient production of ships on a
cost basis comparable to the At-
lantic Coast, despite much higher
wage levels.

Admiral Land spoke over long-
distance telephone. The shipyard
office force, bossed by Mr. Tucker,
the busy assistant to Mr. Lamont,
poured out, carved and sliced off
great hospitality to some 1,000
guests in the huge office building,
some 45 bigwigs journeyed to the
rooftop Tacoma Club and toasted
the Future of Shipbuilding on Puget
Sound until the night janitor ar-
rived . . . old-timers missed the clat-
ter of rivet guns, but marveled at the
automatic welders with vacuum
cleaners following to pick up the ex-
cess fluxing powder.

Among those present were the
following:

Harold Allen, president, Tacoma
Dredging Co.

Col. C. B. Blethen, publisher,
Seattle Times.

John Boettiger, publisher, Seattle
Post-Intelligencer.

Col. Bickford, Port of Seattle.

Frank S. Baker, publisher, Ta-
coma Tribune.

J. D. Corbett, Jr., Marine Digest.

Otis Cutting, president. Lake
Union Drydock.

Earl Doran, the Doran Company.

I' A f: 1 1 1 C M A RINK R K V I F, W

Mpbuilders

and ENGINEERS

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

SAN FRANCISCO OFFICE and PLANT

Machine Shop

and Oenoral Repairs

1100 SANSOME STREET
Tel.: sutler 0221

ALAMEDA PLANT

3laeiiinery. Hull

and Industrial Repairs

Two Dry Docks

3,000 tons and 5,000 Ions capacity

FOOT OF SCHILLER STREET

Tel.: ALameda 8585

GENERAL ENGINEERING
and DRY DOCK COMPANY »

J. F. Duthie, Shipping.

Frank Evers, American Bureau of
Shipping.

Halmer Eastwood, Public Safety
Commissioner, Tacoma.

Henry Foss, Foss Tug and Barge
Company.

James Frink, Washington Iron
Works.

Francis Frink, Washington Iron

Works.

Gerald Frink, Washington Iron
Works.

Weddel Foss, Foss Tug and
Barge Company.

Arthur Foss, Foss Tug and Barge
Company.

Capt. James Griffiths, James
Griffiths & Son.

Stanley Griffiths, James Griffiths
& Son.

H. J. Hart, Puget Sound Tug and
Barge Company.

Chas. H. Ingram, Weyerhaeuser
Timber Co.

Ralph Jenkins, V. S. Jenkins
Valve Co.

Victor S. Jenkins, V. S. Jenkins

Valve Co.

Winston Jones, Alaska Transport
Company.

Hon. J. J. Kaufman, Mayor of
Tacoma.

Hon. Arthur Langlie, Mayor of
Seattle.

R. J. Lamont, president, Seattle-
Tacoma Shipbuilding Corp.

C. F. A. Mann, Pacific Marine
Review.

J. A. McEachern, vice-president
of the shipyard.

E. C. Mausshardt, U. S. Maritime
Commission.

Wallace Morrissette, president.
Building Trades Council, Tacoma.

C. H. Markey, Markey Machinery
Company.

Hon. Clarence D. Martin, Gover-
nor of Washington.

William Nickum, Naval Architect.

Capt. Peabody, Puget Sound Nav-
igation Co.

T. E. Roach, president, Washing-
ton Gas and Electric Co.

T. A. Stevenson, manager, Ta-
coma Chamber of Commerce.

Henry Seaborn, Skinner & Eddy
Corporation.

Gilbert Skinner, Skinner & Eddy
Corporation.

Thomas Skinner, Marine Supplies.

Carl Strout, manager, Alaska
Transportation Co.

F. R. Titcomb, Weyerhaeuser
Timber Co.

A. R. Van Sant, Lake Washington
Shipyards.

Paul E. Voinot, Lake Washing-
ton Shipyards.

Mr. Wintermute, General Steam-
ship Corporation.

Two Navy destroyers, the U. S. S.
riunkett and the U. S. S. Kearnj', fig-
ured in a twin launching on March 9
at the Federal Shipbuilding and Dry
Dock Company, Kearny, N. J., a
United States Steel Corporation sub-
sidiary.

The two ships were constructed on
adjacent shipways. The Plunkett was

(Page 61. please)

APRIL. 1940

T. S. I\'EILSOI\. President
D. S. NEILSOI\. Vice-Pres.

BERKELEY

STEEL CONSTRUCTION CO., INC.

Welded Vessels and Products
of all descriptions

Specification to Lloyds, American Bureau of Shipping or A.S.M.E.
Second and Camelia Streets — BERKELEY, CALIFORNIA — Phones Berkeley 1662-3-4-5

Super Survey Vessel Explorer

(Continued from page 29)

of 26" referred to a 30" barometer
when supplied with 350 g.m.p. of
circulating water at 70 degrees F.
The design is based upon a tube
cleanliness factor of 85 degrees. The
water circuit is two-pass. Tubes are
rolled at the inlet ends of each pass
and packed with Anchor metallic
packing at the discharge ends.

The two main feed pumps are
Worthington, and are driven by
Terry steam turbines. The feed
water heater is a Paracoil.

A compact but quite elaborate ma-
chine shop occupies one side of the
upper grating level of the engine
room. The tools include a boring
mill, lathes, drill presses, shapers,
power hack saws and grinders.
Here there is equipment not only for
shi]jboard repairs but for repairs to
survey gear, boats, engines, signals
and shore station equipment.

On the other side of the engine
room, at the upper level, room is
provided for the York refrigerating
machinery, a Worthington air com-
pressor, and a motor generator set
for low-voltage work.

Miscellaneous Equipment

Where the special non-skid rub-
ber cement deck coating is not i)rac-
ticable, heavy calked decking is laid
down. Heinz Mfg. Co., Philadelphia,
Pa., supplied the watertight steel
deckhouse doors. Two one-ton cargo
booms are fitted to handle cargo and
lower gear into the smaller boats.
The ship has a p;iir of tall, welded

steel, hollow masts. She is strikingly
painted in brilliant white with brown
deckhouse and wide bridge wings,
which, with the red raked stack and
masts, curved yacht-like stem and
trim cruiser stern, give her the ap-
pearance of a beautiful white
cruiser. Only the large group of
workboats slung to her sides give
the Explorer away.

Survey Equipment

.'-^o closely tied together are the
surveying and navigation equip-
ment, and so complex is their lay-
out, that it is well to discuss them
as a unit. The navigation equip-
ment is based on the Markey steam
steering gear, Sperry metal mike,
Sperry gyro compass, RCA direc-
tion finder, and a complete inter-
communication system within the
ship. The RCA radio set is equipped
for both long and short range, send-
ing and receiving, and includes a
very pnvN'erful code-sending and re-
cci\ing set.

.Sperry repeating compasses are
fitted on the bridge wings and emer-
gency steering station. A battery of
powerful Sperry searchlights are
mounted on the bridge, and two side
floodlights are installed above the
pilot hcnisc window level. A Sperry
rudder angle indicator and a merid-
ian log are fitted, besides an electric
tachometer repeater.

Included in the special sur\ey
equi])ment are a special taut wire
measuring gear, made by the I'ritish
Teletrraph Construction and Main-

tenance Co., Ltd., London, with 120'
miles of fine wire and several tons
of iron balls; a Hughes depth re-
corder system, which records depths
automatically, on wide tape, as the
ship progresses ; a Fathometer, and a
Dorsey sonic depth finder. Special
sonic equipment is fitted to the hull
in special cofferdams for use with
the surveying instruments and for
use with depth charges of dynamite.
A Walker trident taffrail log and in-
dicator are carried. The Clark
Cooper & Son steam whistle is fitted
with Henschel automatic time de-
vice for code signaling. Two Kleer
Vue rotary glass windows are fitted '
in the pilot house.

The last bit of work done on the
ship before her final bottom painting
was to fit special electrolysis elimi-
nators to the hull, to ground all
stray currents, and make the ship
"dead pan" as far as electric sound-
ing devices are concerned.

The Explorer is a credit to her
builders, supervisors and the Coast
and Geodetic Survey, representing
an investment of about $1,500,000
for ship and equipment. She re-
])laces the old Explorer, now tied up
in Lake LTnion, Seattle, and owes
her existence to the good offices of
the PWA, who have loaned the Sur-
vey office money for this vessel's
construction.

Commander SoberiaJski will take
the new Explorer into the Far
Western Aleutians this summer to
begin surveying parts of that vast
and lonely stretch of 2,500 miles of
bleak islands, that stretch beyond
the International Date Line, towards

(Put;e 58, please)

PACIFIC MARINE REVIEW

The Dividing Line on

by Conim. R, S, Field

Director, Bureau of Marine Inspection and Navigation

The De])artment of Commerce is
charged with the promotion of
commerce. Shipping is commerce.
The Department is also charged
with the regulation of shipping. It
must therefore be accepted as a
basic formula in any common-sense
apitraisal of the Department's work
that the Department wants promo-
tion with regulation rather than reg-
ulation versus promotion.

The Bureau, of which I am the di-
rector, is charged with the formula-
tion and the enforcement of rules
and regulations for the control of
certain phases of ship operation,
and especially for the maintenance
of safety on our American merchant
ships. We wish to make this a co-
operatixe job between shipping and
the Bureau.

Mr. Hojjkins, the present Secre-
tary of Commerce, is very much in-
terested in this work of producing
a_ satisfactory and workable set of
rules and regulations.

Colonel Monroe Johnson, Assist-
ant Secretary of Commerce and my
immediate superior, has very prac-
tical ideas f)n the subject. He has
frequently said to me, "We must
regulate to obtain safety, but we
must try very hard to find that ob-
scure dividing line between enough
and too much regulation."

The Bureau, in its annual report,
cites the marvelous safety record of
the American Merchant Marine, and
gives credit :

First, to the officers and men who
man the ships;

Second, to the owners and oper-
ators who hire the men and insist
on high standards; and

Third, to the personnel of the
Bureau, which points the way and
uses sanctions of the law in the rare
cases where such sanctions are
needed.

When we compliment each other
on safety records at sea we do so
with a full realization that sea safety
is not only our moral obligation to
the public but also a practical bus-
iness necessity. A breakdown of
safety at sea would cost ship oper-
ators their investment and the wel-
fare and security of all their em-
ployees.

A short review of recent history
in regard to regulations affecting
safety at sea shows a real effort for
cooperation between the industry
and the Bureau. In 1931 a strong
committee composed of representa-
tives from the American Steamship
Owners' Association, the National
Council of American Shipbuilders,
the American Bureau of Shipping
and the Steamboat Inspection Serv-
ice, was formed to revise the Gen-
eral Rules and Regulations. This
committee did a very fine job, for
which it never had much credit, be-
cause just as it was completing its
work, came the two big sea disasters
with the attendant public indigna-
tion, panic legislation and loss of
confidence in the safety supervising
agencies.

So in 1935 a Senate resolution ef-
fected the organization of a group of
outstanding naval architects, ship-
builders and Government experts as
a technical committee to investigate
the disasters. This committee put
in a lot of hard work, and in 1937
jiresented its report in the form of
rules and regulations, which were
subsequently printed in the form of
Senate Report No. 184, and are con-
ceded to be an outstanding contri-
bution towards safety at sea.

.\ bill to make the contents of this
report into law ])assed in the .Sen-
ate but failed in the House.

The Bureau of Marine Inspection
and Navigation believes that the
contents of .S.184, generally s])eak-

ing, should be made into regula-
tions by the Board of Supervising
Inspectors, but that they should
never be frozen into hard-and-fast
law.

The Bureau has been working for
more than two years now on the
proposed Ocean and Coastwise
Rules and Regulations. The Bu-
reau has adopted a policy of chang-
ing and creating rules and regula-
tions only after submission of such
changes and additions to persons in-
terested, and after public hearings.
Pursuant to this policy, tentative
drafts of the proposed rules and reg-
ulations were submitted to the in-
dustry for study and comment on
October 1, 1939. At first it was
thought that three months would be
sufficient time for this, but as a re-
sult of comments and replies re-
ceived prior to the middle of De-
cember, 1939, the Bureau advanced
the dead line date for comments on
the initial draft to April 1, 1940. If
the number and the character of the
comments received warrant such ac-
tion, a new draft incorporating sug-
gested changes will be circulated.

These rules form a bulky volume
in mimeograph form. They are di-
vided into nine chapters :

(1) General

(2) Construction

(3) .Subdivision and Stability

(4) Fire Control

(5) Engineering

(6) Lifesaving Equipment

(7) Special Appliances

(8) Ship Personnel

(9) Inspection and Operation.
Chapter 8, concerning licensed

personnel, should be carefully con-
sidered. There seems to be no case
of a marine disaster on record where
the human element does not come
in for the greater part of the blame.
Trite but true, a ship is only as sea-
worthv as the men who man her.

APRIL. 1940

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENEX HRE INS. CO.

Commercial Hull DcpU

AUTOMOBILE INS. CO.

•

]»IATHEWS & LIVINGSTON

Marine Underwriters

200 BUSH ST. SAN FRANCISCO

Offices at: Colman BIdg. - Seattle 111 Weat 7tli St. - Los Angeles

For a number of years licensed
officers of the American Merchant
Marine, in spite of their enviable
record, have been criticized and the
Bureau has been criticized on ac-
count of our examination system,
the common saying being that it
has been too easy to obtain an of-
ficer's license. This attitude has
been reflected in Senate reports,
testimony before the House Mer-
chant ^Marine and Fisheries Com-
mittee, and in other mediums.

Now we propose to make the ex-
aminations harder, and we are being
criticized for that. It is possible
that the language we have used in
announcing the new types of exam-
inations has been misleading. For in-
stance, the term "trigonometry"
scares a candidate to death. He does
not realize that every time he works
out a sight he is using trigonometry.

Many practical engineers who
demonstrate daily their acquaint-
ance with the principles of thermo-
dynamics would be frightened at a
reference to that subject. We real-
ize that although we hope ulti-
mately to have a central examining
board in the Bureau, we must not
adopt a system which will bar the
excellent engineer or deck officer
who is, either b)- nature or by lack
of education, not able to express
himself with a pencil and paper.
Therefore, our eventual system
must provide to give weight to the
impression made by the candidate
on the inspectors who conduct the
examination and ha\e an opportun-
ity to question the man and form
an opinion of his character by ob-
servation.

A question has been raised on the
assum]>tion that the proposed step-
ping-u]) of requirements for licenses
would secure an improvement in
caliber in the lower grades first,
and the question is, if such a fact
should develop and we should have
junior officers more capable and
more intelligent than the older of-
ficers, notably, masters and chief
engineers, would this result in an
inferiority complex on the part of

the older officers, and introduce a
difficulty in their relations with the
younger and supposedly better edu-
cated officer? Personally, I cannot
see any such problem. I feel that
any improvement, either in the
lower grades or the higher grades,
will be very gradual, and if it should
be first demonstrated in the lower
grades, I can see no occasion for
any change of attitude on the part
of the senior officers toward this
supposedly new type of junior of-
ficer.

Any master or chief engineer,
whether he be below or above aver-
age ability, should recognize the ad-
vantage to himself of having an out-
standing young officer on his staff,
because the more able his assistants
are, the more easily he can perform
his own duties.

In regard to this subject of exam-
inations of officers, I can only say
that we have no idea of being ada-

mant, and will be influenced by the
reasonable opinion and advice of the
people concerned.

W'e had splendid results in the
production of our new Tanker
Rules. A committee, made up of
representatives of the American Pe-
troleum Institute and the leading!
oil companies, worked industriously
and unselfishly for a long time to
assist the Bureau in that job. Thei
result was much better than the Bu-
reau could have achieved without
their help. That set of rules is the
most satisfactory that we have ever
had, and causes less difficulty and
question than any of our other de-
partments. We hope ultimately to
use such a method in the case of all
new regulations, .^ince that time
we have gradually built up a policy
of referring all rules on all subjects,
except occasionally in an emer-
gency, to the people concerned be-
fore mo\ ing their adoption.

The Cadet System

of the ^Maritime Commission

The United States Maritime Com-
mission announced on March 11 that
.375 ycning men had successfully com-
pleted the second national examina-
tion for deck and engineer cadets in
the American Merchant Marine.

Rigid scholastic and physical quali-
fications, required by the Commis-
sion reduced the number taking the
mental test held on January 29, 1940,
from the several thousand who made
])reliniinary applications to 535. Of
this number, the following were suc-
cessful :

Engineer Cadets

Atlantic 149

Paci fie 33

Gulf 18

Total 200

Deck Cadets
Atlantic 113

Paci fie 36

Gulf 26

Total 175

A percentage of the 375 who passed
the scholastic test are expected to fail
in their physical examination to be
given by the United States Public
Health -Service. The successful can-
didates were from thirty-nine states,
District of Columbia, Canal Zone and
Puerto Rico.

Appointments will be made from the
eligible list as vacancies occur. There
are facilities for training approxi-
mately 400 cadets at one time as mer-
chant marine officers on the eighteen
steamship lines subsidized or owned
by the (Government, and on the (
operating non-subsidized lines.

The Maritime Commission's Cadet

{PaKe 62, please)

PACIFIC MARINE REVIEW'

PACIFIC
MARINE

Keiueid/^

Neia R & W
Ma>U*te. Man

At S. <^.

C. C. Moore & Co., Engineers,
Pacific Coast representatives of The
Babcock & Wilcox Co., announces
the addition to its organization of
W. B. Hill, Jr., who has joined the
marine department, with headquar-
ters at San Francisco.

Upon graduation from Yale Uni-
versity, Mr. Hill entered the employ
of The Babcock & Wilcox Co.,
where he completed a special train-
ing course in the design, manufac-
ture and construction of the com-
panx's \arious equipment. He was
later assigned to the marine depart-
ment. New York, as sales engineer.
His work in this department
brought him into intimate contact
with all phases of design, operating
and service problems related to ma-
rine boilers, and particularly the
more modern development in high-
pressure boilers.

V. W. Hoxie, who has a wide ac-
quaintance in Pacific Coast marine
circles, has been a])]3ointed consult-
ing engineer, marine department, of
C. C. Moore & Co., as Pacific Coast
rei)resentatives of The Babcock &
Wilcox Co. He will act in an ad-
visory capacity, where his long
years of experience and extensive
knowledge will be axailable in ma-
rine work.

Back to his old stamping grounds

I on the Pacific Coast is William H.

McKenzie, well-known in Pacific

Coast shipbuilding circles by a host

V. W. Hoxie

W. H. McKenzie

of friends, who will recall him from
the World War shipbuilding days.

He has recently returned from the
Sun Shipbuilding and Drydock Co.'s
plant in Chester, Pa., where his
duties included the inspection of all
machinery before and after installa-
tion— on cargo and refrigerating
vessels.

Bill McKenzie has had a most in-
teresting career as a mechanic, with
the ingenious talent of invention.
He is responsible for several labor-
saving devices which are now in cur-
rent use. During many of his asso-
ciations with leading industrial and
shipbuilding plants, he has been
able to work out innumerable time-
and labor-saving plans. One of his
inventions was a pipe-testing ma-
chine for handling pipe of any size
or length, and for testing all types
of valves and fittings without the
need of drilling, without the use of
clamps, bolts or flanges for testing.

Before his appointment for inspec-
tion service at the Sun yard, he was
engaged at the Mare Island Nav)-
Yard during the construction of sev-
eral cruiser, destroyer and sub-
marine jobs. His Pacific Coast
friends will remember him best from
the old Shipping Board days, when
he was employed at the Moore Dry-
dock Co.'s yard as general foreman.
During these years, McKenzie
assisted in the construction of over
35 vessels for the account of the
U. S. S. B.

Iiefore arriving in Oakland, he
visited the technical offices of the
U. S. Maritime Commission in
Washington, D. C, where he sub-
mitted new labor-saving devices for
the consideration of the Commission
and Navy Department.

Welcoming the new transpacific
service of the Java Pacific Line to
San Francisco, Junior Chamber of
Commerce officers last month pre-
sented their special photographic
placque to Capt. Van der Est,
master of the M. S. Jagersfontein on
the occasion of the first regular sail-
ing from this port.

With four streamlined ships com-
missioned for the run to the Nether-
lands Indies and India, the new line
will operate on regular schedule.
with San Francisco as "home port"
on this side of the Pacific.

"With the tremendous interest
shown by San Francisco business
groups, and even by the man in the
street, regarding development of
maritime affairs, the inauguration of
this new passenger service comes at
an appropriate time," stated Guy
Staecy, of the Maritime Committee.
"This is really serving notice that
San Francisco will continue to be
the maritime leader on the Pacific
Coast."

I-'ittod with every facility for lux-
urious ocean travel, the four Java
Pacific liners follow a route famed
for its tropical beauty and variety
of scene. Stopping first at Hawaii,
shi]) itineraries call for three visits
in the Philippines, a cruise through-
out the Sulu Seas past Borneo to
P>ali. wJTere passengers may stop
(i\er for leisurely exploration and
sightseeing. Java, Sumatra, Singa-
pore, Rangoon and then India com-
plete the route.

Lending added attraction to the
route is the fact that these neutral
ships cruise untroubled areas, lend-
ing further peace of mind to those
seeking leisurely relaxation or ad-
venture.

JOINS NATIONAL TUBE

Daxid T. AIar\'cl, fornicrK' !Man-
ager Tube Sales, Timken .Steel and
Tube Division of Timken Roller
P)earing Co., Canton, Ohio, has
joined National Tube Com])any's
sales organization in the ca])acity of
.\ssistant Manager of Sales. Ell-
wood Sales Division, Ellwood Cit\',
Pa.

Shown during a recent get-together during the inauguration days of the new Java
Pacific Line are, left to right, Cept. S. Bakker of the Salawati. Capt. M. A. Van der Est
of the Jagersfontein. and Capt. J. Van der Meer of the Taraka. They were busy dis-
cussing plans for the new line, which will travel neutral seas to Java and India.

Joseph M. Costello

Soot 04i, tUe Ili44t !

William H. "Bill" Rudy. Pacific
Coast sales manager of XZIT Sales
Company, announces the appoint-
ment of a new sales agency for
XZIT, soot and fire scale eradicator,
at Wilmington, Calif.

Joseph M. Costello, well-known
Coast chief engineer, has been
named for this district agency.

Joe Costello opened his own busi-
ness very recently at 221 North
Avalon Boulevard, Wilmington, He
has been active for several years in
sales agency work around the Los
Angeles-San Pedro Harbor district
and has a host of friends in marine
circles — particularly around the fa-
mous Bilge Club.

Currently he is a candidate fur
nienihership on the I'oard of Ldu-
catiiin in his lucalily.

He studied marine engineering at
the Uni\ersity of California and has
taken sjiecial courses in other edu-
catinnal institutions. During the
W'nrlil War he serveil in the marine
serxice of the Arm)- and Navy
Trans]Hirts as well as the merchant
marine, during which time he se-
cured his United States Marine V.w-
i^ineer's license.

In addition to his engineering
work, Mr. Costello has had exten-
sive experience in railroading,
power house engineering, and en-
gineer in charge of buildings and
equipment and has acted for several
years as financial secretary of Cali-
fornia No. 1 National Association of
Power Engineers.

PACIFIC MARINE REVIEW

Photograph taken on the occasion of the recent visit of the California Schoolship to San
Juan, P. R. The San Juan Propeller Club arranged a luncheon for the officers of the ship and
also provided buses to conduct the cadets on a two-hour sightseeing trip of San Juan and vicinity.

Pacific Marine Review

B. N. DeRochie, \'ice-Presi(lent

500 Sansome Street

San Francisco, Calif.

My dear Mr. DeRochie:

I think you will be interested in
the enclosed brochures which we
pre])ared for the visit the end of this
week of the training ship Califor-
nia State.

.A ]iersonal link between the Cali-
fornia Maritime Academy and this
company is that Ca])tain Neil E.
Nichols, U.S.N, (retired), sujierin-
tendent of the Academy, is a brother
of John F. Nichols, chief engineer of
our comi)any.

^'ours very truly,

^{ Signed) K. G. K(JGERS,
Sales J^epresentative.

The brochure which Mr. Rogers
tlioughtfull}- sent us is an attrac-
tively-planned greeting to the offi-
cers and cadets of the California

State, containing pt-rtinenl data

answering any and all questions
which the young men might con-
ceivably ask. Of particular interest,
these facts :

Vessels Now Under Construction:

Transatlantic liner.
One C-2 cargo vessel.
Three oil tankers.
.Seven C-3 ]iassengcr and cargo
\-cssels.

(_)ne aircraft carrier.
One battleship.

Merchant Vessels:

'J"he transatlantic liner America,
the largest passenger vessel con-
slrui'led in this country, is sched-
uled f(ir cnni[)letiiin in June, I'MO.

\essel, Santa
last of a group

The C-1 cargo
Teresa — This is the
of four.

The oil tankers, h'sso Richmond,
h'.sso Raleigh, and I'.sso Ci)lunil>ia
(149,000 bbls. cargo oil cajiacity).

The C-?< i)assenger and cargo \es-

sels, President Jackson, President
Monroe, President Hayes, President
Garfield, President Adams, President
Van Buren, President P'olk, the first
of which will be humched in
^lay, 1940.

David C. Jones, vice-president and
general manager of The Luken-
heimer Company, Cincinnati, Ohio,
died on March 11 after a brief ill-
ness. He was born in Cincinnati on
November 14, 1876, and entered the
employ of The Lukenheimer Com-
pany on January 1, 1894. He was
prominently identified with indus-
trial and banking activities in Cin-
cinnati, and also had served as pres-
ident oi the American .Supply and
Machinery Manufacturers' Ass'n.

L. W. Ferdinand & Co., Inc.,
r.oston. is now introducing a new
l)roduct called Ferdico Synthetic
Resinous Adhesive, which is a
water] )roof glue particularly adapted
for making solid joints, for building
])lyvvood ])oats, hollow masts, etc. It
has a distinct advantage over casein
glue in that it is positively water-
,,roof.

APRIL, 1940

We BoiiA to. tU ladleA,!

««fT»*-

Mr. J. S. Hines, President
Pacific Marine Review
500 Sansome Street
San Francisco, Calif.

Dear Mr. Hines:

My assistant. Miss S. S. Marks,
has just been named chairman of
the pubHcity committee of the
Women's Traffic Club of San Fran-
cisco. This organization is com-
posed of secretaries of traffic man-
agers, etc., and is organized for the
purpose of fostering good will and
friendship between shippers and
carriers and consignees.

At a meeting to be held March 26,
Mrs. Sophie Gallagher, secretary to
Mr. M. J. Buckley, of American
President Lines, will be installed as
president of that club.

Do you think you have it in your
heart to overlook the great superior-
ity of the male sex and give a
tumble to the superior sex by print-
ing a little item about this?

Furthermore, with that pertinac-
ity which characterizes my assist-
ant, she wishes to immortalize Mrs.
Gallagher in a glossy paper publica-
tion, so she has even gone to the
trouble of digging up a glossy print.
You print so many photos of hand-
some men and mugs, that maybe a
relieving feminine touch might do!

If this is asking too much of you,
hope you will print it anyway — this
once.

Awaiting with bated breath your
action, I am, with kindest regards,
Yours very truly,

NAT LEVIN, Secretary,
Shipowners Association of the
Pacific Coast.

Dear Mr. Levin:

Never let it be said that a "gentle-
man of the deep South" is lacking in
chivalry ! Convey my thanks to the
ladies . . . tell them to send us more
news items.

Marcia Morris of the J. E. Low-
den Co., president of the Women's
Traffic Club of San Francisco for
the past year, turned over her
gavel to Sophie M. Gallagher of
American President Lines, presi-
dent-elect, at the annual installation
party of the club. The affair was
held in the rooms of the Transpor-
tation Club at the Palace Hotel,
Tuesday evening, March 26.

Nan G. Lawrence of S. F. Machin-
ery Dealers .A.ss'n, who has acted as
installing officer of the club since its
inception, not only officiated over
the installation ceremonies, but
acted as mistress of ceremonies for
the program that followed.

Other officers who were in-
stalled were Irene M.ackin of Has-
lett \\'arehouse Co., vice-president ;
Janet Davis of American-Hawaiian
Steamship Company, secretary, and
Martha Irons of Owl Drug Co.,
treasurer.

Kay Bugbee of Luc ken bach
-Steamship Co., Virginia Kennedy of
Bay Shore Transportation Co., and
Hilda Miehle of Pacific Consolida-
tors, Inc.. ha\e been elected to serve
on the board of directors for the
coming year.

Chairmen of committees named
for the ensuing year are Marcia
Morris of J. E. Lowden Co., mem-

*'*W^

Sophie M. Gallagher (secretary to M. J.
Buckley of American President Lines),
who was installed as president of the
Women's Traffic Club of S. F. on March I
26 at the Palace Hotel.

bership ; Bess Jackson of American-
Hawaiian Steamship Co., program;
Mabel Delucchi of American-Presi-
dent Lines, entertainment; Nan G.
Lawrence of S. F. Machinery Deal-
ers Ass'n, reception; Ruth Casellar
of Howard Automobile Co., re-
search, and Sonya S. Marks of
Shipowners' Ass'n of the Pacific
Coast, publicity.

News of « The Bilge Club "

Best wishes!

JIM HINES.

The Annual Load Line Inspection
of the Bilge Club . . . and we are re-
ferring to their twelfth annual ban-
quet ... is announced I The big date
is Saturday, April 6 — at the BiJt-
iiiore Hotel in Los Angeles.

The clarion call of Dan Dobler,
chief surveyor of The Bilgers, makes
irresistible reading. We quote :

"Your many BILGER friends and
guests or recognized classification
S(.)cieties will attend for the ])urpose
of inspection of:

"(1) Protection of ojjeniiigs.

"C2) Guard rails.

"(7)) Freeing ports.

"(4) Means of access to crew's
quarters, to determine if same are
maintained in effective condition ;

also, that no alterations have been
made to hull or superstructure
which would effect the calculations
determining the position of the
Load Line.

"Vessels not to be loaded below
SUMMER FREEBOARD.

"Permissible LIST not to exceed
20 degrees (port or starboard).

"Additional orders :

"LIQUID CARGO, which may be
taken on board commencing at 6:30
p. m. shall be carried in double bot-
toms only, care being observed that
same is not loaded in such manner
as to make yowx vessel unsafe or un-
seaworthy.

"DRY CARGO, \o be stowed
commencing at 7 i.^O \i. m., in main

PACIFIC M .\ R I N E REVIEW

holds, making due allowance for
final trim with liquid cargo.

"ENTERTAINMENT, the best
yet (consult your program).
"SURVEYOR'S FEE, $5.00.

"NOTE — The Surveyor requests
that you "Dress Ship" (formal at-
tire) for this occasion.

"Make reservations for banquet
and inspection immediately by re-
turning the enclosed card together
with check, to E. R. Nelson, Secre-
tary, P. O. Box No. 231, San Pedro.

"Signed) DAN DOBLER,

Chief Surveyor. "

£04, AnXfeUi

The third membership meeting of
The Propeller Club of the United
States, Port of Los Angeles, No. 66,
was held at the Jonathan Club,
Sixth and Figueroa Streets, Los An-
geles, at 12:10 p. m. on Wednesday,
February 28, 1940.

There were 40 members and
guests present.

The meeting was called to order
by the president, Ralph J. Chandler.
David Livingstone, secretary, acted
in his official capacity.

Following the introduction of
guests. Captain Robert Henderson,
U.S.N, (retired), member of the
Port, proposed that The Propeller
Club, Port of Los Angeles, sponsor
one scholarship in the California
Maritime Academy, which matter
has been referred to the board of
governors of the Port of Los An-
geles for consideration.

Commander L. L. Bennett, U.S.
C.G., director of the Los Angeles
section of the U. S. Coast Guard,
acted as chairman of the day. The
meeting was turned over to him, and
he gave a brief resume of the his-
tory of the Coast Guard and pre-
sented an interesting and educa-
tional talking motion picture, "The
Story of the Coast Guard and Life
at the C. G. Academy."

There being no further business,
the meeting adjourned.

W. H. "Bill" Nickum, Jr., who with his

father and brother, supervised architectural

details of the Explorer.

ICM041US,

The regular monthly dinner and
meeting of the Propeller Club, Port
of Tacoma, was held Tuesday eve-
ning, March 19, at the Tacoma Ho-
tel.

The only business brought before
the Club was the matter of the va-
rious bills now before Congress
which are of vital interest to the
Maritime interests. The members
were advised of the action taken on
the following bills at our last Board
of Governors meeting.

Bill S-3075— Pertaining to the sale
of American vessels to foreign in-
terests. Our Club went on record
as opposing this bill, feeling that
the matter should be left to the dis-
cretion of the Maritime Commission
for their approval.

Wheeler- Lea Bill .S-2009— Our
Club is against this bill which pro-
poses to regulate water transporta-
tion by the Interstate Commerce
Commission.

H.R. Bill 7633— Pertaining to a
toll of Ic per long ton to be assessed
on all freight moving through Gov-
ernment built, owned, and operated
locks on all rivers in the United
States. Our Club thoroughly en-
dorsed this bill.

H.R. Bill 7094, also H.R. 6136—
Relative to State Merchant Marine
Academies or Nautical Schools. Our

Club is of the opinion that these
schools should be operated by the
Maritime Commission and that any
bill authorizing expenditures toward
State Schools should not be en-
dorsed as they would be in direct
competition with the Maritime Com-
mission .Schools.

Our Club also went on record as
opposing the President's recent or-
der to abolish all Custom offices in
Tennessee, especially the one in
Memphis.

Letters were mailed to all of our
State's Senators and Representa-
tives in Washington, D. C, in con-
nection with the above bills, also
to the Hon. Schuyler Otis Bland,
Chairman of the Merchant Marine
and Fisheries Committee, House of
Representatives, Washington, D. C.

After the above bills were dis-
cussed by the club members, K. M.
Kennell was asked to give a report
regarding a meeting which was also
held in Tacoma on the 19th, at-
tended by the shippers from the Pa-
cific Northwest area, in connection
with the startling lack of Inter-
coastal ship service and its effect on
their business. Mr. Kennell stated
that attempts would be made to
have the Maritime Commission re-
lease tonnage which they now have
tied up in order to relieve the
pressure.

Next on the program was the
monthly "Jack Pot," after which
President Moore asked Henry Foss
to introduce the evening's speaker,
E. A. White, manager of the Ta-
coma Smelter, whose subject was
"The Human Side of the Smelter."

Mr. White's talk was especially
interesting as he sketched the his-
tory of the smelter in Tacoma since
its establishment fifty years ago.

At the conclusion of Mr. White's
address. President Moore introduced
Carl Nordstrom, past-president of
the Seattle Propeller Club, who was
a visitor at our meeting, after which
the meeting was adjourned.

CHAS. C. CRAMP.

Secretary.

^*r*^

APRIL, 1940

S7

Sup^e^ Sun4/e4^ Stecuifte/i

(Continued from page 50)

Asia — in a region where it never
stops blowing and where summer
weather is winter on the U. S. A.
Pacific Coast — but in a region where
ship and aerial navigation is becom-
ing increasingly important, in a re-
gion that will be opened to the
world by the groundwork done 1)\'
the world's finest survey ship, the
Explorer.

Across the conical front of the
deck house, directly below the wheel-
house, the large room for the com-
missioned officers is lighted by the
Kearfott Automatic Pivoted Airport,
which is opened and closed without
touching any part of it except the
crank handle provided for this pur-
pose. Xo longer need there be
danger to passengers in undertaking
to open or close airports. Com-
pletely under the control of the
crank handle, the glass frame is held
by the mechanism in any desired
position. All that is necessary to
open the port is to turn the crank
handle to the left; and to close it,
turn the crank handle to the right.

If, when the port is closed, the
handle is gi\en two or three turns to

the left, the glass frame begins to
move directly away from the port,
hut remains parallel to it. Thus the
]n)rt may be opened slightly, allow-
ing some air to come in, but the
o])ening is still ])rotected from rain
or s])ray. If the handle is turned
more to the left, the glass frame be-
gins to swing to one side. When the
port is full open, the glass frame is
eniiugh to one side to: form an effi-
cient windscoo]); allow nearly full
view through the ojiening, and jht-
mit escape through tlu- ]iort in an
emergency.

In no position can the glass frame
be misplaced, or spin, or jam, and
from any position the port can be
quickly closed water-tight simply by
turning the handle to the right.

A circular cover plate, made in
tv\'o sections, upper and lower, fits
between the rubber gasket and the
glass holder ring.

Windows in Deck House

Windows in the wardroom and
officers' quarters, located in the
deck house, are of the Kearfott self-
contained unit type, the K-225
weather-tight or K-S25 water-tight,
depending on location. These are
made entirely of bronze with cast
window frame, antl extruded sec-
tions, and felt-lined channels in
which the plate glass slides. The
glass and screw operating gear are
carried on a bronze waistrail. The
frames are arched both top and bot-
tom for improved appearance in lin-
ing up with the sheer or camber.
Copper drip pans are provided
with connection for drainage. The
weather-tightness of the K-225 win-
dows depends on the tight fit of
glass in the felt-lined channels at
top and sides, and on the wedge-
shaped strip of rubber inserted in
the glass holding channel at the bot-
tom of the window, which jambs
against the window frame when the
window is closed.

The K-525 water-tight window
has a rubber gasket inserted on the
inboard face of the window frame,
and is weathered by four hand
levers — two on each side.

Aluminum jalousies or blinds are
mounted in felt-lined runners at-
tached to the window frame.

Pilot House Windows

The water-tight K-800 Kearfott-
Klear\u windows fitted in the pilot
house have two lights of heat-
treated glass raised and lowered by
hand and held by side catches; the
two lights move in the same plane.
.Side racks for engagement of
catches allow for ])ractically any
amount of window opening, and
have finer adjustments within four
inches above and below the normal
eye le\el.

l'"or full o]icning of window, the
top sash is r.-iised clear of the frame
o]iening, and the bottom sash is
siniil.'irlv lowere<l.

PACIFIC MARINE REVIEW

Tentative plans for entertainment
of delegates attending the national
convention in New Orleans, on De-
cember 8-11, 1940, of the United
States Propeller Club, were dis-
cussed at a meeting of chairmen and
vice chairmen of local committees
named by President Louis B. Pate
of the New Orleans Propeller Club.
XN'hile details will not be released
prior to submission and approval by
the national headquarters, it may be
revealed that the New Orleans club
has gone overboard in its determina-
tion that homeward-bound conxen-
tion delegates carry memories of a
top-notch time in "America's Most
Interesting City."

A registration of around 800 is an-
ticipated. Headquarters will be in
the Hotel Roosevelt.

Mr. Pate, who serves as general
chairman, has named the chairmen
and vice chairmen of various com-
mittees, as follows:

GENERAL CONVENTION COMMITTEE

Louis B. Pate, General Chairman; Vice-Presi-
dent, Mississippi Shipping Co.

H. R. Iley, Vicc-Chairman. Marine Paint and
Varnish Co.

FINANCE COMMITTEE

Joseph M. Rault; Terriberry, Young. Rault
and Carroll.

George H. Terriberrj-; Terriberry, Young, Rault
& Carroll.

R. E. Tipton; Executive Vice-President, Lykes
Bros. Steamship Co.. Inc.

Hon. Jess S. Cave, representing Mayor Robert
S. Maestri; Honorary Member.

HOTEL AND BANQUET COMMITTEE
E. A. Jimison, Chairman; Lykes Bros. Steam-
ship Co., Inc.

C. A. Palmer. Vice-Chairman ; Lykes Bros.
Steamship Co., Inc.

GOLF COMMITTEE

Robert Freebairn. Chairman; Todd-Johnson
Drydocks. Inc.

J. Kenneth Sadler. Vice-Chairman; Marine
Office of America.

EXHIBITS COMMITTEE

Hy C. Dreyfus. Co-Chairman: Suppliers' Div..
Neptune Supply Co.

Capt. J. A. Rice, Co-Chairman; Operators' Div.,
Moore & McCormack S. S. Co.

H. Rodcnburg, Vice-Chairman; United Fruit Co.

Cr.pl. H. W. Curtis. Vice-Chairman; Atlantic
and Gulf Stevedores.

TRANSPORTATION COMMITTEE

William Gausc. Co-Chairman; United Fruit Co.

F. G. Prat. Co-Chairman; Standard Fruit and
Steamship Co.

M. D. Rich. Vice-chairman; Nciv York and
Puerto Rican S. S. Co.

Spencer Tallmadcge, Vice-Chajrman ; W. G.
Coylc & Co.

C. A. Palmer, Treasurer, Lykes Bros. Steam-
ship Co.. Inc.

J. W. Richards, Secretary, Mississippi Ship-
pirtg Co.

Joseph W. Montgomery, United Fruit Co.

N. O. Pedrick. President, Mississippi Ship-
ping Co.

C. A. Sporl. Jr.. C. A. Sporl. Inc.

F. G. Prat. Standard Fruit and Steamship Co.
ENTERTAINMENT COMMITTEE

S. V. Massimini, Chairman; Gulf Engineering
Service and Speciality Co.

J. A. Laing. Vice-C^hairman : Surveyor.
RECEPTION COMMITTEE

Joseph M. Rault, Chairman; Terriberry. Young,
Rault & CarroH.

William McCardell. Vice-Chairman; U. S. Mari-
time Commission.

William Wishart. Vice-Chairman; American
Bureau of Shipping.

REGISTRATION COMMITTEE

George R. Hammett. Chairman; A. M. Lockett
& Co., Ltd.

Capt. H. A. Johnson, Vice-Chairman; Seaman's
Church Institute.

PUBLICITY COMMITTEE

F. E. Ames. Chairman; Lykes Bros. Steamship
Co.. Inc.

J. O. Chamberlain. Member. Port Bulletin.

W. J. Krcbs. Member. News Correspondent.

L. Guerin. Member, New Orleans Item.

J. Gillis. Member. New Orleans Times-Picayune.

Wm. C. Dickcrman

William Carter Dickerman, re-
cently appointed chairman of ihc
board, American Locomotive Co.,
was born on December 12, 1874, at
Bethlehem, Pa. Following his grad-
uation from Lehigh University in
1896, he entered the employ of the
Milton Car Works, Milton, Pa.,
where he served successively in the
auditing, purchasing and engineer-
ing dei)artmcnts. In 1899, on forma-
tion of the American Car ancl I'oun-
dry Co., of which the Milton Car
Works became a jiart, he was ap-
pointed assistant manager of the
Milton, Pa., district. Transferred to
New York in 1900, he was appointed
sales agent, ami later general sales
agent, which ]-)osition he held until

D. W. Fraser

1905, when he was appointed \\ct-
president. During the war Mr.
Dickerman was in charge of the
American Car and Foundry Co. di-
vision which successfully executed
munition contracts on behalf of the
United States and the allied nations,
and in 1919 he became vice-president
in charge of all operations of the
company.

In 1929 Mr. Dickerman was
elected president of the American
Locomotive Co., which position he
held until his recent appointment as
chairman of the board.

Duncan W. Fraser, recently ap-
pointed president of the American
Locomotive Co., was born in Pitcou
County, Nova Scotia. He served his
apprenticeship at the Rhode Island
Locomotive Works. In 1904, when
the American Locomotive Co. ac-
quired the Montreal Locomotive
Works, Ltd., he was transferred to
the Montreal Works, where he
served in various capacities until he
became works manager, and later
managing director of the company.
In 1920 he was appointed vice-
president of the American Locomo-
tive Co., with headquarters in New
York. In 1924, he became a director,
and in 1939 a member of the execu-
ti\e committee. Mr. Fraser retained
his position as vice-president until
February 29, 1940, when he was ap-
pointed president, succeeding Wil-
liam C. Dickerman, who on that date
was appointed chairman of the
board.

Robt. B. McCoIl

Robert B. McCoU, recently ap-
pointed vice-president, Manufactur-
ing, American Locomotive Co., be-
came attached to the New York
office of the company in January,
1922; the following- June, was a]>-
pointed assistant manager of the
Schenectady plant ; and in January,
1925, manager of the plant. In 1931,
he was elected president and direc-
tor of the Mcintosh & Seymour
Corporation, Auburn, N. Y., a di-
vision of the American Locomotive
Co., and when the former was

^ew. Pipe. ^loHXfe. ^ack

Replacing gaskets in flanged pipe
lines has always been a hard job, but
now comes the Garlock Packing Com-
pany with a very handy jack which
enables any mechanic to do this job
in a very easy way.

As shown in the illustration, this
tool comprises a pair of forged steel
jaws and a steel screw with case-hard-
ened point. For opening a flanged
joint a pair of jacks are necessary.

With Flange-Jacks, joints are
opened quickly even when the work-
ing space is cramped or limited.
Flange faces will not be damaged,
there will be no sparks caused by ham-
mer blows on chisels or wedges, and
no resulting vibration in the pipe line-.
As the jackscrews are tightened the
flanges are separated gradually and
evenly.

After the new gasket has been ap-
plied, the joint is closed just as easily
as it was opened. Bolt holes are in
perfect alignment and gasket prop-
erly positioned. There are no wedges
to fly, and no jerking of the pipe,
which frequently causes leaks at other
points.

merged with the parent compan)-,
Mr. McColl was appointed vice-
president of the American Locomo-
ti\e Co., diesel engine division. In
1936, he was elected president of
Alco Products, Inc., a division of the
American Locomotive Co., and later,
when Alco Products, Inc., was
merged with the ])arcnt comiiany, he
was appointed \icc-]iresident of the
American l.ocomotix-e Co., Alco
Products Di\ision, which position he
held until his present appointment.

Flange-Jacks are high grade tools,
strong and sturdy, yet simple in de-
sign. The jaws are heavy one-piece
steel forgings capable of withstanding
tremendous pressure. In repeated lab-
oratory tests Flange-Jacks have easily
opened joints against a load of 15
tons, without damage to the jacks or
to the flanges.

A SpxiCA-SauUtCf.

^iedel CUct/Uc P(uue^ Plcatt

"Powr-Pak," a new line of diesel-
electric power plants, ranging in size
from 3,600 to 24,000 watts and built
to a simple, yet revolutionary space-
saving design, is now being placed
on the market by Lister-Black-
stone, Inc.

These new j^lants consist of en-
gine fitted with water circulating
])Ump, generator and c')ntrf)l panel,

all assemblcfl in compact form,
ready to set in place and put to
work. Chief change from conxen-
tional design is in the jjlacement of
the generator, which sits directly
underneath the engine and thus cuts
floor space requirements almost in
half.

I^ower for generating is su])plicd
by the famous Lister 4-cyck' diesel

engine using Bosch fuel systems.
To assure long engine life, the cyl-
inder walls are chromium impreg-
nated by the Listard process. The
])atentcd dual-compression system
used on Lister diesels makes start-
ing by hand easy under all tempera-
ture conditions.

Generators are available in any
desired voltage or current, either
D.C. or single- or three-phase A.C.,
for stationary or marine service.

In addition to generating plants, a
complete line of combination marine
auxiliary units is available, consist-
ing of any desired combinations of
generators, air compressors and
pumps, in sizes from 6 to 40 H.P.

Increase Fishing Profits is the title
of an interesting and colorful four-
page brochure recently issued by the .
Farrel - Birmingham Company, Inc.
This booklet shows how the substitu-
tion of two new high-speed diesels
connected to the propeller shaft of the
trawler Vagabond through Farrel-
Birmingham reduction gears in place
of one old direct-drive engine accom-
])lished the following remarkable re-
sults:

50% more power;

20% more boat speed ;

60 % more cruising range ;

25 % less first cost;

30 % less operating cost ;

50 % less maintenance; and

57 % less weight.

PACIFIC MARINE R K V 1 K

SPECIFIED FOR ALL
REQUIREMENTS

2bUm .....

hiiwitr UiJ Wall
Manila 16.000 lbs.
Small coil itandard
lOOfm.coili'Wall
Manila.

fUM4>l

(Continued from page 49)

launched first, and the Kearny sHd
down the ways twenty minutes later.
Mrs. Charles P. Plunkett of Rock-
ville, Maryland, wife of the late Rear
Admiral Charles P. Plunkett, christ-
ened the first ship, named in honor
of her husband.

U. S. S. Kearny was named in
honor of the late Commodore Law-
rence Kearny, and was christened by
Miss Mary Kearny of Richmond, Vir-
ginia, his first cousin three times re-
moved.

Appointed to the Naval Academy in
1879, Admiral Plunkett served as a
lieutenant (junior grade) in the bat-
tle of Manila Bay on the U. S. S.
Petrel, attached to Admiral Dewey's
squadron. In July, 1918, he was in
command of the United States Naval
Railway Battery in France. This bat-

tery was composed of five fourteen-
inch battleship guns on mobile mounts,
and was engaged with the French and
American armies from September 6
until the Armistice. These were the
most powerful artiller}' units used by
the Allies on the Western Front.

Following the war. Rear Admiral
Plunkett commanded the destroyers of
the Atlantic fleet; was appointed Chief
of Staff of the Naval War College ;
became president of the Navy De-
partment's Board of Inspection and
Survey; and was Commandant, New
York Navy Yard and Third Naval
District, from 1922-1928. He died in
Washington, D. C, on March 24, 1931.

Commodore Lawrence Kearny,
United States Navy, was born in
Perth Amboy, New Jersey, in 1789;
was appointed midshipman on July 24,
1807; cruised in West Indian waters
in search of pirates and slave traders
from 1818 to 1823; was in command
of the U. S. S. Warren in the Medi-
terranean in 1827; and commanded
the East Indian sc|uadron from 1841-

1844, protecting American interests in
China.

He was quite a diplomat, and is
credited with opening of China to
American commerce, and preventing
the cession of the Hawaiian Islands
to Great Britain. He died in 1868.

Selli £i*ted

The ^Maritime Commission on
March 7 turned over to private op-
eration the last Government-owned
and operated steamship service in
foreign trade. It accepted the bid
submitted February 14 b}' American
Mail Line of Seattle for purchase
of the trade name and good will of
the Puget !^ound Orient Line and
the bareboat charter of its six \es-
^els, as follows :

Charter Rate
Name of Vessel per Month
S.S. CapiUo $2,880.(X)

(Page 66, please)

Taken on the trial-run day as
these men watched the beauti-
ful Explorer, our photographer
presents Comm. A. M. Sober-
alski. Chief Greer, Geo. Nickum
(architect), and Mr. McLaugh-
lin (chief engineer for the
architects) .

Go4fUiuM4Xi^ Qadei §i^6ie4n

(Continued from page 52)

Training Program will provide ap-
proximately ten per cent of the neces-
sary yearly junior officer replacements
in ocean and coastwise shipping.
About 65 per cent of these replace-
ments will be filled by the promotion
of unlicensed seamen who have dem-
onstrated ability and passed the exam-
inations of the United States Bureau
of Marine Inspection and Navigation.
The other 25 per cent will be made up
of graduates of the four state nauti-
cal schools (now existing in New
York, Pennsylvania, Massachusetts
and California). The scholastic and
physical requirements for cadet ap-
pointments are of a standard compar-
able with those of the United States
Naval and United States Coast Guard
Academies. Cadets must be not less
than 18 nor more than 25 years of age
on July 1, 1940, and must be unmar-
ried American citizens who can pro-
duce evidence of good moral char-
acter.

F'otential needs of the American

Merchant Marine are expected to ex-
haust this list of eligibles within a
}'ear. The Commission will announce
another examination when it becomes
necessary for the filling of probable
vacancies. As of March 1, 1940, there
were 298 cadets and cadet officers en-
rolled in the Commission's system and
in the ti'aining aboard American ships
ojierating in foreign trade. Cadets re-
ceive $50 a month pay with subsis-
tence and quarters.

Placement as licensed officers, after
the four-year course of training as
cadet, the third year of which will be
at shore school, and examination re-
quired by the Bureau of Marine In-
spection and Navigation, Department
of Commerce, is dependent upon per-
sonal qualifications and attendant con-
ditions of employment. Many on com-
pletion of course will be promoted to
cadet officers, the grade between cadet
and licensed officer position. Cadet
officers are enrolled in the United
."States Naval Reserve.

A new, easily-installed vibrator
isolator, designed to control ma-
chine vibration economically and
reduce the resulting noise, was re-
cently announced by Johns-Man-
ville. This device, known as the
J-M Controlled Spring Isolator,
w'as developed for use on the bases
of motors, generators, pumps, ven-
tilating fans and similar equipment
where vibration and excessive mo-
tion create noise and tend to wa-ar
out machine parts and damage con-
nections as well as crack the su])-
porting walls and floors.

The working parts of tlu- unit
consist of a coil sj)ring and a rub-
ber load pad, which support the
equipment and isolate vibration, and
an adjustable rubber snubber inside
the base, which controls excessive
motion. Through the combination
of these parts, the manufacturer
states, the isolator provides both
the high comjjliance necessary for
good isolation and the control

needeil to limit motion in the equip-
ment.

Built to take care of horizontal
and torsional as well as vertical vi-
bration tests indicate the isolator to
be particularly efficient for the low-
frequency vibrations resulting from
slow s])eeds and from many oper-
ations involving reciprocal action.
It is made in two sizes: Light Duty,
for loads from 60 to 190 lb. i)er iso-
lator; and Heavy Duty, for loads
from 250 to 720 lb. per isolator.
Heavy machines may be isolated by
clusters of the units. The loaded
overall dimensions of tlic isolator
are 6" x 6" b\' aiiprnximalcly 3^"
high. It is enclosed in a metal jacket,
which ])rotects the rubber parts
fnim (lil and light.

A Mew.
^lcua-MeG44^A4>tUf, 2>e€Aice

The Cochrane Corporation an-
nounces a new type of meter, the
Linameter, which is adapted parti-
cularly to the measurement of fluids
ha\ing characteristics of viscosity,
corrosixcness and solubility, such as
fuel oil, ammonia or hot tar, which
arc beyond the scope of the conven-
tional orifice-type flow meter.

This new meter is of the area
type, with meter body installed as
an integral part of the pipe line and
containing a weighted disk posi-
tioned by the velocity of fluid
through a tapered throat section in
such a manner that the disk travel
is directly proportional to flow
rate. Attached to the weighted disk
are a rod and iron core, the latter
of which traverses the field of two
reactance coils surrounding the
pressure-tight tube of the meter
body. These coils form a reactance
bridge when connected electrically
to similar coils in the indicating, re-
cording and integrating instrument,
and form the means of transmitting
the measurement to any desired dis-
tance from the meter body. Mea-
surement is accomplished in the re-
cording instrument by use of the
galvanometer null principle, as ap-
plied to the Cochrane Electric Flow
Meter.

Among the features which dis-
tinguish the Cochrane Linameter
arc omission of U-tubes, mercury
and pressure connecting lines; uni-
formly graduated indicator and
chart scales ; reliable integration ;
means of conveniently changing ca-
])acity range; wide range of avail-
able capacities ; negligible pressure
loss; ability to locate the meter
body against adjacent valves and fit-
tings without the necessity of
straight pipe runs; and high accur-
acy at both high and low percentage
scale readings.

The meter is made in different
combinations of indicating, record-
ing and integrating features to suit
])articular conditions, and may be
cc|uip])ed with pressure and temper-
ature elements to record on the
same chart with flow. Styles are
available fur wall, column or flush
)ianel mounting.

I' A <: I !• I C MARINE REVIEW

April, 1940

PACIFIC MARINE REVIEW

4i NO MORE INJURIES
Sharp Ends are Safely Enclosed

• Streamlined for Safety— for
Neat Appearance— for Secur-
ity! No Fouling. Assemble it instantly,
anywhere, without special tools. AND
IT'S ECONOMICAL, TOO!

TREMENDOUS HOLDING POWERI

Look closely at this plctur.

nd, and f.ne verlk<ll
grooves grip each wire/ It squeezes tight;
never slips ond never cult/ WRITE NOW
(or slies and prices — to

NATIONAL PRODUCTION CO.

Safe-Line Clamp Division
4599 St. Jean Avenue, Detroit, Michigan

SAFE-LINE

WIRE ROPE CLAMP

^UlitCuiuU^ 100 years of service
to the maritime industry ... in the
manufacture of ship control, signal-
ing and electrical equipment of the
finest quality and utmost reliability.

BENDIX AVIATION CORPORATION
MARINE DIVISION

= 754 Le«

oklyn, New York =

To operate Flange- Jack*:
Remove opposite flange
boils, insert jaws of Flaoge-Jacks in holes
and tighten. After removing other bolts,
tighten down jackscrews together, sepa-
rating flanges evenly.

FLANGE-JACKS

You can replace gaskets in flanged pipe lines easier,
quicker and safer than ever before by using Flange-
Jacks — a new tool now introduced by Garlock.

That difficult job becomes a most simple operation when
you let Flange-Jacks do the work. Even if a joint is
located where working space is cramped — making it
hard to use hammers and chisels — Flange-Jacks will
open it easily. Send coupon below for folder.

The Garlock Packing Co.
Palmyra, New York

.San Francisco
Seattle

Los .\nceles
Portland

'J

GARLOCK

Manufacturers
of Mechanical
Packings and

Gaskets
Since 1887

•>.inie '""Ke-Jacks. '

i'-MR

Steady As You Go!

(Continued from page 47)

time, of bad quality, unfit for use,
or deficient in quantity. Such officer
shall thereupon examine the pro-
visions or water, or cause them to
be examined ; and if, on examination,
such provisions or water are found
to be of bad quality and unfit for
use. or to be deficient in quantity.
the person making such examination
shall certify the same in writing to
the master of the ship. If such mas-
ter does not thereupon provide other
proper provisions or water, where
the same can be had, in lieu of any
so certified to be of a bad quality
and unfit for use, or does not pro-
cure the requisite quantity of any so
certified to be insufficient in quan-
tity, or uses any provisions or water
which have been so certified as
aforesaid to be of bad quality and
unfit for use, he shall, in every such
case, be liable to a penalty of not
more than $100, and upon every
such examination the officers mak-
ing or directing the same shall enter
a statement of the result of the ex-
amination in the logbook, and shall
send a report thereof to the district
judge for the judicial district em-
bracing the port to which such ves-
sel is bound, and such report shall
be received in evidence in any legal
proceedings.

If the officer to whom an\ such
complaint in regard to the i)r()-
visions or the water is made certi-
fies in such statement that there was
no reasonable ground for such com-
plaint, each of the parties so com-
plaining shall forfeit to the master
or owner his share of the expense,
if any, of the survey.

Problems Answered

(Continued from page 45)
which will always trip at calibrated
tem]jeraturc after years of inactiv-
ity in the presence of humidity, dust,
corrosion and other efl'ects which
render delicate devices inoperative.

A very reliable device consists of
a hermetically-sealed electric con-
tact closed by a heavy spring but
held normally open by a quartz glass
bulb or sealed bottle, as is used in
the Grinnell sprinkler head. Their
bulb is filled nearlv full with a

liquid which boils at the required
temperature and breaks the bulb.
This releases the spring, closing the
contact.

(2) In the electro-pneumatic sys-
tem, the sensitive heads in the liv-
ing quarters and staterooms consist
of a copper or metallic dome-shapetl
fixture. This is connected with a
small copper to a silphon bellows in
the indicator cabinet. The system is
inert gas-filled and sealed ofif. In-
crease in temperature causes in-
crease in gas pressure, e.xpandii>g
the bellows, tripping closed a con-
tact. This drops an annunciator in
the indicator cabinet in the chart or
wheelhousc, giving location of the
fire. A bell alarm also sounds.

The electric type is similar, dif-
fering only in that the sensative ele-
ment is mechanical in action, using
bi-metallic strip of metal coiled up.
Increase of temperature causes it to
uncoil and turn a contact arm
around to make electrical contact.
In general, it dififers in making the
electric contact in the thermostat,
and several are connected to one line
and one dro]) in the annunciator,
which then indicates the zone or
area, and the fire must be located in
this area.

The smoke detector system is ;i
third type. Here small pipes run
from each cargo hold and enclosed
space to a box or manifold. By
means of small exhaust fans, air is
])ulled up through these pipes into
the box, which, being lighted, shows

when smoke or vapor comes out.
This locates a fire immediately. By
means of the photo-electric tube or
electric eye, an alarm is sounded
when smoke appears in the box,
calling attention to the fire at once.

Deck Officers' Licenses for
February

SAN FRANCISCO
Name and Grade Class Condition

C. W. Encell, Master SS. MS. any GT RG

S. F. Halvorsen, 2nd Mate SS, any GT RG

T. F. Gresham. 2nd Mate SS, any GT O

H. E. Romaeosa. 3d Mate SS. any GT 0

R. C. Harriss, 3d Mate SS, any GT 0

W. J. Carey, 3d Mate SS. any GT 0

SAN PEDRO

S. E. Jorgensen. Chief Mate. SS. any GT RG

H. Johnson. 2nd Mate SS. any GT 0

A. B. Trucks, 3d Mate SS, any GT O

SEATTLE

O. E. 0:sen, Mzster SS, any GT KG

V. T. Burt, 3d Mate SS, any GT 0

Engineers' Licenses for
February

SAN FRANCISCO

W. C. Vortmann. Chief SS, any GT RG

H. Hawkinson, 1st Asst SS, any GT RG

W. R. Wyllie. 1st Asst SS, any GT RG

L. G. Miller. 1st Asst SS, any GT RG

D. Hanna, 2nd Asst SS, any GT RG

C. B. Blair, 2nd Asst SS, any GT RG

F. L. HoUingsworth. 2nd Asst. SS, any GT O

J. H. McCulloch, 2nd Asst. SS. any GT O

W. P. Manuell, Chief MS, any GT O

H. Hawkinson. 1st Asst. MS, any GT O

SAN PEDRO

C. B. Strsnd. 3d Asst SS. any GT O

P. S. Inlow, 1st Asst MS, any GT RG

SEATTLE

G. F. Gains, Chief MS, any GT 0

Abbreviations: SS is steamer; MS is motorship;
GT is gross tonnage; O is original license; RG is
raise of grade. All of these licenses are for ocean

At the outfilting dock, Newport News Shipbuilding atid Dry Dock Co., the after funnel
of S. S. America as seen from the crane which has just spotted it on the deck.

PACIFIC M A R I N K REVIEW

'\pnl, 1940

PACIFIC MARINE REVI'EW

65

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK DETROIT

BOSTON '" CALIFORNIA STREET, SAN FRANCISCO ^^SHINGTON, D. C.

CHICAGO Offices and agents throughout the world LOS ANGELES

DECK_5EN5E

•Jeflery's No. 2 shows about 107,
greater volume.

GEORGE S. LACY
li California Street,
San Francisco, Calif.

Protect your Calking Investment by

using a Good Grade of Marine Glue

Economy in deck maintenance must be reckoned over a period of years. Initial
cost may favor a low-priced glue, but a {ob well done with Jeffery's will give
longer and better service. Use JEFFERY'S for economy.

Stocks carried by leading Pacific Coast chandlers.

•Jeffery's No. I shows about 20%
greater volume.

599 Albany St. Boston, Mass.

RALSTON R. CUNNINGHAM CO.
73 Columbia St.
Seattle, Wash.

-LVCKENBACH-

FAST WEEKLY FREIGHT AND PASSENGER SERVICE BETWEEN

BOSTON, PHILADELPHIA, MANHATTAN, BROOKLYN AND PACIFIC COAST PORTS

Regular sailings from and to Providence

FORTNIGHTLY SERVICE BETWEEN

HOUSTON. MOBILE, NEW ORLEANS AND PACIFIC COAST PORTS

FREQUENT SAILINGS TO AND FROM TAMPA

LUCKEXBACH LI^ES

100 Bush Street, San Francisco
Head Office: 120 Wall Street, New York

(Continued from page 61)

S.S. Coldbrook 2,885.40

S.S. Collingsworth 2,885.40

S.S. Satartia 2,880.00

M.S. Crown City 3.170.38

M.S. West Cusseta 3,170.38

The bid was accepted subject to
the following conditions:

(1) That all earnings over and
above the 10 per cent return on cap-
ital necessarily invested in the bus-
iness be deposited in the capital re-
serve fund until such time as the
Commission elects otherwise.

(2) That deposits in the capital
reserve fund be applied to the pur-
chase of replacement vessels under
Title V (Merchant Marine .\ct,
1936) when and as such deposits ag-
gregate the required minimum
down payments, after making pro-
visions to meet mortgage paymenis
maturing during the ensuing twelve
months' period.

(3) That the bidder shall agree to
place in service newly-constructed
replacement vessels whenever they
may be made available by the Com-
mission.

In addition to the Puget ^-ound
service, the Commission has during
the past fourteen months trans-
ferred to private operation the
American Rej)ublics Line, the
America France Line, the American
Hampton Rhodes-Yankee Line, the
Oriole Lines and the India, Far
East and Australian services of the
American Pioneer Line.

These transactions, which were
completed through competiti\e l)id-

ding, have assured the investment
by private capital of a very sub-
stantial amount in new tonnage
sorely needed by the American mer-
chant marine. In each case the op-
erator acquiring the Government
lines agrees with the Commission to
substitute new ships recently com-
pleted or now under construction
for the old vessels at present in
service.

To date the private operators who
have acquired these lines are com-
mitted to the introduction of 32 new
vessels, of which 18 are to be pur-
chased outright and the balance
taken under bareboat charter. These
vessels represent a construction cost
of approximately $75,000,000.

Trials and actual service of new
vessels being constructed under the
Commission's program have demon-
strated that they are among the
most efficient, economical and
safest merchant vessels afloat today.

Po^UaJUe McudUne^.

AMiile the trend of modern industry
is to multiple standardized manufac-
ture, in which special machine tools
are set up for turning ovit parts on a
production basis, still there are many
uses for power operations that can be
most economically applied on the as-
sembly or erection process and on re-
pair and reconditioning work. In these
ap]jlications the portable machine and
the flexible shaft are supreme.

.Some of the operations in which
this type of machine are found very
ec(jnomical and useful helpers are :
( 1 ) In the abrasive processes, such

as grinding, polishing, buffing, sand-
ing and filing; and

(2) In light machine work, such as
drilling, reaming, nut setting, screw
and driving.

N. A. Strand & Company of Chi-
cago manufacture a complete line of
portable machines, flexible shafts ami
attachments that fairly cover all the
usual applications of this type of ma-
chinery. Their line includes sixty types
and sizes, using ^- to 3-H.P. motors,
and fifty attachments to cover variou.s
applications. These machines are car-
ried in stock by several Pacific Coast
distributors.

Qlam/p, AfXf}A04/ea

The "Safe-Line" wire rope clamp,
described in a previous issue, ha-
been granted the approval of tli
Underwriters' Laboratories, Inc., for
use on the strongest of wire ropes.
It is claimed by the manufacturer
of the clamp that an approval of tin
sort has never before been obtain-
able where a clamp is used to form
and hold a loop.

The tests necessary to obtain this
approval were very exhaustive, and
consisted of both tension and vibra-
tion tests of numerous sets of
samples.

These samples were assembled by
both the laboratory employees ami
the manufacturer, and the ease oi
assembly was commented upon in
the summary of the report. The
shielding of the sharp ends of the
wire rope to prevent personal injur\
is obvious, and permits free and salt-
handling of the rope.

Artist's conception of C-3 combination passenger and cargo vessel for United States Lines, four of which are on order at the Ingalls Ship-
building Corporation, Pascagoula, Miss.

I' A C I F I C M A K r N K REVIEW

April, 1940

The Choice is

PACIFIC MARINE REVIEW

S. S. lURLINE

S. S. M«IIIPOSA

S. S. MONTEREY

S. S. M*rSONIA

reasons are many. Her island charms
remain unchanged, her diversions undimin-
ished, her peace unaltered. When you reach
her coral shores, across the serene Pacific on
sate American ships — in terms of weather,
it's June, as always. For unending reasons,
today, "the choice is HAWAII."

Fares: (each way) San Francisco to Honolulu
$125 - Cabin Class from $85

Personally-escorted

First Class fron

MATSON SOUTH PACIFIC CRUISES.

every four weeks to New Zealand and Australia via Hawaii,

Samoa and Fiji. Over 17,000 miles, 48 days ... 12 fascinating

shore excursions. All-inclusive-cost, complete cruise. First Class,

from $650 for certain summer sailings.

SHIPPERS: The Lurline and Matsonia provide swift freight

service to Hawaii, with modern refrigeration. The Mariposa

and Monterey continue on to New Zealand and Australia via

Samoa and Fiji. Also regular, frequent freighter service from

Pacific Coast ports.

Let your Travel Agent supply you with some of the reasons.

MATSON NAVIGATION COMPANY

THE OCEANIC STEAMSHIP COMPANY

Francisco, Los Anpeles, San Diego
Seattle. Portland

Jfa^c^

'M/fW TO fiuOiUimi ZEALAND-AUSTRALIA

VIA SAMOA ■ FUl

^VIKING ROTATES IN

^saggyil DIRECTIONS

EFFICIENCY!

, WITH EQUAL
EQUAL ACCURACY!

You merely reverse rotation of pump shaft to reverse flow
of liquid in tlie Viking Rotary Pump. Figure at left shows
pump with TOP SUCTION and SIDE DISCHARCE ... at
right, after reversing, SIDE SUCTION and TOP DIS-
CHARGE. Simple and practical,
isn't it? And this flexible,
time-saving feature makes
Viking the ideal pump for dock
and tanker service. Bulletin
2100-S5 .shows you how the "2
in 1" Viking Pump can cut
pumping costs and time. Write
for a coT)y.

PACIFIC COAST

DISTRIBUTORS:

VikinK Pump Company

20.18 S. Santa Fe Ave.
Los Angeles. Calif.
De Laval Pacific Co.

61 Beale St.
San Francisco, Calif.

CHAPTER XXIX ON AMERICAN COMMERCE

The walnut is one of nature's richest gifts to man. The
kernel has about 18% protein and 16'/f carbohydrates,
in addition to its oil content. You enjoy its delectable
goodness every day in cakes, desserts, candy, and salads.

IN his "Sylva" of 1664 Evelyn wrote, "In the neighborhood of
Frankfort no young farmer whatsoever is permitted to marry
till he bring proof that he hath planted, and is a father of such a
stated number of walnut trees". The date of the first walnut intro-
duction is unknown. Certainly the walnut tree was cultivated by
the Romans in the reign of Tiberius . . . certainly history has
always recorded it as one of the most valuable of trees.
Franciscan Missions introduced walnut trees to California's soils
about the middle of the 18th Century. Since then scientific culture
and development have made this state the world's most important
walnut center. In 19l2 the California Walnut Growers Association
was formed.

Today walnut farms in California yield up to and more than two
thousand pounds of cured nuts per acre. Out of the country's
approximately 60.000 commercial tons in 1939, about .53,000 Ions
were gathered in California.

The MrCormick Steamship Company ser\es the walnut industry
in transporting its products inlercoastally. Pacific Coastwise, and
to Puerto Rico. We are specially equipped to liandle your products
loo, bulk or packaged, with rare and dispatch.

M'CormickS

STEAMSHIP

461 MARKET ST., SAN FRANCISCO QOMpAHY
DOuglas 2361

Building in
American Yards

Direct Reports from Yards a.s of March 1. 1940.

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
(Union Plant)
San Francisco

NEW CONSTRUCTION:

Five C-1 cargo vessels for U. S. Maritime
Commission. Full scantling steam propulsion
type. Keel for first ship laid January 19,
1940.

One pineapple barge 17.S' x 45' ,x 11': 6.'>0
gross tons; for Young Brothers, Ltd., Hono-
lulu, T. H. Completion date March 4, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Vitus Bering, Union Oil Barge 1922, Ad-
miral Y. S. WUliams, Tug Mamo, F. H.
Hillman, American Fisher, M. S. Sveaborg,
Knud Rasmussen, Condor, Peter Lassen.

DRYDOCK AND ROUTINE REPAIRS:

Cascade, Montebcllo, A. O. Barge No. 8,

Josephine Lawrence, Baldhill, M. S. Iselin,

Watsonville, Yacht Machigoime, M. S. Hal-

langer, J. J. Coney.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.

NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels

for U. S. Maritime Commission.

FELLOWS AND STEWART, INC.
Wilmington, Calif.

NEW CONSTRUCTION:

Two 44-foot standardized sloops, "Island
Clipper" class.

One 40-foot sloop.

One 55-foot ketch-rig yacht.

DRYDOCK AND ROUTINE REPAIRS:

Stella Maris, Aafje, Blue Moon, Los Cer-
ritos, Branta, Sally, Linde. Vashon, Torqua,
Eskimo; 47 smaller commercial and pleasure
boats.

GENERAL ENGINEERING & DRY
DOCK CO.
Foot of 5th Avenue
Oakland, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Davenport, W. R. Chamberlin, Jr., Noyo,
Columbine, Esther Johnson, Tug Falcon,
Tug Reliance, W. P. Carfloats Nos. 1 and 2,
Dredge San Pedro, Kewanee.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19. 1939.

Gudgeon, submarine (SS2U); keel laid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Covered lighter (YF-259); launched Feb-
ruary ."i. 1940: completed February 15, 1940.

Order received for construction of two
fuel barges (Y044 and Y045), dated July II,
1939.

Order received for construction of one
seaplane wrecking derrick (YSD14), dated
January 22. 1940.

DRYDOCK AND ROUTINE REPAIRS

Concord, Savannah, McFarland, Cushing
Perkins, Preston, Smith, Kilty, Kermison
Rathburne, Dent, Waters, Talbot, Meade.
Swasey, Thatcher, Shubrick, Aulick, Ed
wards, McLanahan, Laub, Bagaduce, Tippe-
canoe, Trinity, Shoshone, Henderson, Bridge
Salmon, S-27, S-28.

LAKE WASHINGTON SHIPYARDS
Houghton, Wash.

NEW CONSTRUCTION: 200 foot steam
geared turbine steel survey ship Explorer for
V. S. Coast & Geodetic Survey. Launching
date, October 14, 1939: delivery date, March
9, 1940.

4750-bbI. steel oil barge for Standard Oil
Co. of Calif.

LOS ANGELES SHIPBUILDING BC

DRY DOCK CORP.

Los Angeles Harbor

San Pedro, Calif.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hulls Nos. 195, Sea Arrow, and 196, Sea
Star; two cargo vessels for U. S. Maritime
Commission; LOA 492' 0", LBP 465', breadth
molded 69' 6", depth molded 42' 6", SHP
normal S.'^OO, SHP max. 9350, dis. 17,600
tons, deadweight 11,926 tons; steam turbine
propelled. No. 195 launched September 15,
1939; No. 196 launched December 22, 1939.

Hulls Nos. 197 and 198, two C-3 vessels
for U. S. Maritime Commission LOA 492'
0", LBP 46?', breadth molded 69' 6", depth
molded 42' 6". Keel laid, No. 197, February
5, 1940.

DRYDOCK AND ROUTINE REPAIRS

R. J. Hanna, Silverbelle, Velox, Cuzco
Willmoto, Oregonian, Pacific Pioneer, Car-
mar, Yukon, Ohioan, Missourian, Thorsholm
Tarakan, Pacific Star, Areata, Maunalei, Ad
miral Wood, Bering, Capt. A. F. Lucas, Sil
veray, Mapele, Ruth Freese, West Cactus
San Diego, lowan, Solana, J. C. Fitzsimmons
Rialto, Willapa, Oduna, Humaconna, Mano-
eran.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);
standard displacement 1600 tons. Keel laid
January 3, 1939.

Monssen (DD436); keel laid July 12,
1939.

Woban (YT138). Launched November 6,
1939: commissioned February 15, 1940.

Ala (YT139). Launched November 6, •
1939. I

Barnegat (AVPlO); keel laid October 27, 1
1939.

Biscayne (AVPll); keel laid October 27,
1939. j

Ships authorized, work not started: Casco
(AVP12), and Mackinac (AVP13).

DRYDOCK AND ROUTINE REPAIRS:

Enterprise, Mississippi, New Mexico, Ori-
ole, Williamson.

TODD SEATTLE DRY DOCKS, INC.

Harbor Island
Seattle, Wash.
DRYDOCK AND ROUTINE REPAIRS
Iroquois, Umatilla Reef Lightship No. 93,
Heffron, Capac, North Haven, Hollywood.
Depere, Coldbrook, Brookings, Walter A.
Luckenbach, K. I. Luckenbach, Siranger,
Barge Drummond Dry Dock, West Ivis, Cuz-
co, Chippewa, Diamond Cement, Florence
Luckenbach, Washington Express, Robert
Luckenbach.

SEATTLE-TACOMA SHIPBUILDING

CORP.

1801-16th Ave., Southwest

Seattle, Wash.

NEW CONSTRUCTION:

Hulls Nos. 1-5, five C-1 cargo vessels for

U. S. Maritime Commission. Single screw;
full scantling diesel propulsion type. Two
Hooven-Owens-Rentschler 2,100-H.P. diesels;
14 knots speed. Keel laying dates, March 5,
May 15, November 10 and December 10,
1940; and April 10, 1941. Launching dates,
October 20 and November 20, 1940; and
March 20, May 20 and August 20, 1941.
Delivery dates, March 8, May 7, July 6,
September 4 and November 2, 1941.

WESTERN BOAT BUILDING CO., INC

2505 East 11th Street

Tacoma, Wash.

NEW CONSTRUCTION:

68

PACIFIC MARINE REVIE

April, 1940

PACIFIC MARINE REVIEW

BIRD -ARCHER €0. of Calif., Inc.

BOILER WATER TREATMENT

Specialists in Marine Feed Water Problems

We have successfully treated and serviced the boilers of every new high

pressure steamer built for Pacific Coast operation in recent years.

"SERVICE BACKED BY EXPERIENCE"

p^!.V'^ 19 FREMONT STREET. SAN FRANCISCO Wilmington

Portland Honolulu

Agents for "BACITE" Cold Set Cement for the insulation of living quarters aboard ship.

H r N T - S P I L L E R

Duplex Sectional Cylinder Packing Rings

A Packing Ring that Insures
Maximum Power

HUNT-SPILLER GUN IRON DUPLEX SECTIONAL PACKING
RINGS and BULL RINGS offer an exceptionally economical
installation which insures maximum life with steam-tight cylinder
operation.

HUNT-SPILLER AIR FURNACE GUN IRON, from which these
rings are made, is a close-grained material made especially to
resist wear at high temperatures. Apply a set and convince your-
self of the over-all economies of this sectional packing ring.

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Typical application of

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Pre*. & Gen. M^r.
383 Dorcheiter Ave.

N. B. Robbina

1920 CIem«iu Rd.

Oakland. CaKf.

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Vice President

South Boston, Majs.

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16 CalifomJa Street

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Seattle's Famous Marine

PHOTOGRAPHERS

JOS. WILLIAMSON

Marine Salon: Marion Street Viaduct - Seattle, Washington

photograph every Ship on Paget Sound — prints on short notice

Hull No. 141, purse seine fishing vessel
100' X 26'. Launched March 26, 1940.

Hull No. 142, purse seine fishing vessel
93' X ;4'. Launching date April 15, 1940.

Hull No. 143, purse seine fishing vessel
94' X 23'. Keel laid April 1, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Tugs Irene and Falcon; Seiners Clipper,
New Oregon and Helen B.; Trollers Friend-
ship and Falcon; Sound Freight and Passen-
ger Vessel Concordia.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.

NEW CONSTRUCTION:

Hulls Nos. 57-61, five C-1 cargo vessels
for U. S. Maritime Commission, Full scant-
ling diesel propulsion type; single screw; two
Busch-Suher 2,100-H.P. engines. Keel laying
dates, February 5, February 19, July 1, No-
vember 10, 1940; and March 1, I94I.
Launching dates, June 5, August 31, Novem-
ber 10, 1940; March 15 and July 15, 1941.
Delivery dates, January 16, March 17, May
16, July 15 and September 13, 1941.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.

NEW CONSTRUCTION:

Six oil barges 195' x 35' x 10' for Socony-
Vacuum Oil Co.

Twenty coal barges 175' x 26' x 11' for
Carnegie-Illinois Steel Co.

THE AMERICAN SHIP BUILDING CO.
Qeveland, Ohio
DRYDOCK AND ROUTINE REPAIRS:
Carle C. Conway, L, E. Block, Standard
Portland Cement, Martha Allen, M. E. Farr,
Candoil. LORAIN PLANT: Carle C. Con-
way, Carl D. Bradley. CHICAGO PLANT:
Mercury.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 177 and 178, DD423 and
DD424, two 1620-ton destroyers for U. S.
Navy. Delivery dates June and August, 1940,
respectively.

Hulls Nos. 180-181, DD429 and DD430;
two 1620 ton destroyers for U. S. Navy.
Delivery dates, December, 1940, and Febru-
ary, 1941, respectively.

Hulls Nos. 182-183, DD437 and DD438,
two 1620-ton destroyers for U. S. Navy.
Delivery dates, June 15, 1941, and August
15, 1941.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Fore River Yard
Quincy, Mass.
NEW CONSTRUCTION:
CV7, Wasp, Airplane Carrier for U. S.
Governrrjent. Launched April 4, 1939.

Hulb Nos. 1470 and 1471, two 1500-ton
destroyers lor U. S. Government; No. 1470
launched November 15, 1939.

Hulls Nos. 1476 and 1477, two freight
veasels for American Export Lines, Inc.; 450'
B.P. X 66' X 42'3"; 16J/2 knots; geared tur-
bines and water tube boilers. No. 1477 keel

laid July 27, 1939. No. 1476 launched De-
cember 28, 1939.

Hull No. 1478, Massachusetts; 35,000 ton
battleship for U. S. Navy.

Hulls Nos. 1479 and 1480, two 6000-ton
cruisers for U. S. Government.

Hulls Nos. 1481-1484, four freight vessels;
450' BP. X 66' X 42' 3"; 16^2 knots; geared
turbines and water tube boilers.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:
Hulls Nos. 4329, Platte; 4330, Esso An-
napolis; 4331; three 16,300 dwt. ton tankers

for Standard Oil Co. of N. J.; 18 knot's
speed. No. 4329 launched July 8, 1939. No.
4330 launched September 9, 1939. No. 4331,
keel laid September 18, 1939.

Hulls Nos. 4337, Delbrasil; No. 4338,
Delorleans; and No. 4339, Delargentino;
three passenger and cargo ships for Missis-
sippi Shipping Co, Launching dates, No.
4337, December 16, 1939; No. 4338, Feb-
ruary 17, 1940. Delivery dates. No. 4337,
June 1, 1940; No. 4338, September 1, 1940;
No. 4339, December 1, 1940.

Hull No. 4340, Victor H. Kelly, tanker
for Union Oil Co. of Calif. Contract signed
May 1, 1939. Launched January 6, 1940.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
Staten Island Yard
Staten Island, N. Y.

NEW CONSTRUCTION:
Hulls Nos. 8002, Seminole; and 8003,
Cherokee — two U. S. Navy fleet tugs. No.

8002 launched September 15, 1939; delivery
date March 7, 1940. No. 8003 launching
date November 10, 1939; delivery date May
1, 1940.

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Launching dates October 1 and
December 1, 1940; and April 1, July 1 and
September 1, 1941, respectively. Delivery
dates April 1, June 1, August 1, November
1, 1941; and January 1, 1942, respectively.
All above dates tentative.

BROOKLYN NAVY YARD
Brooklyn, N. Y.

NEW CONSTRUCTION:

BB 55, North Carolina, battleship; L.B.P.
714' 0", beam to outside armor 108' 0",
std. displ. 35,000 tons; geared turbine en-
gines; express type boilers. Contract delivery
September 1, 1941; estimated delivery date
October 15, 1941.

Battleship No. 61, order placed June 2,
1939; to be built under authority of Naval
Appropriation Act for year 1940. Estimated
delivery date August 1, 1943.

IRA S. BUSHEY &. SONS, INC.
Foot of Court Street
Brooklyn, N. Y.
NEW CONSTRUCTION:
One steel tug lOO' x 25' x 12'; 805 HP.
Fairbanks-Morse engine. Delivery date May
1, 1940.

Two wooden deck scows 118' x 36' x 10

for builder's account. Delivery dates March
and May, 1940.

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 805 H.P. engines; for builder's ac-
count. Delivery dates August and September,
1940.
DRYDOCK AND ROUTINE REPAIRS:
Ferryboat Major General William H. Hart.

DEFOE BOAT 8c MOTOR WORKS

Bay City, Mich.

NEW CONSTRUCTION:

Hull No. 166, sub-chaser PC-451, for U.

S. Navy. Length 170' Delivery date June,
1940.

Hull No. 167, sub-chaser PC-452, length
174', for U. S. Navy.

THE DRAVO CORPORATION

Engineering Works Division

Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:
Hulls Nos. 1570-1572, three welded flush
deck cargo box barges 1 30' x 30' x 7' 6" for
stock; 750 gross tons.

Hulls Nos. 1624-1628, five welded steel
coal barges 134' x 34' x 17' for stock; 3835
gross tons.

Hull No. 1651, one 1300-H.P. steel hull
diesel towboat for Union Barge Line Corp.,
Pittsburgh, Pa.; 550 gross tons.

Hull No. 1652, one 25-ton floating crane
for U. S. Navy, Mare Island, Calif.; 335
gross tons.

Hulls Nos. 1653-1656, four welded steel
carfloats 3 30' x 40' x 11' for Long Island RR,
Philadelphia, Pa.; 5212 gross tons.

Hull No. 1659, one welded steel oil barge
148' X 38' x 9' for Pacific Dry Dock & Re-
pair Co., San Francisco, Calif.; 426 gross
tons.

Hull No. 1674, one 700-H.P. twin screw
diesel towboat hull 135' x 26' x 8' for
Wheeling Steel Corp., Wheeling, W. Va.;
290 gross tons.

Hulls Nos. 1675-1677, three welded cov-
ered cargo barges 175' x 26' x 11' for Moun-
tain City Mill Co.; 1590 gross tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Navy
Dept., Washington, D. C; 1598 gross tons.
Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x 11' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1690-1691, two welded steel
deck lighters 80' x 30' x 9' for Pennsylvania
R.R.; 354 gross tons.

Hulls Nos. 1692-1701, ten welded steel car
floats 250' X 34' x 9' l" for Pennsylvania
R.R.; 5940 gross tons.

Hulls Nos. 1706-1711, six type W-7
welded coal barges 175' x 26' x 10' 8" for
stock; 2832 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 135' x 27' x 11' 9" for
Semet Solvay Company, 290 gross tons.

Hulls Nos. 1713-1715, three welded steel
oil barges 195' x 35' x 9' 6" for Latonia Re-
fining Co., Cleveland, O.; 1746 gross tons.

Hull No. 1716, one welded steel derrick
boat hull 66' x 40' x 6' 6" for McLean Con-
tracting Co., Baltimore, Md.; 163 gro.ss tons.
Hull No. 1717, one welded steel derrick
boat hull 100' x 36' x 7' for Anthony
O'Boylc, Inc., N. Y. C; 220 gross tons.

PACIFIC MARINE REVIEW

April, 1940 PACIFIC MARINE REVIEW

France Metal Packing

Defers Maintenance Costs

Floating rings constructed of a suitable
metal produce unequalled sealing proper-
ties and keep rods like new for years.
Applied without disconnecting rods and
stems. Write for details.

THE FRANCE PACKING COMPANY
Tacony, Phila., Penna.

Branch Offices in Principal Cities

Sole Authorized Representatives:
— Hercules Equip- Portland — E. B. Huston. 127 S.W.
First Ave.— Phone ATwater 6754
Los Angeles— A. C. Elder, 2714
South Hill St. — PRospect 9529
New Vork City — France Packing
Company, Room 107-E. 30 Church
St. — Cortlandt 7-6827

San

mcnt & Rubber Co., 5S0 - 3rd

Street — EXbrook 2575

Seattle— Guy M. Thompson. 1241
South Alaskan Way — Phone
MAin 1870

Orig/na/ FRANCE

EUGENE V. WINTER CO.

Representing

NATIONAL TRANSIT PUMP 8C

MACHINE CO.

Reciprocating and rotary pumps for
marine, industrial and refinery service.

CONDENSER SERVICE SC ENGINEERING

CO., INC.

Heat Exchanger Specialists.

FEED WATER HEATER 8C EVAPORATOR

COILS

Carried in San Francisco stock.

THE MAXIM SILENCER COMPANY

Ail types of silencers and spark arresters for gas-
oline and diesel engines, and air compressors.

RED HAND COMPOSITIONS CO., INC.
Marine Bottom Paints.

KOPPERS CO.— AMERICAN HAMMERED

PISTON RING DIVISION

Piston rings for gasoline, diesel and steam
engines, air compressors. Diameters from 1 inch
to 120 inches — separately cast.

BLACKBURN, SMITH MFG. CO.

Feed Water Filters, Grease Extractors and
Strainers.

EUGEXE V. IVIIVTER CO.

15 Drumm Street, San Francisco, Calif.
Phone: DOuglas 2714

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Typewriters, Accounting Machines, .Adding Machines
Carbon Paper, Ribbons and other Supplies

One Park Avenue, New York, N. Y.
Sales and Service Everywhere

THE FEDERAL SHIPBUILDING
AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:

Hull No. 159, Comet; C-2 cargo vessel
for U. S. Maritime Commission. Launched
December 16, 1939.

Hulls Nos. 160, Plunkett; and 161,
Kearny; two torpedo boat destroyers for the
United States Navy. Launched March 9,
1940.

Hulls Nos. 162, Sea Fox; 163, Sea Hound;
164, Sea Panther; 165, 166 and 167; six C-3
cargo vessels for U. S. Maritime Commis-
sion. Keels laid. No. 165, November 13,
1939: No. 166, March 4, 1940. Launching
dates. No. 162, January 27, 1940: No. 163.
February 24, 1940: No. 164, April 6, 1940.

Hulls Nos. 168-169, two 6000 ton cruisers
for U. S. Navy.

Hulls Nos. 170-171, two torpedo boat de-
stroyers for the United States Navy.

Hulls Nos. 172-176, five C-1 cargo vessels
for U. S. Maritime Commission. Keel laid.
No. 172, January 22, 1940.

Hulls Nos. 177 and 178, two tankers
for the Standard Oil Co. of N. J. Keels laid
December 26, 1939.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION:

Hulls Nos. 253 to 256, four C-3 cargo
vessels. Completion dates November, 1940;
and January, March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels. Contract date Sep-
tember, 1959.

Hull No. 271, ferryboat for Police Jury,
Parish of Plaquemines, Pointe-.'\-La-Hache,
La.: 105' X 35' .\ 5'. Completion date April
1, 1940.

HuUs Nos. 272 and 273, two flat deck
barges for West Virginia Pulp (g' Paper Co.,
N. Y., N. Y.; 105' x 32' x 7'. Completion
date March 1, 1940.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
X 7' 6". Estimated completion date, August
1, 1940,

Hulls Nos. 275-276, two oU barges, 93' x
J6' X 10' 6", for Panama Canal, Washington,
D. C, Estimated completion date, May 11,
1940.

Hull No. 277, derrick barge 80' x 38' x 6'
for Doullut £?■ Ewin, New Orleans, La, Esti-
mated completion date May 15, 1940.

Hull No. 278, mooring barge 100' x 30'
x 5' for Standard Oil Co. of Ind., Chicago,
III. Estimated completion date May 12, 1940.

LEVINGSTON SHIPBUILDING CO.
Orange, Texas

NEW CONSTRUCTION:

One all welded towboat; LOA 80', beam
OA 22' 7", depth 9' 6". Powered by 550
H.P, diesel. For W, G. Coyle 6? Co., New
Orleans, La. Delivery date March, 1940.

One all-welded twin screw automobile and
passenger ferry; 132' LOA, 43' 8'/2" beam
and 10' deep; for Venezuela interests. Pow-
ered with two 200 HP. Atlas diesel engines.
Delivery date March, 1940.

Four all-welded unmanned barges 173' x

39' X 8' 6" for Pan American Refining Co.
Delivery date April, 1940.

One steel single-screw diesel tugboat 70' x
19' X 8' for Pan .'\merican Refining Co.; 450
B.H.P Delivery date, March, 1940.

One electric ferry 185' lYz" x 55' x 15' 6"
for Electric Ferries, Inc. Powered with 950-
H.P. General Motors diesel with one 750-
H.P. propelling motor. Delivery date, April,
1940.

Two all- welded unmanned barges 173' x
39' X 8' 6", for Higman Towing Co., Orange,
Texas. Delivery date March, 1940.

One battleship for U. S. Navy. Keel laid

July, 1939.

One repair ship for U. S. Navy; order
placed July 20, 1939.

MANITOWOC SHIP BUILDING CO.
Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'

X 23.5'. Approximate dates, keel laying,
March 27, 1940; launching date, September
15, 1940; delivery date, January 4, 1941.

NEWPORT NEWS SHIPBUILDING &
DRYDOCK CO.

Newport News, Va.
NEW CONSTRUCTION:
Hull No. 369, twin screw mail, passen-
ger and cargo liner for United States Lines

Co.: length 723', beam 92', depth 45'.
Launched August 31, 1939.

Hulls Nos. 370, 371 and 372, three oil
tankers for Standard Oil Company of New
Jersey; gross tonnage about 11,500 tons;
L.B.P. 525', breadth molded 75', depth
molded 39'. Keel laid, No. 372, February 5,
1940. Launching dates. No. 370, September
29, 1939: No. 371, January 26, 1940.

Hulls Nos. 375 and 376, two single screw
cargo vessels for United States Maritime
Commission: turbine propulsion; gross ton-
nage about 8000 tons; length 435', breadth
63', depth 40' 6". Launching dates, No. 375,
October 18, 1939; No. 376, December 15,
1939. No. 375 delivered February 15, 1940.

Hull No. 378, banleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
384, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", deptli
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 379, October 2, 1939; No. 380,
November 3, 1939; No. 381, December 26,
1939; No. 382, February 5, 1940.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U. S. Mari-
time Commission; length 465', breadth 69'
6", depth 42' 6"; gross tonnage about 9100
tons.

THE NEW YORK SHIPBUILDING
CORPORATION

Camden, N. J.

NEW CONSTRUCTION:

One destroyer tender for U. S. Navy.
Launched May, 1939.

One seaplane tender for U. S. Navy; or-
der placed December 27, 1937.

One destroyer tender for U. S. Navy.
Launched December 9, 1939.

One seaplane tender for U. S. Navy; or-
der placed October 14, 1938.

THE PUSEY 8C JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp; 1600 gross
tons; 300' x 65' x 20'; steam UnaFlow pro-
pulsion; 3600 H.P.; 16-knots speed; cost
$1,000,000. Delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000
gross tons; 413' x 60' x 37' 6"; turbine pro-
pulsion; 4000 H.P.; 14-knots speed; cost
$1,928,000. Delivery dates January and
March, 1941, respectively.

Hulls Nos. 1077 and 1078, two tugs for
Donaldson Towing 6? Lighterage Co.; 205
gross tons; 95' 6" x 24' x 14' 9"; steam Una-
Flow propulsion; 600 H.P.; 13-knots speed;
cost $200,000. Delivery dates July and Au'
gust, 1940, respectively.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION:

Hulls Nos. 184-185, two single-screw die-
sel cargo vessels for U. S. Maritime Commis-
sion, C-3 design. Equipped with Busch Sul-
zer engines. Delivery dates April and May,
1940.

Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;
diesel propelled; equipped with Sun-Doxford
engines. Delivery dates April, May, June and
July, 1941.

Hull No. 190, one 16-knot tanker for
Texas Co.; single screw steam turbine; 13,285
tons dwt. Delivery date, June, 1940.

Hulls Nos. 191-192, two single screw
steam turbine railroad car carriers for Sea-
train Lines, Inc. Keels laid July 28 and Aug-
ust 17, 1939: delivery dates April 15, 1940,
and June 1, 1940.

Hull No. 193, one tanker for Standard
Oil Co. of Calif.: 7,000 dwt. tons. Delivery
date December, 1940.

Hull No. 194, one tanker for Atlantic Re-
fining Co.; 19,400 tons. Delivery date May,
1940.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co, of N. J.; 1,800 tons. De-
livery date 1940.

Hull No. 196, one tanker for Lima Oil
Co.: 1,800 tons. Delivery date 1940.

Hull No. 198, one tanker for Texas Co.;
13,785 tons. Delivery date 1940.

Hulls Nos. 199-206, eight cargo vessels
for U. S. Maritime Commission; 7,500 tons.

TAMPA SHIPBUILDING &

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 33-36, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons; diesel pow-
ered. Launching dates. No. 33, October 31,
1939; No. 34, January 10, 1940.

Hulls Nos. 37-40, four C-2 type cargo
vessels for U, S. Maritime Commission; 459
X 63' X 31' 6"; 9291 dwt. tons.

PACIFIC MARINE REVIEW

flCIFIC

RRine
leview

.MAY
1940

'ilP„*W

V rt

\riiitli<-r liiiM«Mi \tlus vnlnv in
I'lililih anil Pnrtliinil Marin<- l{o|i«'

l.ikf the ltiilanr<* ho n«H'<-HHar\ to llic
■"killt'il f«Mi«'«'r, HO too 18 lialancr an «'»tMrn-
lial n-<|iiireitient in {(ood Marine ro|>f,

riirrc iniiHt lit* |)4Tfcf't ItalantT in tlic
hihriration. In the i<|»in of tli<- film-. In
till- turn of tlu> Btrand. In tin* lay of tlie
finislifti rope.

It is tliiH perfect halanrr maintained
tiiron^ii every nianiifaetiirin); >W\\ that iii
another of those vital hiddvix ftlus inlin'^
that make Tiibbs and Portland Marim
Hope tiuvh an ont8tan<lin(; leader in every
port of the I'aeifie.

It is ihf reason that these Marine rope*
offer not only greater safely anti depend-
ahility hut aelnally a higher rope dollars
worth. It will pay you to speeify them

fur .•viTv |iiir)>i>^i- ;i)iii:iril

TUI5US COKDAGK CO.

200 Bush Street, San Fhancisco

prtUlLAND CORDAGE

4

Official Organ

Pacific American
Steamship Association

Shipowners Association
of the Pacific Coast

PACIFIC

mnRinE
Review

Contents - May, 1940

The Shipbuilding Program and the American Merchant Marine 31
Hail to the Grace Cargo Liners! 34

Security and the Export Trade 39

By William K. Jackson

The Famous American Clipper Stag Hound 42

Brine Tank Circulators for Baby Tuna Clippers 45

By David W. Dickie

Steady As You Go! 48

By "The Skipper"

Your Problems Answered 51

By "The Chief"

A New Type Diesel Waste Heat Boiler 54

Consolidated Acquires Shipbuilding Plant at Orange, Texas... 55

On the Ways 58

Latest News from American Yards

Training for Safety and Security at Sea 61

By Rear Admiral R. R. Waesche

Building in American Yards 74

Compact Oil Pumps for Marine Power Plants 82

Miscellaneous: A Mystery of the South Pacific, 38; Deaerating
Feed Water Heater, 44; Deck Officers' Licenses, 48; Engin-
eers' Licenses, 53; Literature of the Industry, 44, 57, 80; An
Unusual Wave, 62; Alien Charters Require Approval, 62;
New Line of Small Steel 'Valves for Steam and Oil, 70; High-
Temperature Swing Joints, 70; A Streamlined Industrial
Tractor, 72; Forerunners of Modern Power Age, 72; New
Type of Copper Perfected, 73; Ferry Completes Long Sea
"Voyage, 73.

PUBLISHED AT 500 SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March J, 1879. Published on the 1st of
each month. Advertising and editorial forms close on the 15th. Subscription price, one year: Domestic, $1.50; foreign, $2.50; two years:
Domestic, $2.50; foreign, $4.00; three years; Domestic, $J.0O; foreign, $5.50; single copies, 25c. Chas. F. A. Mann, Northwest Represen-
tative, 1110 Puget Sound Bank Bldg., Tacoma, Washington, New York Office, Rooms 202-203, 170 Broadway;

Telephone COrdlandt 7-3579.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash,
17 Battery Place; Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C, at the news stand of the Carlton Hotel,

16th and K Streets.

J. S. Hines B. N. DeRochie Paul Faulkner Alexander J. Dickie F. Dryden Moore

President and Publisher Assistant Publisher Adverti-sing Manager Editor Assistant Editor

PACIFIC MARINE REVIEW

May, 1940

ffl€ihUu?

DIESEL ENGINE STANDARDS

A TIMELY SEQUEL TO STANDARD PRACTICES

Everyone interested in the application of Diesel engines to ships will welcome this new book. It is the
first convenient and authentic reference on standardization of marine Diesel terminology and prac-
tice. Chapter headings listed below indicate the brood coverage of the text, which is amplified with
numerous diagrams and charts to present maximum information in most practical and usable form.

CONTENTS

I Marine Diesel Engines in Foreign and Domestic Commerce

II Standard Performonces, Equipment and Definitions

III Diesel-Engine Design and Construction

IV Classification and Marine Inspection

V The Application of Diesel Engines in Ships
VI The Application of Diesel Engines in Dredges

VII Fuel Oil for Marine Diesel Engines

VIII Foundations and Seatings

IX Propellers and Torsional Vibrotion

X Starting Systems

XI Cooling-Water Systems

XII Fuel-Oil Systems

Xill lubricating-Oil Systems

XIV Air-Intake and Exhaust Systems

MARINE DIESEL ENGINE STANDARDS is a timely sequel to the book of stationary STANDARD
PRACTICES, also published by DEMA. Naval architects, shipyards, and owners ond operators of
vessels of all types will fmd this factual data indispensable to ship design, specification, construc-
tion and operation involving Diesel engines. Price: $2.00 per copy. (Add Ai Sales Tax for
New York City deliveries.} Order your copy today. Moke checks or money orders payable to the

DIESEL ENGINE MANUFACTURERS' ASSOCIATION

205 EAST 42nd STREET - NEW YORK, N. Y.

PACIFIC

mARinE
Review

VOLUME 37 M ■■ %# I k Vw ^^^

No. 5 11 W T I ^ TT 1940

AhA the Aifie/Ucan^ Me/uUt4j^ Marine'

President H. Gerrish Smith of the National Council of American Shipbuilders, in
his annual report dated April 18, emphasized the important part now being taken by
the American shipbuilding industry during these critical times of international emer-
gency. The privately-owned shipbuilding plant of the United States has now on hand
a larger volume of mercantile and naval shipbuilding than at any other time during
its history, with the exception of the fiscal years 1918, 1919, 1920.

As of April 18, the Maritime Commission program of ship construction had involved
147 vessels, of which 30 had been delivered. This leaves 117 under construction or on
order, of which 13 had been launched. In addition to this Commission program, there
were in American shipyards, building or on order solely for private account, 32 sea-
going vessels, aggregating 325,000 gross tons.

According to the April 1 report of the American Bureau of Shipping, there were
in American shipyards, on order or under construction, 148 seagoing vessels of 1,219,-
210 gross tons that were under classification by that Bureau, plus 4 not classi-
fied, aggregating 33,900 gross tons. This makes as of April 1 a total of 152 vessels,
aggregating 1,253,110 gross tons.

In non-seagoing classifications, there are under construction in shipyards 113 ves-
sels, aggregating 58,873 gross tons. All of this adds up to a grand total of 265 vessels
and 1,311,983 gross tons.

Comparing this total under order or construction with the totals delivered in
former fiscal years, we find that 1919 deliveries totaled 1,933,509 gross tons; those
for 1920, 1,832,382 gross tons; and those for 1921, 1,252,713 gross tons. The highest
year in deliveries since 1921 was 1927, with 297,958 gross tons.

Comparisons, of course, do not mean much unless all of the contributing factors
can be properly measured. However, here is one that is rather striking. One American
Atlantic Coast shipyard has today under construction or on order a larger tonnage of
seagoing merchant vessels than has been delivered by the entire shipbuilding plant of
the United States in any one year since 1921.

Another interesting feature of the above figures is that the now under construc-
tion or on order strictly for private account vessels outside of the ten-year program of
the Maritime Commission aggregate a gross tonnage much in excess of the total deliv-
ered in any one year since 1921.

With these facts in mind, we now turn to an analysis of the present active mer-
chant marine fleet of the United States, as set forth by the April report of the Amer-
ican Bureau of Shipping.

Table I (page 32) indicates the classification of this fleet by tonnage groups and
by services. Other figures from the same report give the average ages of the service
groups as: passenger vessels, 20.4 years; general cargo carriers, 21 years; tankers, 17.5

years; bulk cargo carriers, 23.7
vears; ferries, 15 years; and miscel-
laneous, 31.7 years. It is evident
that considerably over 50 per cent
of the entire fleet of nearly 8 million
gross tons is over age if we take the
accepted limit of 20 years' active
service for a steel ship.

Tables II and III segregate the
fleet as to type of machinerj' by ton-
nage groups and by service groups,
respectively. These tables bring out
the very interesting fact that nearly
two-thirds of the fleet are equipped
with reciprocating steam engines
and Scotch fire tube boilers. Practi-
cally all such plants are for opera-
ting pressures around 200 lbs. From
the standpoints of fuel economy, of
weight, and of space occupied, they
are obsolete.

Another factor which vitally af-
fects this picture is the sale of
American-flag tonnage to foreign-
flag ownership and registry. The
effect this is having on American
intercoastal services is graphically
shown in a statement compiled by
the Los Angeles Chamber of Com-

NUMBER AND TONNAGE OF EXISTING SELF-PROPELLED

VESSELS OF THE UNITED STATES OF 2,000 GROSS TONS AND OVER

(As of April 1st, 1940)

Arranged according to Gross Tonnage and Type

(Excluding Great Lakes, PliUippine Island and Government Owned Vessels)

Tonnage Group

Pa

»senger

Cargo

Tankers

Bulk Carriers

Ferries

Miscel.

Total

Total Gr.

No.

Tons

No.

Tons

No.

Tons

No.

Tons

No.

Tons

No.

Tons

Vessel

Tonnage

2000— 3000

24

57.511

100

252,069

7

18,044

6

14,415

21

47,864

1

2,316

159

392,219

3000— 4000

IS

51.496

83

278,901

6

21,031

7

24,528

-

-

1

3,180

112

379,136

4000— 5000

21

98,926

91

438,293

17

78,507

15

67,538

-

-

4

18,188

148

701,452

5000— 6000

26

141.562

257

1,421,285

37

197,269

13

68,659

-

-

-

-

333

1,828,775

6000— 8000

25

169,700

180

1,191,707

175

1,218,607

6

40,059

-

-

-

-

386

2.620,073

8000—10000

20

176,165

8

70,895

83

733,274

I

60,662

-

-

-

-

118

1,040,996

10000—15000

21

248,556

-

-

27

306,394

-

-

-

-

1

12,395

49

567.345

15000—20000

7

124,544

-

-

-

-

-

-

-

-

-

-

7

124,544

20000—25000

8

177,042

-

-

-

-

-

-

-

-

-

-

8

177,042

25000— over

-

-

-

-

-

-

-

-

-

-

-

-

-

-

Totals

167

1,245,502

719

3.653,150

352

2,573,126

54

275,861

21

47,864

7

36,079

1320

7.831,582

Permission has been received from the U. S. Ma

1 Passenger vessel — 3,289 tons.
19 Cargo vessels — 109,300 tons.

2 Tankers — 9,660 tons.

: Commission to transfer the foHowing vessels to foreign registry.

merce and reproduced herewith.
Note that practically all of the
change occurred during the month
of March. The rate of sale of ton-
nage foreign is still increasing. This
has led to legislation enabling the

Maritime Commission to sell > <
charter its laid-up ships to take car(
of the emergency.

Any of these vessels that arc
chartered or sold for American in
tercoastal operation will, of course

A COMPARATIVE STATELIEMT OF "PRE-T7AR" AMD CURRENT
SCHEDULED SAILINGS TROUMD VOYAGET OF INTERCOASTAL LINES

LINE :

AUGUST 1939
(pre-war)

iilARC?! 1940

Slgs per
Year

APRIL 1940

.Slgs per:
Year :

"A" (Ho. Atlantic)
(So. Atlantic)

Tvfice Weekly
Every 11 Dciys

Tv/ice V/eekly
Every 11 Days

104
33.2

Every 5 Days
Every 14 Days

73 :
26.1 :

"B" (W/bound Only)

Every 14 Days

Every 14 Days

26.1

Every 14- Days

26.1 :

tlQtl

Every 14 Days

Every 14 Days

26.1

• Every 14 Days

26.1 :

"D" Cv/bound Only)

Weekly

Weekly

52

Weekly

52 :

"E" (No. Atlantic)
(Gulf)

7/eekly
Montnly

Weekly
Monthly

52
12

Weekly
Every 14 Days

52 :
26.1 :

"F" (Nc. Atlantic)
(Gulf)

Weekly
Twice Monthly

Weekly
Twice Monthly

52
24

Weekly
Every 14 Days

52 :
25.1 :

"G"

Every 10 Days

Every 10 Days

36.5

Twice Monthly

24 :

"H" (*ExcepT;ion)

Weekly

♦Twice Monthly

* 52

Twice Monthly ;

24 :

II J n

Weekly

Weekly

52

Monthly

12 :

njrt

: Every 14 Days

Every 14 Days

26.1

Monthly

12 :

"K" (Gulf)

: Every 14 Days

Every 14 Days

26.1

Discontinued

—

"L" (W/bou.nd Only)

: Every 14 Days

Every 14 Days

26.1

EVery 14 Days

26.1 :

600.2 457.6

# Net Reduction (23. 7J^) 142.6 Sailings per year, or 11.9 Sailings per month.
MOTE: Calculations as to available intercoastal cargo space should include :-

1. # The net loss indicates 11.9 vessels per month as against which 12 coastwise
vessels have been diverted to the intercoastal trade (Eastbouncl in March West-
bound in April) . These not included in the above tabulation.

2. Vessels bunched and of x'-schedule and not yet re-positioned due to San Francisco
Bay clerks strike which ended January 5, 1940. i

3. Approjinately 75fo full is usual average of all vessels, all lines. A 25^o re-
duction of sailings should just only eo.ualize space and cargo.

4. Northv/est eastbound li.jnber volume is said to be abnormally heavy at present.

5. Westbound cargo is dull and tends tov/ard dangerously light.

PACIFIC MARINE REVIEW

MERCANTILE FLEET OF THE UNITED STATES

IRON AND STEEL SELF-PROPELLED VESSELS OF 2,000 GROSS TONS AND OVER

AS OF APRIL Ist, 1940

(Excluding Great Lakes and Philippine Islands)

Arranged according to tonnage groups, types of motive power,
and number and percentage of total classed by the American Bureau of Shipping

on^iaia

Tomuge Group

No. of Vessels

Gross Tonnage

Type of Machinery |

ReciprocatiDg

Turbine

Turbo-Electric

Diesel

Diesel Elec.

2000 to 3000

159

392,219

144

4

1

4

6

3000 to 4000

112

379,136

74

36

0

2

0

4000 to 5000

148

701,452

92

50

1

2

3

5000 to 6000

333

1,828,775

170

149

0

14

0

6000 to 8000

386

2,620,073

235

119

7

24

1

8000 to 10000

118

1,040,996

53

41

1

23

0

10000 to 15000

49

567,345

17

22

4

6

0

15000 to 20000

7

124,544

3

4

0

0

0

20000 to 25000

8

177.042

2

2

4

0

0

25000 and over

0

0

0

0

0

0

0

TOTALS

1320 vessels

7,831,582 tons

790

427

18

75

10

Total Number of Vessels— 1320

" ' classed by American Bureau of

Shipping.- 996

Percentage classed by American Bureau of Shipping 75.4%

Tabic 11

need more or less reconditioning
and alteration to suit special re-
quirements. Time will be a very es-
sential element in this work. The
shipbuilding and repair plants of
the Atlantic Coast are at the present
time comparatively much more con-
gested with work than those of the
Pacific Coast.

For this reason, a large part of
this reconditioning work should be
brought out to the yards of Wash-
ington, Oregon and California.

If the Maritime Commission runs
true to form, the sale or charter of
old tonnage on advantageous terms
will be made contingent on a new
building program. This will ulti-
mately mean a large demand for
new tonnage.

Leaders in such demand are the
Matson Navigation Company, who
have ordered four C-3 type Commis-
sion cargo carriers, modified to suit
their special requirements on the
Honolulu-New York run.

All of this is inserted here to
show:

First, that even the present rate
of construction on the ten - year
Maritime Commission program will
not finish that program on time.

Second, that the Atlantic Coast
yards are fast filling up with con-
tracts that will keep all of their fa-
cilities busy for several years ahead.

Third, that the demand for new
tonnage is increasing at an acceler-
ating rate.

Some erroneous statements ap-
peared in the April issue, for which
we humbly apologize, and one or
two omissions occurred, for which
we are sorry.

On page 50, the two main feed
pumps of the Explorer should ap-
pear as W,arren centrifugals driven
by Terry steam turbines.

On page 28, the smoke indicators
mentioned as part of the fire room
equipment should have been desig-
nated as Diamond Smoke Indicators,
and it should have been stated that
the boilers were equipped with Dia-
mond Soot Blowers.

On page 25, under the subhead
"Layout of Ship," the description of
chain should have read, "are carried
240 fathoms of IJ^-inch diameter
Naco Cast Steel Stud Link Chain,
supplied by the National Malleable
and Steel Castings Company."

In the table on "Principal Charac-
teristics" on page 37, "Total capa-
city, 42-gallon barrels, 12,900 bbls."
should be "129,000 bbls."

The omission of a cipher means a
lot even in these hectic days of pump
priming and debt hiking.

STEEL VESSELS OF THE 0NITED STATES OF 2,000 GROSS TONS AND OVER,
STEAM OR DIESEL PROPELLED, WITH TYPE OF FUEL AND BOILERS

Arranged according to Type, viz.. Passenger, Cargo, Tanker,
Bulk Carrier, Fen; and Miscellaneous

(Excluding Great Lakes, Philippine Islands and Government Vessels)

(As of April 1st, 1940)

Fourth, that because of these fac-
tors Pacific Coast shipyards are fac-
ing a very attractive future.

Type

Fuel

Boilers

Diesel

Steam

Type Vessel Total

Passenger

Coal

Oil

Scotch

Watertube

4

163

167

16

151

90

73

Cargo

31

688

484

212

23

696

719

Tanker

0

352

242

72

38

314

352

Bulk Carrier

34

20

52

2

0

54

54

Ferry

1

20

4

11

6

15

21

Misc., i.e.,
(Whalers, Fish
Reduction
Plants and
Cable Ships)

1

6

7

0

0

7

7

TOTALS

83

1237

879

370

71

1248

1320

M .A Y , 19 4 0

S. S. Stag Hound, First

Commission C-2

Pacific Coast,

By purchase or charter from U. S.
Maritime Commission, the Grace
l^ine has acquired three C-2 type
fast steamers for its cargo service
between Pacific Coast ports and the
West Coast of South America, re-
placing the five older and slower
steamers that have been maintain-
ing that service.

S.S. Stag Hound, the first of these
new ships to arrive on the Pacific
Coast, steamed into San Francisco
Bay during the night of Tuesflay,
April 9, and proceeded to the
Howard Terminal, Oakland to un-
load her cargo. She was the first of
the U. S. Maritime Commission cargo
vessels to arrive on the Pacific Coast,
and created a great deal of interest
among the shi))ping fraternity.

Dynamo flat,
showing two G.
E. generating
sets and the main
switchboard.

Stag Hound was built and en-
gined by the Newport News Ship-
building and Dry Dock Company.

The other two ships will follow
at four-week intervals. They are: the
Red Jacket and the Flying Cloud,
which : have duplicate hulls to Stag
Hound ; were built by the Federal
.Shipbuilding and Dry Dock Com-
pany ; and are supplied with similar
machinery and equipment supplied by
various manufacturers. This class of
steamers holds the world fuel econ-
om\' record.

Stag Hound, like her two running
mates, was named for a famous
.American sailing ship. The original
Stag Hound was built by the great
Donald McKay at East Boston, and
launched December 7, 18.S0.

Principal Characteristics
S.S. Stag Hound

I.ength O. A _ 459' T

Length B. P 435' 0"

Beam molded 63' 0"

Depth molded S. D 40' 6"

Draft loaded 25' lOM"

Gross tonnage 7,169.45

Net tonnage 4,328

Cargo deadweight 9,493 tons

Bale capacity 457,900 c.f.

Refrigerated capacity 32,288 c.f.

Shaft horsepower 6,000

-Sea speed, loaded 15J/2 knot^

She has a cruiser stern and a fine
ly-raked bow with good sheer, gi\-
ing her profile that rakish liveliness
which is so attractive to the shi]i
lover. Her single deck house ercc
tion is somewhat aft of amidship
and over the machinery space. Thei >
are two complete steel decks, ex-
tending from the bow to the stern,
and a third steel deck below the sec-
ond deck, extending from the stern
to the forward engine room bulk-
head, and from the after engine room
bulkhead to the after end of hold
No. 4.

Cargo holds Nos. 1, 2 and 3 aie
located forward of the engine room,
and Nos. 4 and 5 are aft of this

S.S. Stag Hound, ready for her
trials, appears fit for strenuous
service on ocean trade lanes. The
pictures illustrating this article were
made available through the cour-
tesy of the Newport News Ship-
building and Dry Dock Company.

of the Maritime

Type to Reach the

Arrives at San Francisco Bay

space. Seven watertight bulkheads
divide the hull into eight watertight
compartments — the five cargo holds,
the engine room space, the fore peak
tank and the after peak tank.

For carrying dry or oil cargoes, or
for liquid ballast, deep tanks are pro-
vided in holds Nos. 2 and 4. The
total capacity of these tanks is 3,462
tons of sea water.

Excellent provision is made for
fast and efficient handling of cargo.
Ten king posts support 14 cargo
booms, each of 5 tons capacity and
55 feet in length. At the forward
end of No. 3 hatch a heavy lift boom
is fitted. This boom is 60 feet long
and is rigged to lift 30 tons. Four-
teen American Hoist and Derrick
Company cargo winches of the
geared electric drive type serve the
cargo booms. Each winch is driven
by a General Electric Company 45-
H.P. motor, and is capable of hoist-
ing 6,720 lbs. at the rate of 220 feet
per minute.

In the deck house, modern accom
modations are provided for eight of-
ficers and a crew of forty-two. These
feature the best in plumbing fix-
tures, supplied by the Standard San-
itary Corp. through the Noland
Company, Inc. ; fireproof furniture
and joiner work ; ample bath and
sanitary equipment; not more than
two persons in any one room ; ade-
quate ventilation, heating and light-
ing ; electrical, stainless steel
trimmed galley and pantries, and
commodious recreation and dining
rooms for both crew and nfficcrs.

Close-up of the

two B. and W.

boilers.

Propulsion Machinery
Stag Hound is a single-screw
steamer. Her propeller is a solid
bronze wheel of four blades designed
to drive the hull at 15J/2 knots sea
speed fully loaded when turning at
92 r.p.m. This wheel is 19 feet in
diameter, weighs 15^2 tons, has a
surface area of 132.69 sq. ft., and a
variable pitch, which at 0.7 radius
is 19.875 feet.

The propeller shaft is driven by a
Newport News Shipbuilding and
Dry Dock Co. cross compound tur-
bine through a Westinghouse double
reduction gear set.

.Steam for the turbine is generated
at 450 p.s.i. pressure and 770° F.
temperature by two Babcock and
Wilcox single-pass, sectional-header
water-tube boilers with air preheat-
ers and water-cooled furnace walls.
Steam leaving the turbine exhausts
directly into the main condenser,
built by the C. H. Wheeler Manu-
facturing Company, which is served
by Warren circulating and condens-
ate pumps and by Wheeler air ejec-
tors, and is fitted with Chase Brass
& Copper Co. tubes. Condensate is
pumped to the Cochrane deaerating
feed water heater, which removes
entrained air and acts as a closed
hotwcll. From \\\v dcarrating heater.

the feed is pumped b}' electric motor
drive Buffalo feed pumps through
the second stage heater to the
boilers.

The main turbines are of the im-
pulse reaction type in two casings,
high and low pressure. Each rotor
is direct connected to a pinion mesh-
ing with one of the intermediate
speed gears of the gear set, which
in turn drives a pinion meshing with
the low-speed gear directly connect-
ed to the propeller shaft.

Both turbine bearings and gears
are lubricated by a gravity feed sys-
tem draining into a sump at the bot-
tom of the gear case. Piping is so
arranged that this lubricating oil
can be purified either continuously
or by the batch system through a
.Sharpies Centrifuge. The lubricating
oil, service and transfer pum])s are
by the Quimby Pump Co. Lubricat-
ing oil in service is cooled by a Gris-
com Russell cooler.

An astern element is built into
the low-pressure turbine. This tur-
bine is rated 6,000 shaft horsepower,
and specifications call for ability to
generate 6,600 S.H.P. continuously,
and 7,500 S.H.P. for two hours,
when supplied with steam at throt-
tle pressure of 440 p.s.i. and 740° F.
tem])crature, and exhausting into a

MAY, 1940

The upper grating in
Stag Hound's engine
room. At left: Looking
aft over the low-pressure

turbine to the boilers.

Below: Looking forward

across the gear casihg and

between the turbines to

the control stand.

36

PACIFIC MARINE REVIEW

The floor of Stag Hound's engine room. Above: The reduction gear case and some pumps.
Below: The condenser and circulating pump.

May, 1940

vacuum maintained at 28J/2 inches.
The builder guarantees a specific
fuel economy of 0.62 lbs. per shaft
horsepower hour.

The gear set is the modern type
W'estinghouse with welded steel cas-
ing'and built up steel wheels. It in-
corporates a Kingsbury thrust bear-
ing for the propeller shaft.

Induced draft is used on the boil-
ers, which have a double shell with
the combustion air from the prcheat-
ers coming down in the space be-
tween the casings and picking up
heat that may leak through the in-
ner casing. Each boiler is fitted witii
four Babcock and Wilcox Decagon
wide-range mechanical atomizing oil
burners. Diamond soot blowers
maintain a clean fire surface in the
tube banks, and Apexior lining in
the steel tubes and headers insures
a clean water surface. Diamond
smoke indicators are installed.

These boilers are constantly under
the supervision of a Bailej' auto-
matic combustion and feed water
control system, which eliminates all
irregularities of firing and maintains
the fuel, air and feed water supply
at just the right amounts and pro-
portions to produce the required
steam with the best economy. The
majority of the steam traps are from
the Wright-Curtis Co.

An interesting feature of the in-
stallation is the arrangement of the
machinery space, which .sets the
boilers just aft of and slightly above
the turbines, and all in the same
compartment. The control stand
for the engineer is on the second
grating level, and standing there,
the engineer has a full view aft over
the turbine and through the fore
and aft firing sjiace between the two
boilers directly at the gage board of
the Bailey control system. In this
engine room, the engineer on watch
can see what is going on in his fire-
room just as well as he can see what
is going on around his turbines.

For lighting and for auxiliary
power, two General Electric 2.S0-
K.W. steam turbine drive generat-
ing sets are installed in the dynamo
flat in the engine room. Energy
from these sets is distributed
through a switchboard built by the
Newport Xews Shipbuilding and
Dry Dock Co. Practically all of the
auxiliary motor lii\e< arc hv ricn-

eral Electric motors serviced bv
General Electric controls.

For emergency light and power, a
5-K.W. Star generator is installed,
driven by a 10-H.P. Stover diesel
engine. This set floats on an Exide
storage battery, and is so connected
that on any failure of the auxiliary'
generating sets it automatically
starts and picks up the connected
circuits necessary to take care of
emergency lights and power.

American Engineering Co. sup-
plied: the electric-hydraulic steering
engine and telemotor, the anchor
windlass, and the mooring capstans.
She is equipped with Baldt anchors
and with Naco cast steel stud link
anchor chain.
Navigating and Safety Equipment

Stag Hound is t h o r o u g h 1 y
equipped with modern navigating
equipment, including: Sperry mas-

ter gyro compass with reiK-aters ati
all navigating stations ; .Sperry gyro
l)ilot for automatic steering; mag-
netic compass and binnacle supplied
by Negus ; W'estinghouse search-
lights; latest type Mackay marine
radio transmitting and receiving
equipment ; Henschel intercommuni-
cating systems; Bailey draft gages;.
Doran whistle controls : and Kear-
fott pilot house and bridge en-
closure windows.

W'elin lifeboats hung on W'elin
davits are installed on the boat deck.
The cargo spaces are all covered by
a Richaudio smoke detection systemi
with Lu.x COo smothering connec-
tions, both supplied by Walter
Kidde and Co.

All cargo holds are mechanically;
ventilated. The 32,000 cubic feet of'
refrigerated cargo space is served by;
Carrier refrigerating machinery.

A iMystery

of the South Pacific

During the second half of 1938 the
news was received that the German
training ship Admiral Karpfanger had
been lost during the voyage from
.South Australia to the English Chan-
nel. We have the following interesting
story from Captain Franz Schulze,
who, since the beginning of 1935, has
represented the Hamburg American
Line on the North Pacific Coast, with
headquarters in San Francisco.

In July, 1937, the Finnish fourmast
barque L'Avenir was sold to the Ham-
burg American Line to be used as a
training ship, and was renamed Ad-
miral Karpfanger. After the ship had
been thoroughly ovehauled, she left
Hamburg in ballast on .Se|)tenil)er 20
for the run down to Australia for a
cargo of grain. There were sixty in
the crew, including about 40 cadets.

.She rounded the North of .Scotland
and arrived at Port Germain, .South
Australia, on January 5, 1938, after an
uneventful voyage. After loading a
cargo of 3, .SOD tons of grain, she left
this port on February 8, destined for
the luiglish Channel via Cajje Horn.
.She was not favored by strong winds,
so on March 1 was only 2rX) miles
south of New Zealand, where she
radioed her [)ositii>n as .51° .'^oiitli and

171° East. On March 11 she received
a radio from Norddeich, Germany,
telling the second ofl^icer that he was
the father of a boy. On March 12 thei
ship radioed to Norddeich confirming^
the receipt of this telegram. The ship
had previous orders to radio her posi-
tion on certain days ; the next day for
such a report was the 16th of March,
but such a radio was never received.
So after the 12th of March nothing
more was ever heard of the Admiral
Karpfanger.

The Hamburg American Line made
a prolonged search for the ship, even
sending one of their Australian steam-
ers around Cape Horn to look for her.
Also, information was gathered from
steamers of other nationalities, which,
during March, April and May, were
in this part of the globe. The nearest
vessel was the English motorshiji Dur-
ham. About eight days later she passed
the track where the Admiral Karp-
fanger should have been. The captain
of this steamer re|)orted that he saw
on the 20th and 25th of March, about
55j/2° .South, not less than eight ice-
bergs. There were six large and two
medium-sized icebergs, the largest
about 1 mile long and .500 feet high.
(Pa^e 47, please)

PACIFIC MARINE REVIEW

Bec44^Uttf, cuixi tUe ^^cam^ ^nxide

By William K. Jackson

Vice President, United Fruit Company

Security today seems to be man's
chief aim. It is the warp and woof
of every international fabric, Asiatic
or Kuroiiean. It dominates the wak-
ing consciousness of our socially-
minded political aspirants. It is the
promised land, the Valhalla, into
which we are all to be led. We are
helped to scale the mountain top,
and told to take and possess that
great, vast, rich, unending securit}"
which lies spread out before us. And
what nature of thing is this securi-
ty? To the ambitious leader of a
great people of Central Europe it
means "Lebensraum" — a place to
live and stretch his Nordic legs, un-
impeded by other ancient civiliza-
tions, where he may dominate the
religious thought of his people and
dictate the God to whom their sup-
plication may arise. To the great
colossal bear of Eurasia it means
the gobbling up and subjugation of
those people whose mere proximity
in itself detracts in some way from
that indispensable security. For
those having attained the age of six-
ty-five, however encumbered they
may be with worldly goods, or for
those to whom some malefactor of
wealth has not offered the kind of
a job they want, security seems to
be the inherent right to set the tax
gatherers upon the producers of the
community to fill a storehouse out
of which this newly-created class of
privilege may live in comfort with-
out care or toil. And so on. But do
you notice that in all these various
forms of securitj', someone else al-
ways seems to be in the way, or
someone else must create for me
thai securit\- which is my God-given
ris;ht!' It is only through acquiring
the owncrshi]) of what the other fel-
low has that this kind of securitv is
attained.

There is another kind of securit}'
— the security to live and work and
enjoy your own without threat or
menace. That is the type of security

W. K. lackson

for wliich the Finns fought so hero-
ically, and for which surviving dem-
ocratic governments must be eter-
nally vigilant. In a less heroic sense
there is security for the Queen Eliz-
abeth and the Normandie when
moored alongside our docks, or for
foreign gold stored in our bank
\'auUs.

Foreign Trade Vital

But let us get down to exporters.
We are exporters. We are interestetl
in taking an inventory of what we
ha\e got and then devising a system
of security for this world of ours.
We are pretty important fellows
after all. .'sometime in an excessive
glow of nationalism and domestic
self-sufficiency, we disdainfully refer
lo our foreign trade as about only
10 per cent of our total trade, anfl
ilierefore relati\ely unimportant.
The members of this club are not
given to such careless thinking. You
know that our foreign trade from

year to year exceeds in gross value
the total aggregate of the net profits
of all of our manufacturing corpora-
tions. This was even true in the so-
called su])er business year of 1929.
Our foreign trade is a bigger busi-
ness than our automobile industry
or the business of the railroads and
trucks. These simple illustrations
should effectively dispel any feeling
of indifference to foreign trade. Our
export trade in 1939 amounted to
about $3,177,000,000, and our import
trade to about $2,318,000,000.

But during the month of January
of this year our exports increased
about 73 per cent above January of
last year, while at the same time our
imports increased only about 35 per
cent. Our January exports exceeded
our imports by $123,000,000. This is
the same trend that started with the
outbreak of the war. Undoubtedly
this same disparity between exports
and imports has continued since the
first of the year. Here is food for
further thought. This presents a
badly unbalanced situation, which
obviously cannot continue indefinite-
ly. There is insecurity in the magni-
tude of the disparity. Certainl}' this
increase in our export business has
had a \ er\' stimulating effect upon
our domestic economy. It has filled
in to some extent the de])ressions
that would have otherwise existed
in our industrial activity. Is this a
sort of industrial shot in the arm, or
is it a dependable and normal
growth which ensures security to
the labor and facilities engaged in
])roducing these new goods? Pre-
sumably we are getting gold for our
suri)lus of exports, or so-called bal-
ance of trade. But how long can we
sell so much more than we are bu\'-
ing?

Trade, either domestic or foreign,
involves a meeting of the minds of
two persons, where each receives
something and each parts with .some-
thing. There is no such thing as a

M A Y

one-way trade. The fellow who
wants to buy something you liave
got can pay jou in one of three
ways — either in services, goods, or
by token, such as money. When we
enter the field of foreign trade there
are still only the three ways in
which the foreigner can pay us for
our goods. We cannot stand upon
our secluded and inaccessible shores,
cast our goods upon the waters and
expect to have the sad sea waves
wash up the kind of dollars we want
in return for our goods. The per-
formance of services by the foreigner
to the American seller is well-nigh
impossible. The passing by the for-
eigner to the American of tokens of
some kind, or money, is likewise be-
coming almost impossible.

We Have Too Much Gold

We already have about ()0 per ccnl
of the world's gold. Free exchange
has almost disappeared from the face
of the earth. Even the American
stocks and bonds owned by foreign
ers have largely been sequestered
by their governments to be utilized
in furthering their war economy.
They are not available for use in
payment for ordinary peace-time
goods.

But since we have not yet got all
of their gold, perhaps some will say
— why worry? — at least as long as
it is cash and carry and we are get-
ting their gold — almost every steam-
er brings us large masses of inert
yellow metal. And after we have
more or less all of their gold, then
what? Add it to the some $.t.500,-
000,000 we have already buried out
in the peaceful hills of the blue grass
regions of Kentucky? There it is just
about as productive, and no more
so, than the talent which the man
in the Bible buried. It is not produc-
ing goods. It does not give jobs to
the unemployed. It does not cause
or bring about the exchange of
goods between the people of this
country or between the people of
this country and those of other coun-
tries.

The food jjut into the h)ody is
worthless unless it is assimilated —
unless it is put to work and is turned
into bodily action or is converted
into blood and bone and sinew. This
vast hoard of depo ited gold is about
as healthy and as w orthvvhile as the
calcareous deposits vhich unwont-
edlv form in our inte ;il org;ins. It

is somewhat like the arthritic calci-
fication of the joints which slows up
all movement and action.

How can this hoarded store of
gold ever ser\e any useful purpose?
With it we can buy goods and serv-
ices, but we do not need it for our
internal system of monetary ex-
change. If ever peace is to return to
the world, then it will be needed by
other countries for stabilizing ex-
change so that normal business
processes may go on. But how are
they going to get it? Are we to
give it to them? Are we to lend it
to them as some have suggested ;
but even if we do, they must repay
the loan, and how? Again and again
we are confronted with the inescap-
able conclusion. The only method
k'ft is that of buying the goods of
tlu- foreigner or taking them in ex-
change for our goods. Just as the
Good Book says that there will be
hewers of wood and drawers of
water, so in the foreign trade field
there must be buyers of goods if
there are to be sellers of goods.
There can be no creation or main-
tenance of trade and prosperity in
the foreign field unless we buy sub-
stantially as much as we sell. Any
difficulties which beset either of
these acts in a free interchange of
sales must be overcome.

We Must Buy to Sell

It is not enough to create markets
for what we grow and manufacture.
.Salesmanship does not end when we
have overcome customer or buying
resistance of the foreigner. We must
be susceptible to the wiles of the
foreign salesman, or else we have a
willing buyer but with no means
with which to buy. We must be
ready to buy that of which he has a
sur]dus. Preferably, it should be his
raw materials which we lack and
need, so that we, with our capital
and vast manufacturing facilities
may produce the finished manufac-
tured products which we may use
and enjoy. Perhaps we may be able
to enhance our own comfort and
standard of li\ing by increasing our
consumption of these products.

In any event, to sell we must buy.

A two-way turnover in foreign
trade is the essential of a prosper-
ous foreign trade. The rapidity of
the turnover determines the degree
of the prosperity, and by turnover I
mean the turnover of the foreigner's

goods as well as the turnoxer of our
own goods. The turnover cannot be
rapid unless we buy about as much
as we sell. They are one and insep-
arable.

No dexterous politician with the
scapula of economic nationalism can
bisect the Siamese twins of buying
and selling in foreign trade so that
both or either can live and prosper.
Like our circulatory system, the
arteries that carry the blood from
tlu- heart to the extremities of the
body are the selling conduits in
foreign trade. The veins which
bring the blood back to the heart are
the buying canals in foreign trade.
There can be no life in foreign trade
except that there be an equal and
constant flow in both the arteries
and \eins of the two-way selling and
buying process. There can be no
continuous flow of blood from the
heart through the arteries unless the
\ eins bring it back again. Foreign
trade is a two-way process, and
selling is no more important than
bu_\'ing.

Restrictive Legislation

Our legislators are wont to be
sellers of our goods — supernational-
isni in the field of salesmanship.
They often think that they can
choke off the return circulatory sys-
tem of buying and keep up the out-
\vard flow of our sales. In their
oxerzealous earnestness to find a
market for our system of mass pro-
duction, in their eager and earnest
desire to maintain a system of high
w^ages and short hours, there are
those exporters who feel it to be the
solemn duty of our government to
assist in finding buyers of our goods.

They forget that the process of
life is one of inhalation and exhala-
tion, and so is trade. Any producers
or manufacturers or sellers in export
trade who insist upon putting ob-
structions or barriers in the way of
the inhalationary process of import-
ing goods do their country a great
disservice because they stifle the
trade which they so want to en-
ergize.

Stifling legislation throughout his-
tory has been harmful to trade, and
hence to our own welfare and hap-
piness— whether it was the embargo
and non-intercourse act of a century
ago, or whether it is the ill-conceived
Neutrality Act of today.

Restrictive legislation creates

PACIFIC M A R I N K R E V I K W

nothing. It dries up llic wells of en-
terprise and destroys indiviilual in-
itiative, whether it be a law which
restricts an American owner in the
free operation of his ship or his freo-
ilom to sell or dispose of his ship,
or whether it be a totalitarian law
which o\ erthrows private owner-
ship. It requires little skill or intel-
ligence to wantonly destroy. States-
manship in public affairs or in busi-
ness is constructive when it creates
trade and removes the barriers and
restrictions upon the free flow in
both directions of trade and com-
merce.

No one, not even those overzeal-
ous candidates for the highest polit-
ical office, steeped in slavish loyalty
to the high tariff protective policy,
dares suggest that foreign trade is
not a vital and important factor in
our domestic prosperity. They stress
its importance, but some of them
seem to hope by some process of
legerdemain or wizardry they can be
the "Houdini" that will find a way
of making the other fellow buy your
goods and pay for them without
your having to buy anything from
him.

A negati\'e sort of securit}' will
arise if we are on guard to prevent
that type of restrictive legislation
which creates trade barriers and
high tariff walls against those for-
eign goods which are not. generally
speaking, competitive with ours, or
whose admission would be more
beneficial than harmful to our econ-
omy; also that type of legislation
which bars our ships from the most
important sea lanes of the world's
commerce, and subjects our trade to
a slavish dependence upon the trans-
portation facilities of others. Some-
times the most far-reaching and ap-
palling results come from most
worthy gestures in efforts to serve
the noble cause of peace. Europe's
Munich and our Neutrality Law are
alike in their concejition, and alike
in their heavy sacrifices without any
reward.

Merchant Marine Needed

.\n affirmative measure of secur-
ity may be attained if we insist
upon having a reasonable amount of
.■\merican tonnage in which to trans-
port the goods we sell and the ma-
terials we buy so that we may not
suffer the disastrous effects of the

wholesale withdrawal of the foreign
ships upon which we lia\e too
largely depended in our carrying
trade. The absence of American
tonnage ])laces the exporter abso-
lutely at the mercy of the foreign
ship operator, both as to whether
and what kind of service is avail-
able, and the rates charged. A mer-
chant marine adequate to carry a
goodly share of our overseas trade,
privately owned and operated by
Americans, is an indisj^ensable part
of any scheme of security for foreign
trade. The building up of the Amer-
ican Merchant Marine should re-
ceive the solicitous encouragement
and support of organizations such
as the Export Managers' Club.

The disturbed economic and po-
litical conditions prevailing through-
out the entire eastern half of the
world accentuate the need for even
closer ties between the peoples of
the Western Hemisphere; closer ties
of trade and cultural relations in
exa^ry walk of life.

Build Up Western Hemisphere
Trade

The countries to the south of us,
and ourselves, are in the same eco-
nomic orbit. We have the capacity
and willingness to purchase many
of the raw materials of their forests,
farms and mines, which we need to
add to the standard of living and
comfort of our people. They can
complement their own goods with
the products of our fields and fac-
tories so that their people may have
the benefit of what our workers pro-
duce. It is all so normal, logical and
reasonable, without any element of
political domination or commercial
exploitation. It is in the daily marts
of trade that friendship and under-
standing between good neighbors
are made. Trade with us involves
no imposition of unwonted political
theories.

This Hemisphere presents an un-
usually attractive field for skillful
and intelligent development of a
new security for all its peoples.
There is a large need in Latin Amer-
ica for goods which have heretofore
been supplied by European nations,
and it is most natural that they
should look to us. They were able
to buy from Europe because Europe
bought their goods. Are we willing
to take Europe's place as their cus-

tomer, and bu_\' their surplus coffee,
grain or meats? If not, it is difficult
to see how they can buy and pay for
more goods than they have been
buying from us already, unless we
are willing to bestir ourselves and
make a market for more of their
products. Where our normal trade
or sources of su]iply have dried up
or diminished elsewhere, wc should
endeavor to replace it with our
neighbors, and buy more of our
goods from them. We should also
use some of our surplus capital and
brains to make direct investments in
establishing new enterprises in
Latin America, which have not pre-
\iously existed there — and which
produce new products or raw ma-
terials for which a market already
exists in foreign trade, or for which
a market is created. Such direct in-
vestments are the highest form of
creative investment. They furnish
a desirable outlet for our capital and
technical skill, they place large
amounts of money in circulation,
put people to work and increase
their purchasing power, so that they
may enjoy a higher standard of liv-
ing and purchase some of the manu-
factured goods and agricultural
products for which we so earnestly
desire a market. It tends to bring
about a free and normal flow of de-
sirable international trade, and keeps
open that two-way road without
which there can be no foreign trade.
All natural conditions exist in this
Hemisphere for the development of
a greater New World self-sufficiency
in raw materials and manufactured
products, so that our peace and pros-
perity should not be cut athwart by
the national jealousies and conflict-
ing international ambitions of the
Old World powers.

The promotion of trade is an an-
cient and honorable pursuit.

We do not want security at the
]irice of any man's liberty. We do
not want security at the price of
some other man's insecurity or sac-
rifice.

We want that security that comes
from confidence and trust, which
can only come when there has been
a fair bargain ; where each is satis-
fied to have given up what he has
))arted with, and each is happy in
the i)ossession of what he has re-
ceived.

Address bdfoie Kxpoit Manauers' Club, Now
York, March 26. 1940.

M .\ Y . 1 9 4 (»

The Famous

Donald McKay's First Extreme Clipper Model

The clipper ship Stag Hound, de-
signed and built by Donald McKay
at his East Boston yard, was
launched on December 7, 1850. She
was the first of the very sharp, or
extreme, clippers, and the largest
and longest merchant sailing vessel
yet built in America. Like her mod-
ern C-2 namesake, she was the first
of her kind to visit the Pacific Coast.

Donald ^[cKay was given the or-
der to build this vessel by George
B. Upton and Sampson and Tappan
of Boston, who agreed to let the
master builder design and build the
vessel along original lines calculated
to insure a speedy vessel of large
carrying capacity and with dry
decks.

The result was a hull with long.
sharp clearance lines and entrance,
and very tall, heavily-sparred masts.
Her appearance was so different
from the usual bluff-bowed sailing
ship that recognized experts freely
expressed great doubts of her stabil
ity and seaworthiness. The maritime
scribes of that day were therefore
very keen on describing every fea-
ture in great detail, and consequent-
ly we know a great deal about this
shi|> and her career.

Shipbuilders were evidently work-
ing for records in those daj-s. since
Stag Hound was launched practical-
ly complete in 100 working days
from the laying of her keel. Her cost
would be about $165,000. Her prin-
cipal characteristics were:

Length, keel 207 feet

Length B. P 215 feet

Length O. A 226 feet

Rake of stem 6 feet

Rake of stern 2 feet

Beam 39.8 feet

Depth, hold 21 feet

Depth of keel 46 inches

Dead rise 40 inches

Sheer 30 inches

Tonnage O. M 1,534

Tonnage B. M. 1,100

'^^i

^

-^i-"

-^.-

vlPV^l^^^^^lPi

\^^^^\l^

1

Hi

American clipper ship Stag Hound.

The overall length given in this
table is that of the hull from knight-
heads to taftrail. For her complete
overall length, including bowsprit,
jiboom and flying jiboom, we must
add 80 feet. The beam given is also
for the bare hull. Her main yard set
square gives her a potential beam of
86 feet and her main skysail pole
was 188 feet above the water.

Under full canvas with ^^xry sail
drawing, she must have been an im-
posing sight. Light winds drove her
at 7 to 8 knots, and under strong
winds she frequently logged 16 to
17 knots. On at least one day of her
career she a\eraged 15 knots for the
24 hours.

The marine scribes of those days
filled the Boston daily press with ad-
miring articles describing her grace
and beauty. Here are some samjjles:

"This niac/iiificent ship has been the
zvonder of all zvho have seen her. Not
only is she the largest of her class of
boat, but her model may he said to be
the original of a new idea in nazvl
architecture.

"She is unciiiiimonly sharp forward,
\cl her hira' bear.'; no rrscml'lanci- to

that of a steamer; it seems to have
grozvn naturally from the fullness of
her model to a point, hut so beauti-
fully proportioned that the eye lingers
on it with delight.

".I carved and gilded stag hound,
represented panting as in the chase,
and carved work around the hazvse
holes and on the ends of her catheads,
comprise her ornamental u'ork about
the bozv. She has neither head hoards
nor trail hoards, and may be said to be
naked forzvard; yet this z'ery naked-
ness, like that of a sculptured Venus,
true to nature, constitutes the crozvn-
ing element of her symmetry.

"She sits upon the zvater as if ready
for a spring ahead. Her great length,
the smootlmcss of her outline, and the
buoyancy of her sheer, combined zvitli
the regularity of her planking and the
neatness of her moldings, impress
upon the eye a form as perfect as if
it had been cast in a mold.

"The eye, directed along her rail
from the quarter to the stem, zvould
percciz'c that her outline at the ex-
treme is as /perfect as the spring of a
sirel hinv."

Till' rc]>ni(huliim <if Iht lines, niid-

PACIFIC M A R I IN K REVIEW

ship section, bow and stern profiles,
shown herewith, give ample proof
that these scribes were not over-em-
phasizing the beauty of this hull.

Aloft she was equally striking.
Her three masts were all raked alike
at 114 inch to the foot. Her mast
centers were set : fore, 50 feet aft
of stem ; main, 67 feet aft of fore :
mizzen, 42 feet aft of main and -12
forward of stern post.

The steeve of her bowsprit and
jibooms was 4J/2 inches to the foot.

Her structural timbers were of
rock maple, oak, hatmatack and hard
pine, fastened with copper and iron
bolts. She was well-seasoned with
salt, and had ventilators in decks
and along the line of plank sheer
fore and aft.

Her bulwarks, including the mon-
key rail, were 6 feet 6 inches high.
This gave the hull a flush line from
stem to stern, since the forecastle,
forward cabin top and poop deck
were all set at the level of the top
of bulwarks.

Accommodations

Stag Hound's arrangement of ac-
commodations for crew and petty
officers followed verv modern lines.

The}- were not in the forecastle ex-
cept that in that space were fitted
for crew use the then very new and
ultra-sanitary water flushing toilets.
The forward deck house just abaft
the foremast was 42 feet long by 24
feet wide, and in this were fitted
spacious and comfortable quarters
for the crew and petty officers. Here,
too, were the galley and the store
rooms.

.Staterooms for the captain, three
mates and a steward were fitted in
the forward end of the accommoda-
tions under the poop deck. This deck
was 44 feet long. The main deck un-
der was dropped 3 feet so that with
the poop deck at main rail level, the
space below had 6 feet 8 inches head
room.

The staterooms mentioned above
were grouped around a cabin 12 feet
by 18 feet, which served as a lounge
or dining room space.

Aft of this was an after cabin for
passengers. As described in the Bos-
ton press, "Its after division is fitted
into a spacious stateroom with 2
berths." Forward of this, on each
side of the cabin, there were in the
order named : "a water closet ; a

stateroom ; an 8-loot-wide recess,
and two staterooms. The sides and
ends of the cabins were finished in
mahogany Gothic paneling, with
enameled pilasters and cornices and
gilded moldings." A large skylight
over each cabin furnished illumina-
tion and ventilation. Each stateroom
had at least one deck light and one
side light.

Propulsion Machinery

To take full advantage of wind
power, Stag Hound could spread
9.500 square yards of the best cotton
duck in sails, which were all under
full direction of the navigator
through a properly-trained crew,
and rigging and cordage designed es-
pecially for easy and sure control
of yards and of sails.

\\'e have no empirical formulas b\'
which we can approximate the ac-
tual horsepower delivered to this
hull by the towering mass of white
wings that adorned her spars. How-
ever, we know that to drive such a
hull through the water at a speed of
15 knots, a modern propeller would
require approximately 3,000 shaft
horsepower. Occasionally logging 16
or 17 knots. Stag Hound's freely-

J) M M Q u •/ V g In

Hull lines of the clipper ship Sta^: Hound.
(From Hall's "Shipbuilding Industry in the United States.")

MAY. 1910

impressed wind power would ap-
proximate up to 4,000 horses.

The auxiliary machinery for Stag
Hound's operation was very simple
compared to that of a modern cargo
carrier. "She had: patent copper
pumps (evidently bilge pumps —
Ed.) which work with flywheel and
winches; a patent windlass with
ends which ungear (evidently with
gj'psey heads operating through
clutches — Ed.) ; and two beautiful
capstans made of mahogany and lo-
cust, inlaid with brass." She also had
a new patent steering apparatus,
"embracing the latest improve-
ments" and mounted on the poop
deck.

As already stated, her cost was ap-
proximately $165,000. She left New
York on February 1, 1851, with Cap-
tain Josiah Richardson in command,
and a crew of 36 A.B. seamen, 6 or-
dinary seamen and four boys. Her
cargo rate to San Francisco was
$1.00 per cubic foot, and her freight

list at this rate exceeded $70,000.
She lost some spars in a storm when
6 days out, and, notwithstanding, ar-
rived at Valparaiso, Chile, in 66
days, the shortest passage (save
one) up to that time. After 5 days
in \'alparaiso for repairs she cleared
and arrived in San Francisco in 42
days, or 113 days total out of New
York. After discharging cargo, she
sailed for the Orient, arriving in
Whampoa on September 26. After
loading a cargo of tea for owner's
account, she sailed on October 9 and
arrived in New York on December
24, just 10 months and 23 days aftei
her departure.

The tea was sold at auction, and
after the accounts were all checked
and bills paid, it was announced that
this voyage had earned the entire
cost of construction and operation
and left a balance of some $80,000
net profit to be divided among the
owners. No wonder the American
merchant of those days was ready to
invest in American flag shipping.

The introduction of higher pres-
sures and temperatures in marine
power plants has emphasized the
benefits of pure feed water free from
dissolved oxygen. During the past
three years the demand for deaerat-
ing equipment has increased in pro-
portion to the increase in steamship
building.

The Cochrane Atomizing T3I»;
Feed Water Deaerating Heater is
designed particularly for marine ap-
plication, and within the past two
years has attained wide recognition
as an efficient aid to steam plant
economy in practically all types of
seagoing ships.

The list of installations includes:
28 units for U. S. destroyers
8 units for U. S. cruisers
8 units for U. S. battleships
8 units for U. S. airplane carriers
2 units for U. S. repair ship
15 units for C-1 cargo vessels
4 units for C-2 cargo vessels
7 units for C-3 cargo vessels
2 units for Texas Co. tankers
1 unit for steamer Conway
1 unit for Manitowoc carferry
1 unit forU. S. Engineers sn.iKboai

The Cochrane Atomizing Deaera-
tor, under normal rated conditions,
will remove more than 99 per cent
of the dissolved oxygen in the en-
tering make-up supply. The residual
dissolved oxygen content of the ef-
fluent from this equipment will nor-
mally be less than 0.005 c.c. per liter,
and will probably be of the order
of 0.001 c.c. per liter.

In fact, it is often apparent that
the efficiency of the deaerating
equipment surpasses the ability to
detect oxygen of the very sensitive
Winkler test.

Deaerating equipment is usually
guaranteed to deliver water having
a dissolved oxygen content not in
excess of 0.03 c.c. per liter. The spec-
ifications of public utility corpora-
tions for some of their large power
plants require and get deaerating
equipment the cfnuent from which
will show zero dissolved oxygen by
the Winkler test.

\\

r/

1939 VeM4il

Announcement from the Accident
Prevention Bureau of the Water-
front Employers' Association of the
Pacific Coast cites the following ves-
sels as having won safety pennants
under the rules of the 1939 Vessel
Safety Contest :

Passenger Vessels

Class A : .^. S. President Coolidge,:
American President Lines.

Class B: S. S. Alaska, S. S. Mt.:
McKinley, Alaska Steamship Co.

Class C: S. S. Pres. Van Buren.i
S. S. Pres. Monroe, American Pres-
ident Lines.

Freighters

S. S. Point Ancha, S. S. Point
Arena, S. S. Point Estero, Swayne;
& Hoyt; S. S. Mary D, Alaska i
Steamship Company; S. S. C. R. Mc-
Cormick, S. S. West Camargo, S. S.
West Ivis, S. S. West Cactus, S. S.
West Ira, McCormick Steamship
Company; S. S. Manukai, S. S. Ma-
pele, S. S. Ewa, S. S. Onomea, S. S.
Manulani, S. S. Makiki, S. S. Ha-
makua, S. S. Waipio, S. S. Maka-
weli, S. S. Kailua, S. S. Mahimahi,
S. S. Maunawili, S. S. Mauna Loa,
S. S. Mauna Kea, Matson Naviga-
tion Company.

Steam Schooners

S. S. E. H. Meyer, S. S. H. F.
McCormick, S. S. Munami, McCor-
mick Steamship Company; S. S.
Scotia, Pacific Lumber Transp. Co.;
S. S. A. M. Baxter, J. H. Baxter &
Company.

Company Safety Awards, 1939
First Place (Blue Certificate)

.Steam Schooner Division : P. &
L. Transportation Co.

Freighters — Matson Navigation
Co.

Passenger Vessels, Class "A" :
Matson Navigation Co.

Passenger Vessels, Class "B":
Alaska Steamship Co.

Passenger Vessels, Class "C" :
American President Lines.
Second Place (Green Certificate)

.Steam .Schooner Division: J. H.
Baxter & Co.

Freighters: McCormick Steam-
ship Co.

Passenger X'essels, Class "A":
American President Lines.

Passenger Vessels, Class "B":
American President Lines.

Passenger Vessels, Class "C":
Malsf)n Navigation Co.

PACIFIC MARINE R E V I K W

For Baby Tuna Clippers

By David W. Dickie, N. A. and M. E.

The circulator for tlie brine tank
on the baby tuna clipper has some
characteristics that are not inherent
in the ice tank circulator :

(1) As the vessel rolls, the brine
surges from side to side, causing a
variation in the power required to
overcome the changing head.

(2) The power available is limited
by the capacity of the generators, re-
quiring that the circulator be designed
to use the smallest possible motor.

(3) Direct current is used aboard
the tuna clippers, and extreme changes
in head will produce sparking at the
commutator brushes of the motor.

(4) A field rheostat of some kind
is necessary to start the circulation at

a slow velocity and increase the revo-
lutions of the propeller as the velocity
of the brine increases.

(5) Due to the surge, it is neces-
sary to have the reduction gears de-
signed to resist an overload of 2^
times that necessary where the brine
tank is at rest under constant head.

(6) Investigation showed that a
comparatively large, slower-turning
propeller will deliver more water than
a small, fast-turning propeller with
the same size motor. The efficiency
increases with the diameter of the pro-
peller up to a certain point, and then
decreases with increase of diameter
beyond that point.

(7) The standard manufactured

circulators on the market are usually
fitted with alternating current motors,
and when direct current is the only
power available it is necessary to make
a special design to suit the conditions.
Horizontal direct current gear head
motors are made in commercial sizes,
but vertical D.C. gear reduction mo-
tors are usually custom made.

(8) The temperature that prevails
in the tropics runs from 95 to 100
degrees Fahrenheit on occasion, and
the motor to be satisfactory must have
a rating of 120 degrees continuous
operation. A shade over the brine
tank will keep the ra3's of the sun
from the motor.

(9) It is impossible to exclude the

BRINE CIRCULATOR

MAY, 1940

presence of animal and vegetable sea
growths and fish particles from the
brine tank. For that reason it is im-
portant that the frame of tiie circu-
lator below water be made to exclude
such contamination. Care must be
taken to properly lubricate the lower
bearing.

(10) There are three types of pro-
peller in use in the circulators, and
the diameter and pitch are governed
by the type used. The drawing shows
the propeller used in propeller pumjis.
Some manufacturers use a propeller
similar to that used on a boat. The
Ole G. Halvorsen Company use a pro-
peller designed to give a parallel race.

Head

Some difference e.xisis in the com-
mercial use of the term head. It is
divided into two ])arts, head due to
lift and head due to capacity. Some of
the curves that came from tlie manu-
facturers were plotted giving ihu c.i-
jiacity of the circulators at \ari(ius
lift heads, while others were plotted
for various total head, lift plus capac-
ity. The majority of the manufacturers
mean lift lead only when speaking of
the head of the circulator, and where
head is not mentioned 3" to 4" lift head
is usually understood.

This may be the reason for the fail-
ure of the circulators in the instances
where they have been tried aboard
ship.

The amount of lift head nni>t neces-
sarily be sufficient to overcome the ex-
treme conditions caused b\' the surge
of the brine in the tank. Ordinarily 3"
to 4" lift head is all that is used in ice
tank practice, but o])inion as to lift
head necessary in the case of brine
tanks aboard these vessels ranges from
(>" to 12".

For example, if 6" lift head is se-
lected, the velocity due to lift V^ =
2gh becomes V^ — 2 x 32.16 x .5 and
V = 5.671 feet per second.

The vekjcity due to capacity is gov-
erned by the fliameter of the propeller.
As the propeller is increased in diam-
eter the velocity through the ])ropeller
ojjening is decreased if the quantity of
water is held constant.

In this design the coil raceway is
2' - 9" high and 2' - 2" wide, having an
area of 5.96 s()uare feet. Across the
coil raceway there are 16 runs of 1"
pipe 23" long = 3.36 square feet ob-
struction. 5.96 — 3..V1 - 2.6 sf|uare

feet net aiea. 2.6 square feet x 100
feet per minute velocity of water
through the coil = 260 cubic feet per
minute that has to pass through the
propeller of the circulator.

If we assume a propeller 16" in
diameter, the area of the circle is
1.39o2 square feet. 260 cubic feet per
minute divided by 1.3962 square feet
equals 186.2 feet per minute or 3.107
feet per .second. Adding the lift and
ca[)acity velocities :
5.071 feet per second due to lift
3.107 feet per second due to capacity

<S.778 feet per seconil due to total head.

{•^:7-j%y-^ 77.0533 = 2 x 32.16 x h,
and h = 1.1'W feet, or 14,37'i inches
total head.

.\s the power required is a function
of the total head, if we wish to in-
crease the lift head a little we can in-
crease the diameter of the propeller
and reduce the capacity head; Init if
it is desired to increase the lift head
from d" to, say, 8", the propeller will
have to be 18" diameter and the motor
3 horsepower. y\bove 8" lift head the
circulator will require a 5-horsepower
motor to maintain the same ca]iacity
in cubic feet per minute.

Corrosion

Corrosion of the frame and pro-
peller of the circulator has to be pre-
\ented, if possible. In the ice tanks the
brine is made of fresh water and salt
(sodium chloride) which is treated to
make it non-corrosive to iron. Sea
water contains 245 grains per gallon
of magnesium chloride, and as the sea
water and brine are circulated in the
fish wells they cannot be treated, be-
cause the treated water imparts an ob-
jectionable taste to the fish. The re-
search department of the International
Nickel Company recommends that the
iron castings be made of Ni-Resist, the
shaft of "K" Monel and the bearing
of "S" Monel. All iron castings shcnild
be galvanized jieriodically.

Rronze will eat the zinc galvanizing
off the coils if the castings are made
of that metal. The u.se of Monel metal
for frame and projieller are ideal but
the ex|)ense discourages its use.

Shrinkage

The wood structure of tiie brine
strengthening tank is alternately wet
and dry, and ])eriodically the vessel is

in port with everything opened up for
airing and sweetening. As a result,
quite a little swelling and shrinking
takes place. To allow for movement,
the spider is free to move up and
down on the conical frame of the cir-
culator.

If it were not for the fact that the
deck twists a little with the straining
of the ship it would Ijc better to omit
the spider, but there is danger of the
propeller striking the raceway if it is
not held in place.

Another solution is to increase the
clearance between the propeller and
the raceway and omit the spider. This
decreases the efficiency of the circu-
lator.

Electric Power Load
For Auxiliaries
And Lighting

In the August, 1939, article on re-
frigeration in Pacific Marine Re-
\iew, attention was called to the
fact that when an attempt was made
to correct the refrigeration, the elec-
trical loail exceeded the capacity of
the generators.

Assume the time for cooling the
fish from 86 to 0 degrees is set at
24 hours, and assume further that
the \essel has 8 wells and 2 bait
boxes of a capacit}- of 40,000 pounds
of sea water each. Each of two wells,
previously stowed with 32,000 pounds
of fish and 8,0(X) pounds of brine are
finishing cooling to zero, and two wells
have just been stowed with the cooling
process started.

The electrical loa<l of the Pak-Ice
boat under such conditions would
l)e:

Lights, 1,.S00 watts; miscellan-
eous, 150 watts 2.0 H. P.

Fathometer, 300 watts; radio,

2,000 watts 3.0 H. P.

Searchlight, 1,500 watts 2.0 H. P.

'I'wo blowers, 154 H.P. each 2.5 H.P.

Two 10" vertical propeller
inimi)s, water supply to bait
wells and tanks 1,840 gallons
per minute each, 20 foot

head, 15 II.P 30.0 1 1. P.

h'nur d" X 6" double cylinder
ammonia compressors, 360
r.p.m., 30-H.P. motors oper-
ating simultaneously at 25

K.P. each 100.0 H.P.

' liie compressor jacket water
and sanitary pump 2" x 2Vi"

centrifugal 1.5 11. P.

f)ne 5" X 6" centrifugal pump

for condenser service 7.5 II.P.

I' A C I F I C M A R I N K K K V I K

If three 7" x 7" double-cylinder
ammonia compressors turning 327
revolutions per minute arc used they
require 35 horsepower each when
operating simultaneously on the
latent heat load. See February,
1940, article.

Brine Strengthening Tank

One vertical 16" circulator 2.0 H. P.

One 3" X 3" centrifugal com-
bined supply and circulating

pump 5.0 H.P.

Freezing System

One 6-scction Pak-lce machine 10.0 H.P.
Ten 2" x 2Vi" centrifugal
pumps from wells and boxes
to Pak-lce machine, 1% H.P.

each 15.0 H.P.

One 4" X 3" centrifugal pump
drawing water from the Pak-
lce machine to the wells and

boxes 5.0 H.P.

Circulating System
One 5" X 6" centrifugal pump
drawing from the bottom of
and delivering to the top of

the wells and boxes 7.5 H.P.

Service Pumps

One 3%" X 4" centrifugal bilge

pump 5.0 H.P.

One 2" X 3" centrifugal deck

wash pump 3.0 H.P.

Refrigeration, Ship's Stores
One 3" X 3" single-cylinder

ammonia compressor 2.2 H.P.

One Wi" X 2" centrifugal pump

for small condenser 1.0 H.P.

Fuel oil transfer pump, 2" ro-
tary 2.0 H.P.

Fresh water transfer pump, 2"

rotary 2.0 H.P.

Grinder, 7" wheels 5 HP.

Drill press, Va" hole in steel 5 H.P.

Cargo winch 25.0 H P.

Anchor windlass 7.5 H.P.

All of the units are not running
at the same time, but actually to
carry on freezing as outlined re-
quires 177 horsepower, which, with
a little margin, requires two 90-
K.W. generators driven by 135-
horsepower auxiliary engines.

With the same assumptions as to
time and quantities, the load is dis-
tributed differently on the boat with
individual coils in the wells, but
there is little or no difference in the
electrical load. However, with the
coil system there must be no stop-
page of the circulating puinps once
the fish are stowed in a well.

The electrical load on the tuna
boat, using indi\iduai coils in each
well, follows:

Lights, 1,500 watts; miscellan-
eous, 1.50 watts 2.1) H.P.

Fathometer, 300 watts; radio,

2,000 watts 3.0 H.P.

Searchlight, 1,.500 watts 2.0 H.P.

Two blowers. IH HP. each... 2.5 H.P.

Two 1(1" vertical ijropeller
pumjis, water suii]>ly to bait
wells and boxes 1,840 gallons
per minute each, 20 foot
head, 15 H.P 30.0 H.P.

Four 6" X 6" double cylinder
ammonia compressors, 360
r.p.m., 30-H.P. motors oper-
ating sinuiltaneously at 25
H.P. each 100.0 H.P.

One compressor jacket water
and sanitary pump, 2" x 2M!"
centrifugal 1.5 H.P.

One 5" X 6" centrifugal pump

for condenser service 7.5 H.P.

Brine Strengthening Tank

One vertical 16" circulator 2.0 H.P.

One 3" X 3" centrifugal com-
bined supply and circulating-
pump ' 5.0 H.P.

Freezing Circulation

Ten 5" x 5" centrifugal pumps,
600 gallons per minute, 12
foot head, 3 H.P. each 30.0 H.P.

General Service

Two 4" centrifugal transfer
pumps also connected to the
bilge and sea, 7% H.P. each.. 15.0 H.P.

Refrigeration, Ship's Stores

One 3" X 3" single-cylinder

ammonia compressor 2.2 H.P.

One IV2" X 2" centrifugal pump

for small condenser 1.0 H.P.

Fuel oil transfer pump, 2" ro-
tary -- 2.0 H.P.

Fresh water transfer pump, 2"

rotary 2.0 H.P.

Grinder. 7" wheels .t H.P.

Drill press. V2" hole in steel 5 H.P.

Cargo winch 25.0 H.P.

./Vnchor windlass 7.5 H.P.

All the units that are actually

running simultaneously require 176

horsepower.

The system using one brine tank

for cooling and circulating sea

water and another for cooling and

circulating 22 per cent brine at zero

has not been tried yet.

In addition to the two 90 K.W.

generator sets, the vessel needs a

.?2-volt battery and a 20-K.W. gen-
erator set to take care of the bilge,

fire, deck wash and other i)umps and

motors about the shij).

A Mystery

(Continued from Page 38)

\\ hen the Admiral Karpfanger was
about 140 daj's from her last port, and
nothing had been seen of her, she was
given up as lost, and a very intensive
investigation was planned by the
Sceamt in Hamburg.

The relatives of the sixty men of
the crew formed a committee to do
their utmost to further this investiga-
tion. After long months of inquiry,
and even sending a small vessel of the
Chilean Navy along the Coast of Ter-
ra del Fuego and examining all the
islands around Cape Horn, on January
19, 1939, the Seeamt in Hamburg
came to the conclusion that the ship
must have been lost between the 12th
and 16th of March, and most surely
by running into an iceberg. The area
in which the accident occurred was
estimated to be .South of 50° South
latitude and between longtitude 100°
to 120° West.

From different parts of Germany
came tales from clairvoyants, that the
crew of the ship was still alive, but on
an island and not able to get in touch
with the rest of the world. Looking
at the matter from the viewpoint of a
.seafaring inan, it may have been pos-
sible that the crew had a chance to
leave in the boats before the .ship went
down. There have been records of
trips in lifeboats of more than 3,0(X)
miles, and possibly the boats may have
steered North to get out of the west-
erly winds into better weather, and
then sailed to the Northwest, running
before the .Southeast trades. By taking
such a cour.se, the boats inay have
reached the neighborhood of the
Tuamotu Islands, and in trying to
land on some island, may have lost
their boats in such an attemjit.

M .4 V . 1 « I 0

KnOUILEDGE IS THE STRHICHT

COURSE TO nDunncEmEnT

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansome Street, San Francisco, California.

QUESTION

If the crew refuses to go to sea
through the alleged unseaworthiness
of the ship, what should be done?
ANSWER

If a majority of the crew of any
vesesel bound on any voyage shall,
before the vessel shall have left the
harbor, discover that the vessel is
unseaworthy, and shall require such
unfitness to be inquired into, the
master shall, upon the request, forth-
with apply to the United States con-
sul, if in a foreign port ; or if in a
United States port, to the judge of
the district court of that judicial dis-
trict, if he shall there reside, or if
not, to some justice of the peace of
the city, town or place ; for the ap-
pointment of surveyors, taking with
him two or more of the crew who
shall have made such request; and
any master refusing or neglecting
to comply with these provisions
shall be liable to a penalty of $500.

The consul, judge or justice shall,
upon such application of the mas-
ter, issue his precept, directed to three
persons in the neighborhood, the
most experienced and skillful in mar-
itime affairs that can be procured.
It shall be the duty of such survey-
ors to repair on board such vessel
and to examine the same in respect
to the defects complained of, and
make reports to the consul, judge or
justice, as the case in;i\- be, in writ-

ing, whether in any or in what re-
spect the \essel is unfit to proceed
on the intended voyage, and what
addition of men, provisions or stores,
or what repairs or alterations will be
necessary ; and upon such report the
consul, judge or justice shall ad-
judge and shall indorse on his re-
port his judgment whether the ves-
sel is fit to proceed on the intended
voyage, and, if not, whether such re-
jjairs can be made or deficiencies
supplied where the vessel then lies,
or whether it is necessary for her to
proceed to the nearest or most con-

Deck Officers' Licenses
for March

SEATTLE
Name and Grade Class Condilioi

T. C. Spencer. Master CWSS. any GT O

C. Nilscn, 2nd Mate SS, any GT RC

J. D. Knox. 2nd Mate SS, any GT RC

PORTLAND

E. R. Hood. Master-Pilot CWSS, 500 GT RC

SAN PEDRO

D. Diefer. Master SS. any GT O

K. G. MacLean. Master-Pilot. ..SS. 20,000 GT RC

W. Borthen. 2nd Mate SS. any GT RC

O. M. Robberstad. 2nd Mate SS. any GT O

C. W. Koyston. 2nd Mate SS. any GT

A. W. Beavers. 3rd Mate SS. any GT

F. W. Hager. 3rd Mate SS. any GT

R. S. Schreiber. 3rd Mate SS. any GT

SAN FRANCISCO

R. GoorKian. Master SS. MS. any (;T RC

E. K. H. Roeben. Master SS. MS, any GT R(

N. W. Anderson, Chief Mate... SS. any GT R(

J. II. Barnhart. Chief Mate SS. any GT RC

R. G. Tatterion. Chief Mate SS, any GT R<

E. R. Tollefsen. Chief Mate SS. any GT RC

R. D. Moseley. 2nd Mate SS. any GT O

T. E. Br>anl. 2nd Mate SS. any GT RC

F. K. Wilson. 2nd Mate SS, any GT RC

K. S. Castle, Jr.. 3rd Male SS. any GT O

venient place where such supplies
can be made or deficiences supplied;
and the master and the crew shall
in all things conform to the judg-
ment. The master shall, in the first
instance, pay all the costs of such
review, report or judgment, to be
taxed and allowed on a fair copy
thereof, certified by the consul,
judge or justice. But if the complaint
of the crew shall appear upon the
report and judgment to have been
witliout foundation, the master shall
deduct the amount thereof, and of
reasonable damages for the deten-
tion, to be ascertained by the consul,
judge or justice, out of the wages of
the complaining seamen.

If, after judgment that such ves-
sel is fit to proceed on her intended
voyage, the seamen refuse to pro-
ceed on the voyage, they shall for-
feit any wages that may be due
them.

QUESTION

Where will you find listed the
life-saving and fire-fighting equip-
ment required to be carried by your
vessel?

ANSWER

On the vessel's certificate of in-

RG spection.

o

o

o

QUESTION

What is the law concerning time
off duty for licensed officers before
taking charge of a watch on sailing
day?

ANSWER

It shall be unlawful for the mas-
ter, owner, agent or other person
liaxing authority, to permit an officer

PACIFIC MARINE REVIEW

of any vessel to take charge of the
deck watch of the vessel upon leav-
ing or immediately after leaving
port, unless such officer shall have
had at least six hours off duty with
the twelve hours immediately pre-
ceding the time of sailing. Any vio-
lation of this section shall subject
the person or persons guilty thereof
to a penalty of $100.

QUESTION

What is the law concerning
watchmen and fire patrolmen on pas-
senger vessels?

ANSWER

Vessels carrying passengers shall
during the nighttime keep a suitable
number of watchmen in all passen-
ger quarters and on each deck.

All watchmen shall be under the
direct charge of the master or officer
in command at the pilot house at
fixed intervals of not longer than
every hour. Cabin watchmen and
cabin patrols on duty in the night-
time shall have in their possession
while on such patrol duty a suitable
and efficient dry-battery flashlight.

The uniform of the night watch-
man shall be so conspicuous as to
be readily distinguished from other
persons, and the coat or sweater
marked with a rating badge worn
on the left sleeve, marked "Watch-
man," and front of cap marked
"Watchman."

Watchmen or patrolmen shall not
be required to perform any other
duty while on watch.

On all passenger vessels having
berthed or stateroom accommoda-
tions for passengers, there shall be
maintained while passengers are on
board an efficient fire patrol so as to
cover completely all parts of the ves-
sel accessible to passengers or crew
at 20-minute intervals between the
hours of 10 p. m. and 6 a. m. except
machinery spaces, occupied passen-
ger or crew sleeping accommoda-
tions, and cargo compartments
which are inaccessible to passengers
or crew while the vessel is being
navigated.

Failure of a patrolman to follow
a prescribed route, or to record each
station within a definite time, shall
be entered on the record, along with
the reason for the irregularity.

The patrolman shall report to the
bridge every hour on vessels where
the fire patrol system is not
equipped with a recording apparatus

in the control stations. In vessels re-
quiring more than one patrol route,
one patrolman may contact the
others and make the joint report to
the bridge.

A patrolman while on duty shall
have no other tasks assigned to him.
He shall be provided with a flash-
light, and shall wear a distinctive
uniform or badge.

In the case of vessels of non-in-
flammable construction which are
fitted with an approved automatic
fire-detecting and alarm system in
public spaces, the patrol throughout
the entire patroled area may be at
one-hour intervals.

QUESTION

What is the law concerning the
manning of vessels and percentage
of crew?

ANSWER

No vessel of 100 gross tons and
upward shall be permitted to depart
from any port of the United States
unless she has on board a crew not
less than 75 per cent of which, in
each department thereof, are able to

understand any order given by the
officers of such vessel, nor unless 65
per cent of her deck crew, exclusive
of licensed officers and apprentices,
are of a rating not less than able
seaman.

Seamen rated able seamen on one
year's service shall not in any case
compose more than one-fourth of the
number of able seamen required by
this section to be employed upon
any vessel.

Upon each departure of any ves-
sel of the United States from a port
of the United States, 75 per cent of
the crew, excluding licensed officers,
shall be citizens of the United
States, native-born or completely
naturalized, unless the Secretary of
Commerce shall, upon investigation,
ascertain that qualified citizen sea-
men are not available, when, under
such conditions, he may reduce the
above percentage.

The owner, agent or officer of any
such vessel who shall employ any
person in violation of the provisions
of this section shall be subject to a

MAY. 1940

penalty of $500 for each oftense.

Upon each departure from the
United States of a cargo vessel in
respect of which a construction or
operating subsidy has been granted.
all of the crew (crew including all
employees of the ship) shall be cit-
izens of the United States, native-
born or completely naturalized.

Upon each departure from the
United States of a passenger vessel
in respect of which a construction
or operating subsidy has been grant-
ed, not less than 90 per cent of the
entire crew, including all licensed
officers of any such vessel, shall be
citizens of the United States, native
born or completely naturalized.

Any member of the crew not re-
quired by this section to be a citizen
of the United States may be an alien
only if he is in possession of valid
declaration of intention to become a
citizen of the United States, or other
evidence of legal admission to the
United States for permanent resi-
dence. Such alien, as abo\e defined,
may be employed only in the stew-
ard's department on passenger ves-
sels.

The owner, agent or officer of any
such vessel who knowingly employs
any person in violation of the provi-
sions of this act shall, upon convic-
tion thereof, be fined $50 for each
person so employed.

QUESTION

What is the penalty for neglect of
duty?

ANSWER

Suspension or revocation of li-
cense.

QUESTION

What is the Oil Pollution Act, and
to whom does it apply?

ANSWER

\\ hen used in the "Oil Pollution
Act, 1924," unless the context other-
wise requires:

(a) The term "oil" means oil of
any kind or in any form, including
fuel oil, oil sludge and oil refuse;

(b) The term "person" means an
individual, partnership, corporation
or association ; any owner, master,
officer or employee of a vessel ; and
any officer, agent or employee of the
United States;

(c) The term "coastal navigable
waters of the Unit' 1 States" means

all portions of the sea within the ter-
ritorial jurisdiction of the United
Slates, and all inland waters navi-
gable in fact in which the tide ebbs
and flows;

(d) The term "Secretary" means
the Secretary of W ar.

lixcept in case of emergency im-
periling life or property, or unavoid-
able accident, collision or stranding,
and except as otherwise permitted
by regulations prescribed by the
Secretary as hereinafter authorized,
it shall be unlawful for anj' person
to discharge, suffer or permit the
discharge of oil by any method,
means or manner into or upon the
coastal navigable waters of the Unit-
ed States from any vessel using oil
as fuel for the generation of propul-
sion power, or any vessel carrying
or having oil thereon in excess of
that necessary for its lubricating re-
quirements, and such as may be re-
quired under the laws of the United
States and the rules and regulations
prescribed thereunder. The Secre-
tary is authorized and empowered to
prescribe regulations permitting the
discharge of oil from vessels in such
quantities, under such conditions
and at such times and places as in
his opinion will not be deleterious
to health or sea food, or a menace
to navigation, or dangerous to per-
sons or pro]Kn-ty engaged in com-
merce on such waters, and for the
loading, handling and unloading of

oil.

.\ny person who violates this act,
or any regulation pjescribed in pur-
suance thereof, is guilty of a misde-
meanor, and upon conviction shall
be punished by a fine not exceeding

$2,500, nor less than $500, or by im-
prisonment not exceeding one year
nor less than thirty days, or by both
such fine and imprisonment, for each
offense. And any vessel (other than
a \essel owned and operated by the
United States) from which oil is dis-
charged in violation of this act, or
anv regulation prescribed in pursu-
ance thereof, shall be liable for the
pecuniary penalty specified in this
section, and clearance of such vessel
from a port of the United States
may be withheld until the penalty
is paid, and said penalty shall con-
stitute a lien on such vessel, which
may be recovered in proceedings by
libel ill rem in the district court of
the United States for any district
within which the vessel mav be.
QUESTION

When and where are life-lines re-
quired?

ANSWER

Air i)orts 16 inches or more in
diameter in the hull of all passenger
vessels that open into the passage-
ways shall have a life-line securely
fastened overhead within the pass-
ageway. This life-line shall be not
less than 2 inches in circumference,
knotted every 3 feet, and of suffi-
cient length to reach the water at
the lightest seagoing draft.

On vessels of classes (A) and (B),
one of the lifeboats on each side of
a vessel shall be of suitable size and
design for doing emergency work at
sea. Each of these boats shall be pro-
vided with at least four life-lines fit-
ted to a span between the davit
heads, of sufficient length to reach
the water at the vessel's lightest sea-
going draft.

V A C I H I (; M A K I N K R R V I E W

^

^^_O.CnA ■ « .i^wMV tr.ty/i

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-^dL^:y^g>M^^ -^^^=^4:^^%

U(ruX (h4rtum& GnSwihuL

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Feed Water Treatment

VI Boiler Compounds

QUESTION
What are boiler compounds?
ANSWER

Boiler compounds are chemicals
or combinations of chemicals dis-
tributed under a trade name, spe-
cifically intended for use in treat-
ment of boiler water or feed water.
QUESTION

What are some of the chemicals
to be found in compounds?
ANSWER

Table I is a listing of 24 different

compounds which have been used
for boiler water treatment for ma-
rine boilers over the last 30 years,
as analyzed by an important chemi-
cal firm.

The figures are in per cent by
weight, but do not necessarily total
100 per cent in each case, due to in-
clusion of inert or inactive materials
not listed.

The first U. S. Navy boiler com-
pound was adopted in 1911, and con-
sisted of trisodium phosphate, 10% ;

potato starch, 1% ; tannic acid, 2%
in form of tannin bearing organic
material ; and the rest soda ash. In-
creased pressures and changes in
boiler design, plus experience
gained, caused the Navy again to in-
vestigate the subject, with the re-
sult that in 1933 they standardized
on a compound consisting of 47%
disodium phosphate, 44% soda ash
and 9% corn starch. The starches
seem to change the surface tension
or otherwise improve the water to
prevent foaming and carry-over.

In bringing out this compound,
they emphasized that it was de-
signed for boilers using distillation
for make-up. The dosage is regu-
lated to control alkalinity, holding

Sodium

Sodium

Sodium

Sodium

Sodium

Sodium

Bicarbon-

Ciuslie

Silicalc

Alumin-

Sodium

Dlchru-

Trisodium

Sodium

Arid

Sodium

Sodium

Total

COMPOUND

Carbonate

*'«

Soda

as SiOj

»"

Chromale

ma.e

Phu.phale

Suirale

Sulfalr

Zinc;ile

/ine

Chloride

Sugar

Organic

W.uter

I

20.16

29.47

50.37

II

20.96

7.14

5.30

66.26

III

16.76

35.65

46.37

IV

1.04

9.76

87.36

V

10.50

4.69

4.26

80.25

VI

5.74

0.5

8.56

82.07

VII

4.5

11.2

83.1

VIII

10.00

90.00

IX

10.0

32.0

50.0

X

45.49

3.00

34.56

14.88

XI

28.10

41.97

7.6

12.0

12.0

XII

26.93

Trace

XIII

24.48

Trace

XIV

51.6

16.9

29.2

XV

2:i..'!

Trace

17.44

59.26

XVI

19.17

5.35

75.49

XVII

28.6

5.36

66.4

XVIII

1.16

27.34

18.74

22.09

37.17

XI\

2.38

9.36

26.58

29.19

34.29

XX

96.07

1.98

0.7

X\I

11.7

1.2

7.1

70.0

XXII

35.0

23.0

31.0

XXIII

9.86

86.3

4.13

XXIV

11.3

12.8

73.2

5.4

Table I

M .V Y , 19 4 0

Matson's

Lurline.

Mariposa,

Monterey,

Matsonia,

are the

fastest

four in

American

oversea

passenger

service.

it to .4 to .7 per cent of nornial.*

Table II indicates the relation be-
tween pH values, which arc used in
most literature on alkalinity and per
cent normal measure as used in the
Navy instruction.

Alkalinity
pH Value % Normal

10 .01

11 .1

12 1.0

13 10.0

14 100.0

TABLE II
Thus the Navj- .4 to .7 per cent N
means pH 11 and pH 12.

QUESTION

What two conditions, varying in-
dependently, must be separately
controlled?

ANSWER

The two xarialiles arc: (1) alka-
linity for corrosion pre\ention ; (2)
sulphate or hard scale forming com-
pounds to be changed over to in-
soluble sludge forming compounds.
QUESTION

What chemicals accomplish these
results?

ANSWER

Nearly all chemicals have some
effect on alkalinity, some more and
some less. Thus in treating for
condition (2) above, we may also
affect alkalinity, or condition (1).
.Strong alkalies naturally are the
most effective in increasing alka-
linity, such as caustic soda and tri-
sodium phosphate.

As to condition (2), scale-form-

•Thoii* intere»te<I arc <lirict«l to Navy Depart-
ment, Bureau of Eriv'iri<-'rinw InstructionB for
Boiler Water Treatmeri-. I'j.'iM. Obtain from
Superintendent of Docun.. r.i h, WashinKton, D. C. ;
price n cents.

ing, those substances whose solu-
bility in water increases with tem-
perature precipitate out as sludge
and can be passed through the
blow-down ; while conversely those
substances whose solubility de-
creases with temperature deposit as
adherent or hard scale. For exam-
ple, calcium sulphate, calcium sili-
cate and calcium hydrate deposit as
scale on heating surfaces, while cal-
cium carbonate and calcium phos-
phate separate out as sludge.

Prevention or safety consists in
adding and maintaining an excess of
carbonate or phosphate so as to
combine with the calcium and
sludge down as carbonate or phos-
phate sludge.

Sodium carbonate (soda ash) has
long been used for this purpose, but
it also increases alkalinity. It fur-
thermore tends to dissociate at
boiler temperatures, requiring a
great deal more than would be
needed otherwise, which may raise
alkalinity above a desirable value.
High alkalinity causes foaming, and
it is believed to contribute to crack-
ing of steel under stress.

QUESTION

What scale preventives are stable
at boiler temperatures?

ANSWER

The phosphates in general are
preferred as maintaining their chem-
ical identity at high temperatures.
The phosphates available are triso-
dium phosphate, highly alkaline;
disodium phosphate, less alkaline;
monosodium phosphate, slightly
acid and dangerous to use, as any
acid wr)uld be.

QUESTION I

How can condition (1) alkalinity,
and condition (2) scale prevention,,)
be controlled simultaneously?

ANSWER

By simultaneously maintaining in I
the boiler water of each boiler a i
phosphate-to-sulphate ratio high i
enough to prevent the formation of i
hard scale, adjusting this with no
thouglit to alkalinity, at the same
time hoUiing alkalinity high enough,
using alkalinity control chemicals ■
to prevent corrosion, but low
enough to avoid embrittlement or
wet steaming.

QUESTION
What is the result of using the ;
more alkaline phosphates?

ANSWER

When water is used with a high
content of calcium bicarbonate, as
bunkered in South Atlantic and Gulf
ports, San Pedro, on lower Califor-
nia Coast, and various British Chan-
nel ports, also water stored in ce-
ment-washed feed tanks, the triso-
dium and disodium phosphates
would be needed in such quantities
to su])ply the necessary phosphate
excess as to give a great excess in
alkalinity. This excess alkalinity
could be lowered by use of acid
compounds, but these are too dan-
gerous to allow of general use.

QUESTION
What general recommendations
can be made regarding the use of
compounds?

ANSWER

No general recommendations can
be made. 'Hu- use of compounds

PACIFIC MARIN f; REVIEW

shtmld be based on specific infor-
mation as to the requirements of the
boiler water and as to the chemical
contents of the compound. Dosage
and testing procedure should be de-
termined on the advice of a compe-
tent chemical engineer.

QUESTION

Does the use of evaporated or
distilled water make the problem of
treatment simpler?

ANSWER

Condensate forms the bulk of
feed for marine boilers. The make-
up may be either distillate or bun-
ker water. Considering the cost, it
is an open question whether it is
worth while to run the evaporators
if reasonably good bunker water is
available. Condenser leakage is an
ever-present possibility and has a
predominating influence in the char-
acter of feed water. Slight con-
denser leakage often results in more
serious water conditions than would
be caused by any conceivable raw
water make-up.

The ratio of make-up to total feed
is ordinarily about one per cent. The
seepage of two lbs. of sea water in-
troduces more dissolved salts into
the boiler than does the use of one
ton of New York water.

Also investigations have disclosed
that a large part of feed contamina-
tions has been accumulated while
the water was stored in the double
bottoms.

The amount of chemical required
to treat one per cent of make-up of
reasonably good raw water is so
small and so ine.xpensive that it is
preferred to the use of evaporators.

This concludes the series on this

subject. We ha\c not covered tests
and test kits used in the engine room.
If interest in this phase of the sub-
ject is indicated by correspondents,
we may de\ote two articles to it.

Our next article opens a series on
boilers.

"The Chief" desires to make this
scries uii hoileis as praetieal as pos-
sible.

The boiler is the device in which
heat energy is generated and con-
trolled for use ill the propulsion and

Engineers' Licenses for March

PORTLAND
Name and Grade Class Condition

G. M. Codman. Chief SS. any GT KG

W. A. Nascly. Ist Asst SS, any GT RG

R. E. Hoyt. Ist Asst _SS, any GT RG

JUNEAU

W. F. Ulrich, 2nd Afst MS, any GT RG

SAN PEDRO

H. H. Clute. l.st Asst SS. any GT RG

.1. M. Steele. 2nd Asst SS. any GT RG

J. L. Bushnell. 3rd Asst SS. any GT O

F. Stasko, 3rd Asst SS. any GT O

HOQUIAM

H. L. Andersen. Ist Asst SS, any GT O

SAN FRANCISCO

J. Stasko. Chief SS. any GT RG

G. Hamblin. Chief SS. any GT RG

J. Duffy. Chief SS. any GT RG

T. W. Walsh. Chief SS, any GT RG

F. G. Graham. Ist Asst. SS, any GT RG

K. G. S. Robertson, 1st Asst.....SS, any GT RG

K. M. Kuhn. 1st Asst SS. any GT RG

E. M. Downing. 1st Asst SS. any GT RG

H. W. Forbes, 2nd Asst SS. any GT O

J. Mowrey. 2nd Asst SS. any GT O

H. E. Carper. 2nd Asst. SS. any GT O

A. J. McKenna. 2nd Asst. SS. any GT RG

F. B. Ryall. 2nd Asst SS. any GT RG

B. H. Crichton. 2nd Asst SS. any GT RG

M. S. Davis. 3rd Asst SS. any GT O

J. H. Kane. 3rd Asst SS. any GT O

J. J. Anderson. 3rd Asst SS. any GT O

W. P. Cubitt. Chief SS. any GT O

W. E. Huff. Chief MS. any GT RG

J. H. Murray. Chief MS. any GT RG

Abbreviations; SS is steamer; MS is motorship;

GT is Kross tonnaee: O is original license: RG is

raise of grade. All of these licenses are for ocean
service.

auxiliary prime movers. It may there-
fore he styled the "heart" of any
steam plant.

In a modern steam plant where the
lubrication is automatic and the action
of the turbine rotor depends entirely
on an adequate flow of rightly-con-
ditioned steam, that engineer is wise
zcho devotes most of his attention to
the boiler and its auxiliaries.

Nearly all new steamers are now
being equipped with ivater tube boil-
ers of 350 p.s.i. and up, and fitted with
superheaters to give total temper-
atures of 750° F. In modern shoreside
poz'jer stations, this would be consid-
ered low pressure and temperature.

A few experimental marine plants
have gone to the 1,(X)0-1,3(X) p.s.i.
range with 950° F., and seem to be
getting along fairly zvell.

The higher ranges of pressure give
diminishing returns in fuel economy,
but are showing very favorable results
ill ship economy (weight and space
savings). Notunthstanding these mod-
ern trends in the new ships, it is still
true that the majority of steamers in
the American seagoing merchant ma-
rine are Scotch boiler reciprocating
steam engine jobs. Out of our 1,320
seagoing merchant ships of 2,000
gross tons and up, there are 879
equipped zvith Scotch boilers, 370 with
zvater tube boilers and 71 are diesel
drive. Of the 1,249 steamers, 790
have reciprocating steam engines.

Perhaps these figures will indicate
to the younger operating personnel
the reason zvhy the revised examina-
tion questions still contain queries on
the Scotch boiler, triple expansion,
reciprocating jobs which modern
steam engineers consider obsolete.

What are your boiler troubles F
"The Chief."

A New Type

Diesel Waste Heat Boiler

The m o t o r s h i p Morniacpenn,
built for the U. S. Maritime Com-
mission by the Sun Shipbuilding
and Dry Dock Company, and char-
tered to the Moore-AIcCormack
Line, Incorporated, is the first of
four sisters, whose power plants are
unique. Four 2,250-B.H.P. Busch-
Sulzer diesel engines drive the
single-screw shaft. Each engine has
connection through an electric coup-
ling to a pinion meshing with the
single large gear wheel mounted on
the ])ropcller shaft.

The exhaust gases of the four main
engines are passed through a Foster
Wheeler combined waste heat and
oil-fired boiler designed to generate
steam at 50 lbs. pressure for heat-
ing, cooking and miscellaneous uses
on the ship.

Operation of this type of boiler is
quite different from that of the usual
marine boilers, since heat for the
generation of steam is obtained from
either of two sources, or both in
conjunction. The boiler is divided
into two heating sections connected
to a single steam drum ; one section
is the waste heat absorption por-
tion, recovering heat from the ex-
haust gases of the main engines ;
and the other is a direct-fired boikr
section of conventional design,
heated by a single oil burner. The
earliest installation of this sort was
in the motorshiji Pennsylvania Sun,
constructed by the .Sun .Shipbuild-
ing and Dry Dock Company for the
Sun Oil Company, and dri\-en by a
single 6.000-H.P. .^un-l)nxfnrd
engine.

Interesting modifications were in-
volved in the Mormacpenn, since
the diesel power equi])ment consists
of four engines instead of one. Each
of these engines is prijvidcd with its
individual waste heat lioiler section,
which assures best i)erformancc and
great flexibility. If the exhausts
from all four engines were dis-
charged into a single common cham-
ber containing all of the heating
surface for the exhau>t gases, it
would result in undesirable r)y)c-ra-

1 waste he

anddir
s:(l)ai

Sectional drawings of coi
requirements. The boiler consists of two se
unit, and (2) a cast iron, extended surface, waste hea
used with diesel engines, divided into four compartn
steam drum is common to all sections. The oil-dred sectK
is the waste heat section. At lower right is a vertica
waste heat compartments at the left and oil-fired secti
taken through the gas ch

aste Heat Section Oil-fired Se

:t-fired boiler to provide ship's steam
;il-fired, cross-drum, sectional-header
recovery unit of the type commonly
:nts, one for each engine A single
1 IS shown at upper left and below it
section through both portions with
n at the right Upper right is a plan
nbers.

tion. For example, if two engines
were operated and two idle, the gas
velocity and heat transfer rate
would Ik- low, and performance' un-
satisfactory. I-'urthermore, if wurk
were to be done on any <>f tlu- ik-
ments in the waste heat section ol
the boiler, all four of the enginf=;
would have to be shut down. Hav-
ing a se])arate gas passage lor eacli
engine permits shutting down one
engine in order to work on the cor-
resf>onding gas passage, which in

itself is a great advantage.

Mechanical details of the boilei
include a steam drum 36 inches il
iliaineter and a])i)roximately 16 fe€
long, willi connections to botl
dirccl-fireil and waste heat sections
Tlie elenients in the waste heat por
lion are arranged horizontally, an(
art.- of composite construction, il
which extended surface, gilled rinj
castings are shrunk upon 2-inch
iliameter boili-r tubes. This givei

(Pa«c 57, plc-tsc)

I' .A C I F I C M A K I N K R E V I K

Consolidated Acquires

At Orange^ Texas

The Consolidated Steel Corporation of Texas, re-
eently formed as a wholly-owned subsidiary of Con-
solidated Steel Corporation, Ltd., of Los Angeles,
Calif., has purchased the properties of the Orange Car
and Steel Company at Orange, Texas. The acquired
property contains about 60 acres on a peninsula
bounded by the Sabine River. The river at this point
is 600 feet wide and 25 feet deep. The existing plant
is equipped and is now being operated for the fabri-
cation of structural, plate and reinforcing steel.

During the last war, the Southern Shipbuilding
Company operated on this property. Five shipways
were installed for the construction of vessels for the
Shipping Board. The piling for these ways is in place
and in good condition below the moisture line. With
such excellent shipbuilding facilities as exist on this
property, and ha\ ing a deep-water outlet to the Gulf,

Consolidated plans to enter the fieUi for the construc-
tion of such craft as barges, tugs, trawlers and cargo
boats.

The officers of the company are D. G. Henderson,
president ; Alden G. Roach, vice president ; L. R. Earl,
vice president; R. O. Cragin, secretary and trea.surer;
M. J. Tavis, assistant secretary and treasurer, and
Charles H. Steele, former manager of Orange Car and
Steel, sales manager of the new company.

Above:

D. G. Henderson,

president.

Left:

Alden G. Roach,

vice-president.

Right:

L. R. Earl,

vice-president.

Headache

Taken Out of ^^PoUtio*i ^m.

rr

by the Hydrographic Office

A simplified method of determining
the position of a ship or an airplane,
which enables a navigator to deter-
mine his position in terms of latitude
and longitude in a few seconds and
with an accuracy of one-tenth of a
mile, is assuming great importance to
ocean commerce and modern, high
speed air transportation.

This method, eliminating nearly all
of the involved mathematical compu-
tation of older procedures, is based on
use of pre-computed navigation tables
which are being compiled and assem-
bled by the Work Projects Adminis-
tration in cooperation with the Hydro-
graphic Office of the United States
Navy. The \\"PA has assembled these
tables in volumes covering 10 degrees
of latitude, usable in both the south-
ern and nrjrthern hemispheres.

Navigators may now obtain four
volumes of these tables which are
entitled "H. O. 214— Tables of Com-
puted Altitude and Azimuth," cover-
ing all latitudes between 40 degrees
south and 4<) degrees north. An addi-
tional volume, which will be available
this year, will cover the latitudes up
to 50 degrees. Meanwhile, WPA
workers are computing tables for the
latitudes from 50 to 90 degrees. When
this work and that which is projected
is completed, it will mean that a nav-
igator, on any ocean or over any land
area of the globe, will be able to de-
termine his position accurately and
rapidly without resorting to involved,
individual computation and logarith-
mic tables.

The science of navigation has al-
ways been to the uninitiated one of
man's most mysterious devices for
finding his way around. To mariners
and aviators who are trained naviga-
tors, the science is nothing more than
an exact mathematical procedure
which makes use of certain observa-
tional and geographical data to fix the
fKisition of a ship in relation to the
earth : that is, to determine its latitude
and longitude.

Under ordinary i onditions, a train-
ing period oi at lea • eight months is

required to take the niyster\- out of
the process and develop facility in
navigating. With the new tables it is
estimated that the training period can ,
be reduced to about six weeks.

In effect, the technique of celestial
navigation is based upon the fact that
at a given point of latitude antl longi-
tude, at a particular time, a particular
angle (altitude angle) between the
horizon and the sun or a known star
will be observed.

A navigator, using the old method
and wishing to check his position,
would take a sextant sight upon the
sun or a star which he could identify.
Then, using the elements of time, his
bearing from the celestial body and
his assumed latitude and longitude, he
would compute, by the use of special
formulae, the altitude angle which
corresponded to his assumed latitude
and longitude. If the computed alti-
tude were greater or less than the ob-
served altitude, he would adjust his
assumed position accordingly.

By using the "Tables of Computed
Altitude and Azimuth" the navigator
can find immediately the altitude an-
gle and azimuth or bearing, which
corresponds to his as.sumed latitude
and longitude, without having to com-
pute it. His ptjsition then can be im-
mediately determined by comparing it
with the observed data of his actual
position and adjusting accordingly.

Since 1837 the method known as
the Sumner Line or Line of Position
has been the basis for practically all
navigational jiosition finding. On the
18th of December, 1837, Captain
Thomas H. .Sumner, an American
Merchant Captain, was on a cruise
from Charleston, South Carolina, to
(jreenock, .Scotland. Uncertain of his
position because of a heavy storm, he
was able finally to take a .sextant alti-
tude of the sun. In attempting to plot
this altitude for position, he accidently
discovered, by taking different lati-
tudes, that there were actually a series
of positions on the earth where the
altitude of any celestial body would
be the same U>y any instant f)f time.

For all practical purjioses the joining
of these series of positions formed a
line which was at right angles to the
bearing of the celestial body from the
.shiji.

( Jbviousl)- if a second celestial body
were available on which a sight could
be taken, a similar line of position
could be determined for that body.
The intersection of these two lines
would definitely locate the position of
the observer. The i)roblem thus be-
came one of determining the two cor-
rect -Sumner lines of position by com-
]iaring computed and observed data
and finding or plotting the intersec-
tion. "H. O. 214" provides a quick and
easy method for doing this.

The value of these tables to present
day navigation has attracted the atten-
tion of the entire navigating world.
The first consideration of the Hydro-
graphic Office was to make this rapid
method available to our own mariners
and aviators, and for that reason
tables for the latitudes covering the
L^nited States and its territorial waters
were the first to be compiled by the
WPA workers. The extension of the
work to include additional latitudes
has benefited our own world-wide sea
and air commerce and has brought re-
i|uests for information and completed
volumes from navigators and scien-
tists of nearly all foreign countries.

All U. S. Government services, in-
cluding the U. S. Navy, Coast Guard,
Army Air Corps and the Coast and
Geodetic Survey are now using these
tables in all of their navigation and
scientific work. And an increasing
number of private seamen, yachtsmen
and aviators of all nations are finding
the easier method valuable. Among
the commercial airlines using the
tables is the Pan American Airways
which has adopted the method on their
routes to Europe and the Orient.

In a recent re|)ort on the value of
the new navigation tables, Captain G.
.S. liryan. Chief Hydrogra])her of the
U. S. Navy, said : "These tables are
of the utmost im|)ortance to modern,

(Page 68, r'ease)

S6

PACIFIC MARINE REVIEW

New Type Waste Heat Boiler

(Continued from page 54)

the strength of steel, the corrosion
resistance of cast iron and a heat-
absorbing surface six times that of
the bare tubing. Positive direction
of water flow through the tubes,
which is essential for satisfactory
performance, is effected by placing
orifice plates in the downcomer
pipes from the steam drum to the
bottom header supplying the tubes.
Waste heat boilers of this construc-
tion have been in service in large
diesel-driven ships for twelve years.
The direct-fired heating section is
composed of straight tubes, ex-
panded into forged-steel sectional
headers, connected to the steam
drum with 4-inch tubing and
nipples.

The entire boiler is designed for
heavy duty, with framing and cas-
ing built to withstand pulsations set

up by the exhaust. Exhaust gas
chambers function effectively as
mufflers, offering frequent changes
in velocity and direction of the
gases, without imposing appreciable
back pressure. Ample insulation is
used throughout to prevent loss of
heat.

The combination of heating meth-
ods permits maximum efficiency in
over-all ship operation by utilizing
heat units otherwise lost up the
stack when running the engines, and
at the same time provides complete
independence of engines through
direct oil-firing, at any rate neces-
sary to assure the steam required
for ship's use. In other words, if the
engines are run at low rating or
shut down, the oil burner may be
operated to make up any deficiency.

Literature of the Industry

Flanging and Pressing, a new illus-
trated 132-page manual published by
the Lukens Steel Company.

In this book, designers and build-
ers of vessels and marine equipment
will find published for the first time
useful data on flanged heads and
pressed steel sections for boilers,
bulkheads, buoys, mooring bitts and
other marine products.

Clearly and attractively presented,
with 77 photographs of various indus-
trial applications, are detailed descrip-
tions, drawings and tables of informa-
tion on each style and size of head. A
unique feature is the data, never be-
fore released, on heads larger than 15
feet in outside diameter, illustrated
with such examples as the largest
heads ever spun in one piece, formed
of steel plates rolled on Lukens 206"
(world's largest) plate mill.

Designing engineers will be partic-
ularly interested in the Lukens
Flanged Only Head, spun in one
piece from two different gages of
steel plate, for use in a Scotch marine
boiler. The finished head is 15'3"
O.D., containing three large flue holes
and two manholes. Other illustrations
include a view of finished hot-pressed
sections for Lukens Tanker Bulkhead
System ; welded steel blower casings
fabricated from flanged only heads,
for use in steam turbines ; a whistling
buoy equipped with large and small
flanged and dished buoy heads;
welded steel mooring bills; steel
buoys equipped with toed-in flanged
heads, and one of si.x flanged and

dished A.S.M.E. Code heads formed
from naval brass.

Engineering data, published for the
first time, cover the capacities of ellip-
tical dished heads, as well as a com-
plete description of flanged and re-
verse dished heads, dished only heads,
flared and dished heads, flanged and
conical dished heads and flanged
hemispherical heads. Information on
flue holes, handholes and manholes,
handhole and manhole saddles and
fittings, head machining and plate
planing has been revised and ex-
panded. There are additional circle
weights and a new size card.

LTseful to designers, estimators and
purchasing agents are the prices for
forming each type and size of head,
together with quantity differentials on
each group of products. To make
matters easier for the purchaser, sim-
ple tables eliminate any need for
higher mathmetics in calculating di-
mensions and weights of spun and
pressed products.

Measurement of Vessels; 152 pages
8"xl0^", with numerous diagrams
and tables, paper bound, in loose leaf
form, published by the Bureau of Ma-
rine Inspection and Navigation of the
U. S. Department of Commerce.

This book is very important. It sets
forth the regulations (effective March
1, 1940) for interpreting laws relating
to admeasurement of vessels, together
with : the text of the said laws of the
LTnited States ; the Suez Canal regula-
tions, and the Panama Canal rules.

The contents are in five parts, and
each part is separately indexed. These
main divisions are :

Part I. Bureau of Marine Inspec-
tion and Navigation regulations for
the tonnage measurement of vessels.

Part II. Laws of the United States
relating to the measurement of vessels.

Part III. Suez Canal special ton-
nage certificates.

Part IV. Measurement of United
States naval vessels for Suez Canal.

Part V. Panama Canal measure-
ment.

Every ship designer, ship operator
and master should have a copy of this
book. Applications for copies .should
be made to the Bureau of Marine In-
spection and Navigation, United
States Department of Commerce,
Washington, D. C.

MAY. 1940

0^

At^f

SHIPS in THe mRKine

LATEST NEWS FROM AMERICAN SHIPYARDS

A/ecu SUi/pJxulLllUi<^ ^inin

SlUpJu>ula4*Uf. GoHi/iiatuf,

A group of prominent Los Ange-
les and Long Beach industrialists
has completed the formation of a
new shipbuilding firm, to he known
as Southern California Shipbuilding
Company. A site for a shipbuilding
yard has been obtained on the east-
ern end of Terminal Island at the
entrance of Long Beach Inner Har-
b<jr.

The program for yard develop-
ment calls for the early construction
of four ways suitable for the erec-
tion of vessels of the United States
Maritime Commission tj'pes. This
new company will be an active bid-
der on contracts for ]irivale inter-
ests as well as on V . S. .M. C. con-
tracts.

MaUo4i, Ond&nA, ^04€^ G-36,

The .Mariiinu- ( Oniniission's L-3
cargo ship design has been selected
for the first new construction under-
taken by an American intercoastal
shipping operator in more than ten
years.

Four vessels of this type have
been ordered by the Matson Navi-
gation Company for service between
-New \'ork and Hawaii, in a revival
of shijjbuilding for the domestic
services. Two of these vessels are
tn be built at Federal an<l two at
Newport News.

Oni.' of the important contribu-
tions which this type of ship can
make to efficient operation and im-
proved service for shippers is indi-
cated by the fact that its IG^-^-knot
speed is expected to reduce the pres-
ent running time of 45 days between
New York and Hawaii to approxi-
mately 28 days.

The C-3 design, developed by the
Maritime Commission's technical ex-
perts, is a ship of approximately 492
feet overall with a beam of 69.6 feet,
11,900 tons deadweight, equipped
with the most modern cargo han-
dling devices and propulsion nia-
chincrv.

SecUtle-^JaoatfUi,

J^cufuuf, Keeli

At the big new Tacoma yard of
the Seattle - Tacoma Shipbuilding
Corporation, the schedule for con-
struction on the five C-1 cargo mo-
torships which that firm is building
for the U^. S. Maritime Commission
has been tentatively revised as fol-
k)ws ;

Mull No. 1 had keel laid March .=;,
will be launched September 1 and
delivered January 1, 1941. The cor-
resjjonding dates for the other four
are :

Hull No. 2, April l.S, 1940: Octo-
ber 1, 1940, and Fcbruarv 1, 1941.

Hull .\o. .3, September' 10, I'MO;
.March 1, 1941; June 1, 1941.

Hull Xo. 4, October 10,
A].ril 1. 1941 : lulv 1, 1941.

1940:

Hull No. 5, March 10, 1941 ; Au- .
gust 1, 1941 ; October 1, 1941.

The layout of this entirely new
shipbuilding plant has received
much praise from visiting shipbuild-
ing experts and reflects great credit
on President Lamont and his corps
of technical assistants.

Sea AiAxuAt

The Moore Dry Dock Company

are receiving consignments of pro-
pulsion machinery for the Sea Ar-
row, and are busy installing them
in the engine room of that vessel.
The tentative date set for delivery
is June 13. This means that early in
June, for the first time in many
years, San Francisco Bay will wit-
ness the trial trip of a large sea-
going merchant vessel.

This yard is now very busy with :
two large new vessels alongside the
outfitting dock having their machin-
ery and equipment installed ; one
new hull fast assuming ship shape
on the building ways ; and many
major repair contracts.

Moore Dry Dock was low bidder
for two new caissons for the two
new U. S. Navy graving docks, one
at Puget Sound, the other at Hono-
lulu, and on April 26 contract for
these caissons was awarded to
Moore's at a total of $525,070.

The L'nilcd ."stales Maritime Com-
mission on April 9 received the fol-
lowing bids for construction of three

58

PACIFIC MARINE RKVIEW

SHIPBUILDERS
and ENGINEERS

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTICN

SAN FRANCISCO OFFICE and PLANT

Machine Shop

and General Repairs

1100 SANSOME STREET
Tel.: SUtter 0221

ALAMEDA PLANT

^■achinery, Hull

and Industrial Repairs

Two Dry Docks

3.000 tons and 5,000 tons capacity

FOOT OF SCHILLER STREET

Tel.: ALameda 8585

GENERAL ENGINEERING
and DRY DOCK COMPANY »

combination cargo passenger ships
for the Mississippi Shipping Com-
pany of New Orleans, La.:

From Newport News Shipbuild-
ing and Dry Dock Company —

Fi.xed price basis: $3,825,000 for
one vessel; $3,575,000 for each of
two ; $3,465,000 for each of three.

Adjusted price basis: $3,475,000
for one vessel ; $3,250,000 for each of
two ; $3,150,000 for each of three.

Prices good until May 9, 1940.

From Bethlehem Steel Co., Inc.,
Sparrows Point Plant —

Fixed price basis: $3,564,000 for
one vessel ; $3,448,000 for each of
two ; $3,382,000 for each of three.

Adjusted price basis: $3,240,000
for one vessel; $3,135,000 for each
of two; $3,075,000 for each of three.

Prices good until April 22, 1940.

.Specifications call for a turbine-
drive ship 490 feet long, 65 feet
beam, a S])ecii of 161/2 knots and ac-
commodations for 63 passengers, for
Gulf to East Coast of South Amer-
ica service. The ships are identical
with three now under construction

for the same company at Bethlehem
Sparrows Point Yard.

Contract for building these three
steamers has been awarded to the
Bethlehem Sparrows Point Plant at
$3,075,000 each.

The Maritime Commission on April
20 announced that it had invited bids for
the construction of four single-screw
cargo ships for the American Export
Lines, Inc., of New York City. At
the same time, it announced the
award of a contract for construction
of two single-screw tankers for the
Keystone Tankship Corporation to
the Sun Shipbuilding and Dry Dock
Company, Chester, PennsyKania,
with the Commission paying only
the cost of national defense features.

The four Exjiort Line vessels are
approximately the size of the Commis-
sion-designed C-1 ships, but are ar-
ranged in the same manner as the
eight "Ivxiiort" type vessels now built

and building for the Export Line.
They will have a designed speed of
16^ knots, steam turbine propulsion,
and will be able to use harbors in
.Spain in which the somewhat larger
"Export" type vessels would have dif-
ficulty.

Bids will be opened at 12 noon.
May 21, 1940, in Room 4852, Depart-
ment of Commerce Building, Wash-
ington, D. C.

The two tankers for the Keystone
Tankship Corporation will be single-
screw, 16j'i-knot tankers with a ca-
pacity of 129,000 barrels and an over-
all length of 512 feet. They will cost
$2,602,(K)0 each, although the present
ship price will be reduced if addi-
tional vessels are ordered from the
same shipyard. The tankers are of the
T-2 type, on which bids were opened
on March 19, 1940. Six otiier single-
screw tankers, of nearly identical de-
sign, are now imder construction for
the Socony-Vacuum Oil Company,
Incorporated, at the Sparrows Point
Yard of the Bethlehem Steel Com-
pany, with (he Commission paying
the cost of national defense features.

MAY, 1940

On March 25 the Federal Ship-
building and Dry Dock Company
delivered a C-1. the Comet, last of
their original contract for six of
these vessels.

On March 18 they had delivered
the Sea Fox, first of a contract for
six Maritime Commission C-3 cargo
steamers, and laid the keels for two
destroyers on the ways, from which,
on March 9, they had launched two
similar vessels, the Plunkett and the
Kearny.

The second C-3 vessel, launched
on February 24, had her name
changed from Sea Hound to Fred-
erick Lykes. The third of this sex-
tette, originally designated as Sea
Panther, was launched on April 6
and christened Doctor Lykes.

The fourth C-3 steamer was
launched April 27 and christened Al-
meria Lykes, in honor of the mother
of the Lykes Brothers of New Or-
leans, to whose steamship line these
vessels are allotted. The sponsor
was Miss Almeria Holmes, 15-year-
old great-granddaughter of the lady
whose name was given to the ship.

On March 17 Newport News
Shipbuilding & Dry Dock Company
delivered to the Grace Line the C-2
cargo vessel Santa Teresa, last of
an original contract of four C-2s
placed with the Virginia shipyard bv
the Maritime Commission. The
other vessels in this program, all al-
located to Grace Line services, were
Nightingale, Stag Hound and Santa
Ana.

Newport News is making good
progress on the seven hulls of the
C-3 modified combination passenger
and cargo type, allocated to the
round-the-world services of the
American President Lines.

Keels for the first four of these
ships were laid on October 2, No-
vember 13 and December 26, 1939,
and on February 5, 1940. Since their
home port will be San Franci.sco, the
Pacific Coast is much interested in
these vessels.

A JlaAXfe. Onde^

T h e New York Shipbuilding
Company, Camden, Xi ,\ Jersey, re-

port that they received in March,
1940, an order for two large cruisers
for the U. S. Navy.

This yard, one of the largest in
the LTnited States, is specializing in
naval work, and in addition to the
above-mentioned order has the fol-
lowing under construction or on
order:

Two destroyer tenders and one
seaplane tender at the outfitting
dock; one battleship and one sea-
plane tender on the ways ; and one
repair ship on order. Total cost of.
work on hand approximately $145,-
000,000.

The Staten Island Yard of the
Shipbuilding Division, Bethlehem
Steel Company, Inc., on April 25 de-
livered their Hulls Nos. 8002 and
8003, the remaining two of three
U. S. Navy fleet tugs. The three tugs
were named after Indian tribes of
the Southwest — Navajo, Seminole
and Cherokee. These tugs have very
powerful diesel-electric propulsion
machinery with special control.
Their cost, $1,226,000 per tug.

The Fore River Plant delivered
the airplane carrier Wasp, and re-
port an order for three large tank-
ers. Hulls Nos. 1485-1487, to be 502
feet long, 68 feet beam and 37 feet
deep.

The Levingston Shipbuilding Co.

of Orange, Texas, delivered an 80-
foot all-welded steel towboat to W.
G. Coyle & Co. of New Orleans dur-
ing April, and received orders from
the Atlantic, Gulf and Pacific Com-
pany of New York for two all-weld-
ed steel tugs, one 48 feet long with
a 165-H.P. diesel, the other 57 feet
long with a 240-H.P. diesel, both for
delivery in May, 1940. Fast work!

During April they delivered also:
two all-welded steel barges 173' x 19'
X 8' 6" to the Higman Towing Com-
pany, Orange, Texas; four all-wcld-
cfl barges, same dimensions, to the
Pan American Refining Co. ; and
one diesel-electric ferry to Electric
Ferries Inc., ])Owered with a 950-
TI.T'. General Motors diesel and a
750-H.I*. ])ro|)ulsion motor.

One */m^ and *1wo. ^e/iA4e>i

Pusey and Jones Corporation re-
port two new contracts.

First is Hull No. 1079, a steel tug
of 215 gross tons for the Long Is-
land R. R. Co. This hull will be:
105 feet by 24 feet by 12 feet 11
inches. Powered with a Una-Flow
steam engine of 800 S.H.P., she will
make 11 knots speed. Delivery is set
for December, 1940.

The second contract is for two
ferries. Hulls Nos. 1080 and 1081,
for the Delaware and New Jersey
Ferry Co. These will each be 206
feet X 65 feet x 16 feet, and will be
powered with a 1,400-S.H.P. Una-
Flow steam engine.

During April Sun Shipbuilding
and Dry Dock Company delivered
to the Moore-McCormack Lines the
C-3 motorship Mormacland, third of
a series of four cargo vessels of the
Mormacpenn class. These ships are
powered with four Busch Sulzer die-
sels connected to a single propeller
shaft through Westinghouse electri-
cal couplings and a Falk single-re-
duction gear set. They have a nor-
mal shaft horsepower of 8,500 and a
sustained sea speed, fully loaded, of
\()Y2 knots.

After this delivery. Sun had under
construction or on order 36 vessels,
aggregating over 320,000 gross tons.

At the time of the disaster of the
submarine Squalus, smoke bombs were
observed by fishermen operating in
the vicinity. It appears that these
fishermen thought nothing of these
displays, supposing that they were
some form of drill, and made no re-
port of them.

A submarine of the United States
Navy which may be in need of assis-
tance releases a red smoke bomb.

A submarine which may be com-
pelled to surface in the vicinity of
surface craft releases a yellow smoke
bomb. Surface vessels should keep
clear of the yellow smoke bombs.

Any person sighting a red smoke
bomb rising from the surface of the
water should report the time and lo-
cation immediately to the neaerst Na-
val authority or Coast Guard unit.

PACIFIC MARINE REVIEW

Training For

Saleiif. GAixi SecundAf^ ai Sea

By Rear Admiral R, R. Waesche

Commandant, U. S. Coast Guard

During the past year the Coast
Guard has made great progress.
New duties and new equipment have
been entrusted to the service, par-
ticularly in the line of training the
seagoing fraternity. Also, our per-
sonnel, both commissioned and en-
listed, has been increased to meet
our expanding responsibilities. Fi-
nally, last July the old Lighthouse
Service was merged with the Coast
Guard, in the interests of economy
and efficiency in related spheres of
action. This merger brought many
ships and stations into the Coast
Guard and nearly a 50 per cent in-
crease in our personnel.

The men of the former lighthouse
branch are changing their old uni-
forms and status for those of com-
missioned and warrant officers and
enlisted men of a greater Coast
Guard.

We were happy to welcome these
men, with their long tradition of
public service, into our corps. We
are proud that they and their lights
and buoys, which guide our mer-
chant shipping, henceforth are
joined with us in a truly national
service for insuring safety at sea.

Maritime Training

Now, perhaps, something of the
background of the Coast Guard's
entry into maritime training would
be of interest. About four years ago
the Federal Government undertook
a realistic approach to the whole
shipping problem.

The report of its Maritime Com-
mission in 1937 was an economic
survey of the American Merchant
Marine. This report, in masterly
scientific fashion, established many
facts essential to the formulation of
any intelligent merchant marine
policy. Further, it sketched the out-
lines of what such a policy might be.

Merchant Marine Survey

The Commission made two very
important statements. First, that its
single objective was the national
welfare, and that shipping — at least,
the subsidized portion — must be
viewed as one means of insuring
that welfare. Second (and I quote) :
"Upon the degree to which shipping-
fulfills this public-service function
must rest its principal claim for
Government support."

The public interest involved in
shipping, many hold, is an obvious
one in its twin aspects of service to
American commerce and to Ameri-
can defense. Further, there is defi-
nite public welfare dependent on the
Government's heavy investment in
the merchant marine. A ship that
meets disaster shows no operating
profits on the voyage. Thus the
public interest is bound up with
safety at sea for economic, as well
as for purely humanitarian reasons.

Finally, Congress' policy, as
stated in the Merchant Marine Act
of 1936, requires that the United
States "shall have a merchant ma-
rine manned with a trained and effi-
cient citizen personnel."

Majority Unschooled

But the Maritime Commission
soon found that about 80 per cent
of all merchant marine officers had
received no systematic training and
that only 10 per cent were gradu-
ates of state nautical schools. Gen-
eral training facilities for unlicensed
men simply did not exist.

With the public welfare and the
congressional mandate as guides, the
Maritime Commission therefore, em-
barked on a national course of train-
ing American merchantmen. To the
Coast Guard the jirogram was en-
trusted.

In the Coast Guard we ha\e found
that no matter how well we educate

our officers while cadets at our acad-
emy, it is necessary to provide for
their continued education as long as
they are on active duty. The profes-
sion moves ahead, and every officer
has both to catch up and brush up
constantly. I feel quite sure it is the
same in the merchant service of to-
day. The day of the seaman who has
no more to learn is past. Conse-
quently, our program of training
both licensed and unlicensed person-
nel is aimed at providing them a con-
tinuing sort of education.

We give these men a stiff course
and they seem to like it that waj'.
In the Coast Guard we emphasize
the swift progress of science and en-
gineering at sea, but we believe first
of all that seamen must be salty.
Consequently, in planning the
course for the Maritime .Service we
have tried to hit a happy balance
between theory and jiractical work.
Practical Courses

Schedules both for licensed and
unlicensed men of all ratings — deck,
engineer or steward — give ample
practice in seamanship, boatmanship
and safety devices of all kinds. The
course for licensed officers is divided
into deck and engineer branches. In
all, 23 professional subjects and 7
practical drills are open to officers.

Some of the subjects, of course,
are elective, while others are re-
(|uircd. Mathematics, navigation,
maritime law, ship construction,
electricity, history of disasters, safe-
ty precaution, steam machinery and
other suitable studies are included in
the list.

Extension Courses

But the ^Maritime Service is not
the only direction from which the
Coast Guard in 1940 approaches the
]iroblem of training for safety at sea.
The correspondence courses of our
institute have been ni.ide available

MAY. 1940

MARINE DEPARTMENT

AETNA INSURANCE CO.

QUEEN INSURANCE CO.

MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX HRE INS. CO.

rommrrrial Hull DtpL

AUTOMOBILE INS. CO.

31 A T II E W S & L I V I N G S T O :\

Marine Underwritert'

200 BUSH ST. SAN FRANCISCO

Offices at: Colman Bldg. - Seattle 111 West 7th St. - Loi Angelei

by the Maritime Commission to all
merchant officers and seamen who
can qualify as to sea service. They
are also available to members of the
cadet training system which the
commission administers directlv.

Further, a recent law enables the
Coast Guard to lend officers to state
school-ships. We have one on duty
now on the California vessel.

Again, last year congress set up
the Coast Guard Reserve, primarily
an organization to promote safe nav-
igation among yachtsmen and small
boat men throughout the country.
The year 1940, therefore, finds the
Coast Guard involved, one way or
another, in the full scope of mari-
time training.

.Abstract of an address at the 36th annual din-
ner of alumni of the New York State Merchant
Marine Academy. March 2. 1940.

/7m 1/(h4Uu<U 'Waae

\\'e have always been interested
in heights of waves at sea. Steven-
son, great British lighthouse engi-
neer, made many measurements and
opined that, "In the open sea the
waves very seldom rose more than
12 feet above sea level."

The following, from the U. S. Hy-
<Irographic Bulletin, may therefore
be taken as a description of a very
unusual wave :

"Third Officer E. G. Babvard, of
the American steamer Endicott.
Capt. H. Johnson, reports that at
0020 ship's time, on January 28, 1940.
in lat. 30°30' X., Ion. 172°50' W'.,
while on a passage from Long
Beach, Calif., to Kobe, Japan, an un-
usual sea wave was encountered,
which did considerable damage.

"A westerly gale was blowing at
the time with high seas, when a 'wall
of water' bearing down 'like a tidal
wave' was observ ed ahead, towering
about 30 feet above the bridge,
which was 36 feet in height. The
ship plunged int(j this wave, and
was then raised up v\ ith it until the
ffirward jjart of the • ^^-i^ wa« out

of water clear aft to the bridge. She
then passed over the crest of the
wave and. dipping down, lifted the
stern clear out of water. As she
plunged into the next wave, the pre-
vious one engulfed the ])oop, swept
away the hand steering gear, to-
gether with the compass, and flooded
the crew's quarters. However, no
water was shipped amidships."

If the observations on height are
correct, we have here a wave of
which the vertical distance from
trough to crest is 66 feet. Such
waves would normally have a length
from crest to crest of approximatelv
1,300 feet.

The Endicott is of 6,319 tons
gross, 402.6 feet length, 54.8 feet
beam and 32.1 feet depth. Fully load-
ed, she has a draft of about 26 feet.
The fact that her bow plunged into
the next wave as her poop was being
engulfed by the big sea shows that
the latter was not of regular wave
form, and must have been caused by
some coalescing of waves or colli-
sion of waves that piled the water
up to double height. All of which
proves only that "eternal vigilance is
the price of safety" at sea, where the

foundation of stability constantly
through the centuries is at any mo-
ment so dangerously changeable.

On April 18 the United State-
Maritime Commission announced that
all instances of chartering American-
flag vessels to aliens without the ap-
proval of the Commission would
jn-omptly be reported to the Depart-
ment of Justice in order that penal ac-
tion may be instituted. Several such
cases have recently been so referred
to the Department of Justice.

Under Section 9 of the Shipping
Act of 1916, any vessel wholly or
partly owned by American citizens
and documented under the laws of the
United States so chartered without
the Commission's approval is subject
to forfeiture to the Government, and
anyone chartering such a vessel to an
alien without the Commission's ap-
proval is guilty of a misdemeanor and
subject to a $5,000 fine and imprison-
ment for five years, or both.

The Commission explained that ap-
parently some ship operators ha\e
been led to believe that it is not neces-
sary til secure the Commission's ap-
]iroval of the charter of their Amer-
ican-flag vessels to aliens unless the
transaction is in the form customarilx
referred to as a "charter." On the
contrary, the Commission consider--
that the w-ord "charter," as used in
."section 9 of the Shipping Act, in-
cludes many agreements, the form of
which is other than that usually util-
ized in chartering vessels, and ship-
owners entering into such agreements
which are "charters" within the mean-
ing of the Shipping Act are liable to
forfeiture of the vessels involved and
the jienalties provided in Section 9 of
that Act.

In this connection the Commission
called attention to the decision of the
.Sii]ji-eme Court in the Lake Monroe
ca-e. 250 U. S. 246.

62

P .\ C I F I C MARINE R E V I E

W ||

PACIFIC
MARINE

Ketuewd.

3>lcaH04id jiJuLee. <Mo4iXined

In Fortune magazine for Febru-
ary, 1940, appears one of the out-
standing announcements of the year
— that of the Bridgeport Brass Com-
pany in announcing the celebration
of Bridgeport Brass Company's 75
years of continuous activities in the
brass and copper industrj'.

It seems only yesterday that
Bridgeport was making brass strip
for hoop skirts, brass sheet for oil
lamps, or the first special copper
wire for the first long-distance tele-
phone lines between New York and
Boston ; it seems only yesterday
Bridgeport was the first brass mill
in the industry to adopt 100 per cent
electrical furnaces for melting to se-
cure finer and cleaner castings ; it
seems only yesterday that Bridgeport
Lcdrite brass rod revolutionized the
screw-machine industry ; phono elec-
tric wire, the electrical rapid transit
on the San-Francisco-Oakland Bay
bridge and Portland and Seattle's
street railways, Duronze rods and
tubes, and phono high strength wire
making exciting history, and only
yesterday that Admiral Evans sailed
the U. S. battleship Oregon equipped
with Bridgeport admiralty con-
denser tubes, by the old Union Iron
Works, under forced draft from San
Francisco to Cuba without cruise
interruption to back up Admiral
Sampson and the U. S. fleet at
Santiago.

Bridgeport has a lot to show for
its 75 years in the brass business.
The newest and most modern in-line
brass mill in the world, and some of
the finest equipment the brass in-
dustry has ever produced.

That is important, of course, hut
it is no more important than the ex-

perience these 75 years of pioneer-
ing achievement has given Bridge-
port— and today, on its seventy-
fifth anniversary, Bridgeport turns
to new tasks with greater confi-
dence than ever before. New and
finer manufacturing equipment have
given the company a new absorb-
ing opportunity, the opportunity to
serve Bridgeport customers better
than they have ever been served in
the past.

Signalizing this Diamond Jubilee,
Bridgeport lirass Company arc also
expanding their national warehouse
services made necessary by the
changing times, and, as at Los An-
geles, their San Farncisco district
warehouse have now completed the
installation of modern condenser
tube cutting, reaming and burring
equipment to service the Pacific
Coast marine trade from a compre-
hensive stock of Bridgeport Admir-
alty condenser tubes for immediate
delivery and emergencies.

A nnouncement

John H. Hoffman has returned
from New York to join the Pa-
cific Coast organization of Foster
Wheeler Corporation, and is renew-
ing his wide acquaintance among
the marine fraternity here.

In World War days, Mr. Hoffman
supervised the installation of ma-
rine boiler equipment from Seattle
to San Diego, and has since had a
wide and varied experience, includ-
ing development, installation and
testing of the latest designs of high
pressure marine steam generators.

Mr. Hoffman's headquarters will
be in Foster Wheeler's San Fran-
cisco office.

Foster Wheeler Corporation will
move to new offices at 206 San-
some Street, San Francisco, about
May 1, according to announcement
of Robert D. Spear, Pacific district
manager.

McKenzie to United

W. H. McKenzie, inspector for the
U. S. Maritime Commission, has
been transferred from the Moore
Dry Dock Company's yard in Oak-
land to the plant of the United En-
gineering Company, Ltd., in San
Francisco, where he is looking after
all machine and installation work in
connection with the United firm's
contracts for vessels building at
Western Pipe and Steel.

As chronicled in a recent i.ssue of
Pacific Marine Reviexv, Mr. McKen-
zie recently returned to the Coast
from his former duties at the Sun

\ard in Chester.

MAY. 1940

JACK ARMES OF "GENERAL"
George A. Armes, president of
General Engineering and Dry Dock
Company, with plants in both San
Francisco and Alameda, now has
his son. Jack A. Armes, as executive
assistant in the widely-known or-
ganization. Jack served apprentice-
ship through the various depart-
ments of General Engineering and
his new duties will include a degree
of supervision of the modernized and
expanding company facilities in
Alameda.

H. B. WEED BECOMES

PYREN PACIFIC MANAGER

The Pyrene Manufacturing Com-
pany, manufacturers of fire ex-
tinguishers and tire chains, an-
nounces the resignation of Major
James P. Bradner, manager of the
Pacific Coast division for the past
17 years. He will be succeeded by
H. B. Weed, a former Pacific Coast
resident. Mr. Weed, who has been
a member of the Pyrene organiza-
tion for several years, will be lo-
cated at the division offices, 977 Mis-
sion Street, San Francisco.

On Monday, March 23th, Globe
Wireless, Ltd., inaugurated its new
Portland, Ore., telegraph office and
modern short-wave sending and re-
ceiving radiotelegraph station. The
new Globe office is a direct result
of a recent petition filed by the Port-
land Chamber of Commerce with the
Federal Communications Commis-
sion, protesting high rates charged
for transpacific communications to
Hawaii, Guam and the Philippines.
Senator Charles L. McXary of Ore-
gon took an active role in urging
the F. C. C. to investigate the pro-
tested rates. For many years, Port-
land firms were obliged to pay
higher tolls than Seattle, San Fran-
cisco and Los Angeles to these
transpacific points. The Portland
chamber's complaint charged that
the rate differential placed a severe
handicap on I^ortland's foreign trade
in competition with other Pacific
Coast ports.

On the heels of the chamber's pe-
tition for an investigation of these
rates and practices. Globe Wireless
made an application to the F". C. C.
for authority to consu nrt a complete

telcgrah service to foreign countries i
and to ships at sea providing a com-
plete messenger pickup and delivery ,
service.

PYRENE'S H. B. WEED

radiotelegraph station and operate
an office in Portland, offering the
long-desired rates. Globe's applica-
tion was subsequently granted.

According to Jack Kaufman, ex-
ecutive vice-president of Globe
Wireless in San Francisco, Globe is
the first communication system to
offer the rate parity to Portland
users. The Globe Wireless System
comprises a Pacific Coast owned in-
ternational organization with offices
and radiotelegraph stations located
in New York, Chicago, San Fran-
cisco, Portland, Seattle, Los An-
geles, Hollywood, Honolulu, Guam,
Manila, and .Shanghai, China. The
new Portland Globe office offers

APPOINTMENTS

The Foster Wheeler Corporation,
165 Broadway, New York City, an-
nounces the appointment of P. W.
Foster, Jr., as manager of its steam
division.

Martin Frisch, formerly chief en-
gineer of the steam division, has ■
been appointed chief engineer of i
Foster Wheeler Corporation.

Ale44A Qiace, Mcuttacfen.
jp^ San ^^<iHclica

Announcement of the appoint-
ment of A. S. Rupley as manager of
\\ . R. Grace & Co., San Francisco,
and its affiliated interests, was made
recently by Adolf Garni, first vice-
president of W. R. Grace & Co.,
New York.

Garni, who is here on an inspec-
tion tour of West Coast offices, said
Rupley would assume his new duties
immediately. He assumes the office
which has been temporarily filled by
H. R. Kelley, on the Pacific Coast.
The latter returns to New York to
rejoin the management there.

Edward T. Ford, Mr. Carni an-
nounced, who retired several months
ago after years as vice-president of
W. R. Grace & Co., in charge of
their Pacific Coast activities, will
continue as a director.

The position of Fred R. Doelker,
as Pacific Coast manager of Grace
Line, remains unchanged by the ap-
pointment of Mr. Rupley, according
to Mr. Garni's announcement.

A. S. RUPLEY OF GRACE

ATTEXTMOX SEATTLE!

Live wire, energetic
SALES REPRESENTATIVE
wanted in the Seattle and
neighboring maritime dis-
tricts ... to add our sales
agency to his present lines.

Adtlri>HS

Condenser
Service & Engineering Co.

310 Twelfth Street
Hoboken, N.J.

I' A C I I" I C M A R I N P: review

Like the good old days, when the
Mariners' Club of California (under
the former Propeller Club designa-
tion) was holding regularly-sched-
uled program-meetings, a capacity
audience turnetl out on Wednesday
noon, May the first, to witness the
special e\ent which was presented.

"Capacity" is the word ! We be-
lieve that the May attendance shat-
tered all previous records for a
luncheon - program. Present were
men prominent in Coast ship oper-
ating, marine supply and allied
fields.

The magnet attracting such en-
thusiastic response was the presen-
tation by the Standard Oil Company
of California of its "Building the
W^est" story. The picture portrayed
in an interesting and informative
manner the part the petroleum in-
dustry has played in building the
West.

In taking the picture, 33,000 miles
were traveled and the audience was
carried throughout the Pacific West,
to Alaska and the Hawaiian Is-
lands.

Among the interesting episodes
were skiing on Mt. Hood, aquaplan-
ing on Lake Mead, Columbia Gla-
cier, and purse seining in Alaska, a
tree topper at work, a trip through
Bonneville Dam locks and surf-
boarding in Hawaii.

Chairman of the day was Charles
H. Robertson, Marine Department
of the Standard Oil Com])any, and
it was good to see "Charlie" back at
the helm wielding the gavel again
— in the style familiar to all of us
who recall the _\ear he was our pres-
ident.

.'Vnnouncements to those present
by the respective chairmen of acti\i-
ties included the heralding of the big
golf tournament to be held in May
down at beautiful Millbrae Golf
Club. Russ Pratt, able chairman of
the event, is making plots and plans,
assisted by a hard-working group
of Mariners — and Chairman Russ

MARINERS AHOY!

Russ Pratt and his "aides-de-
handicap" . . . Charlie Dilke,
Art Donnelly, Jack Pruner and
Tote Haviside . . . want all you
turf-tossers and divot-diggers
to come down to Millbrae
Country Club on Thursday,
May the 16th.

The big Golf Tournament —
with a super banquet!! $2.50
sees you through. Phone Russ
at HEmlock 4600 — or any of
the boys on the committee.

A grand time ahead.
Come aboard!

promises a gala day — on a superb
course — with guaranteed sunny skies
— prizes galore — and a grand time
topped off by a banquet in the eve-
ning.

Our advice — which, incidentally,
we will take ourselves — is to book
passage now I You can reach Russ
Pratt at HEmlock 4600. Remember,
if you're modest about your game
and don't want to enter the compe-
tish — come on down with the cara-
van in the evening for the big din-
ner and all the entertainment that
Dick Glissman and his aides-de-
corps are stewing up ! Always fun
galore at these happy Mariners' af-
fairs— and let's all come aboard on
the 16th!

The tremendous interest manifest-
ed at the luncheon - program on
May 1 has logically started plenty
of members, officers and directors
cogitating on more special events of
similar nature — to augment the in-
formal luncheons, where members
drop in on the first and third Wed-
nesdays of the month over at the
St. Julien quarters at 140 Battery
Street.

Right now it looks very much like
we can look forward to another ex-
ceptional day at the Fairmont Hotel
— probably during early June. How-
ever, these words are necessarily
"unofficial," and due confirmation

CHARLES H. ROBERTSON

will reach all members through the
usual channels — ahead of any spe-
cially-planned program.

Another plan now under consider-
ation is the observance of Memorial
Day on the floor of the Marine Ex-
change in San Francisco . . . where
In Memoriam honors will be attrib-
uted to men of the marine field.

President Walter Walsh and Sec-
retary Stanley Allen can well be
proud of the fruits of their labors,
which, aided and abetted by loyal,
earnest friends of the Club, have
brought about a forward-moving,
alert and revitalized maritime or-
ganization. More power to the Mar-
iners' Club !

Meanwhile, the membership grows
in quantity — and quality ! Here are
your new shipmates — as enrolled
iluring April :

New Members

John C. Tiefel, Westinghouse Elec-
tric Co.

Clarence E. Adair, .Xmerican-Ha-
waiian S.S. Co.

Eric Lyders, admiralty attorney.

\'. J. Trout, Panama Pacific Line.

R. H. Jorgensen, General Engr. &
Dry Dock Co.

W. B. Hill, Jr., C. C. Moore & Co.
Golf Tournament : To be held at

Millbrae Golf Club, May, 1940.
Luncheon: May 1, 1940, to be

held in Red Room, Fairmont Hotel.

Program : Moving picture through

courtesv of the Standard Oil Co.

MAY, 1940

65

lUepoAiol

'>a4>i

^^<i*i(UAoo.

"America Builds a Merchant Ma-
rine." absorbing topic of Robert H.
Fouke, chairman of the Board of
Governors of the California Mari-
time Academy, proved a subject
close to the interests of all Propel-
ler Clubbers in attendance at the
April luncheon-meeting of the Port
of San Francisco.

.Speaker Fouke was complimented
for his careful preparation of his
analytical talk and for his masterly
]iresentation of his message. Re-
cently returned from the East Coast,
where he addressed the Port of
Washington, D. C, our member-
speaker brought us his observations
on "what's going on" in Atlantic
Ports. He was introduced by Capt.
Henry Blackstone, who traced the
progress of the California school-
ship's welfare under Mr. Fouke's ac-
tive administration.

The speaker's message reviewed
the history of our merchant marine
— its rise and decline — and its pres-
ent-day restoration under the gigan-
tic program of shipbuilding. Bob
Fouke left the challenge of eternal
vigilance — and everlasting diligence
— with his listeners. A grand talk,
which was enthusiastically ac-
claimed !

Chairman (.f the Day was Pro-
gram Chairman Bern De Rochie,
substituting for President Tirey L.
Ford.

The meeting adjourned in silent
ropect to our late member, Joseph
R. Sheehan.

Big plans out ahead for the Port
of San Francisco . . . Propeller Club
of the United States!

May 3 is our date for sponsoring
the graduation exercises of the Cal-
ifornia Maritime Academy. This im-
pressive event will b- held in the

Gold Ball Room of the Palace Hotel,
and an attendance of close to one
thousand is expected.

A colorful program has been ai"-
ranged, including the awarding of
]>rizes to meritorious cadets who
have achieved leading honors in en-
gine and deck departments of the
schoolship.

As National Maritime Day . . .
May 22 . . . approaches, the 1940
proclamation of the President of the
United States makes timely reading:

"Whereas on May 22, ' 1819, the
steamship "The Savannah" sailed from
Savannah, Georgia, on the first suc-
cessful transoceanic voyai/e under
steam propulsion, thus making a mate-
rial contribution to the advancement
of ocean transportation; and

"Whereas the Congress by joint
resolution of May 20, 1933, desig-
nated May 22 of each year as Na-
tional Maritime Day and requested
the President to issue annually a pro-
clamation calling upon the people of
the United States to observe such Na-
tional Maritime Day;

"Now, Therefore, I, Franklin D.
Roosevelt, President of the United
States of America, do call upon and
urge the people of the United States
to observe May 22, 1934, as National
Maritime Day by displaying the flag at
their homes and other suitable places,
and I hereby direct that Government
officials display the flag on all Gov-
ernment buildings on that day.

"In Witness Whereof, I have here-
unld set my hand and caused the seal
of the United States to be affixed.

"Done at the City of Washington
this 4lh day of May, in the year of
our Lord nineteen hundred and thirty-
four, and of the independence of the
United .Stales of America the one
hundred and fifty-eighth.

I'RANKUN I). ROOSRVIil.T.
liy the President :

CORDI'.l.i. HULL,
Secretary of Slate"

The Port of San Francisco Pro- ■
peller Club will take a predominant
It is our good fortune to have as our
part in the observance of the day. ■
guest Admiral Emory S. Land, i
chairman of the U. S. Maritime '
Commission.

Wednesday noon of the gala day,
The Propeller Club, Port of San
Francisco, will join with other 1
groups in staging the official San
Francisco celebration — at the Com-
mercial Club — where leading civic ,
figures will be in attendance, and
the guest of honor will be our dis-
tinguished visitor, Admiral Land.

On the evening of May 22, mem-
bers of our Club will pay their re-
spects to Admiral and Mrs. Land
at a formal dinner-dance at the
Fairmont Hotel. This event is now .
being carefully planned with the :
view of making it somewhat com-
parable to the very successful an- ■
nual "formals" of the New York ■
and other Eastern Propeller Ports.

President Tirey L. Ford has ad-
dressed the following mustering-
call to the membership:

"This is your Club's first big
'social' undertaking . . . our inaug-
ural Annual Dinner Dance, at which
Admiral and Mrs. Emory S. Land \
will be guests of honor.

"We owe it to ourselves and to
Propeller Club prestige and leader-
ship throughout the United States
to see to it that this initial Dinner-
Dance is a grand success.

"Propeller Clubs of the East
Coast and elsewhere have been hav-
ing these annual 'Formals' for years,
and they rate as the outstanding so-
cial event in Maritime circles in
their respective ports. Let it not be
said that .San Francisco cannot keep
pace.

"T1R^:^■ l.. I'ORD, President.
"P. .S.— Cocktails 7:30 to 8 . . . Din-
ner Clothes."

PACIFIC M A R I N K R K V I E W

^<4e Pani o^ ^ojcc^fna

A dinner and meeting of the Pro-
peller Club, Port of Tacoma, was
held Tuesday evening, April 16, at
the Tacoma Club.

President J. L. Moore called the
meeting to order, after which he in-
troduced various visitors to the
members present. Mr. Moore next
presented an invitation to our club
on behalf of the Seattle Propeller
Club to attend a dinner in Seattle
on April 25, in honor of R. J. Reyn-
olds and other officials of the newly-
organized American Mail Line to
be held at the Arctic Club.

As the ne.xt business brought to
the members' attention, the matter
of holding our next meeting at the
Tacoma Club, was discussed. It was
unanimously decided to again hold
our dinner and meeting at this club
which has ample facilities to take
care of our needs.

Next on the business portion of
the program was the reading by Mr.
Moore of a letter from D. S. Egan
of the General Steamship Corp.,
Ltd., Seattle, pertaining to a reso-
lution which had been introduced
into the House and Senate on
April 9, with reference to the Mer-
chant Marine Act of 1936 as
amended (restricting the use of
vessels in the laid-up fleet of the
Maritime Commission) which is
hereby sustained until the proclama-
tion heretofore issued by the Presi-
dent under Section 1 (a) of the Neu-
trality Act of 1939 is revoked. The
General Steamship Corp., Ltd., as
agents for the Shepard Line,
stressed the fact that all inter-
coastal shippers should write their
representatives in Congress to get
behind this resolution so that ships
may be released to intercoastal op-
erators in order that relief may be
afforded the shippers in this trade.

K. M. Kennell spoke briefly
relative to the above matter, stat-
ing that letters had been mailed to
Senator Bone and Representative
Coffee, relative to this resolution.
by the Pacific Northwest Ship-
pers' Emergency Committee, which
would have the effect of releasing
the so-called sterilized fleet of some
one hundred ships which the \j . S.

Maritime Commission has laid up,
urging them to do everything they
can to have this resolution adopted
immediately by the ■ Senate and
House, in order that relief may be
secured at the earliest possible date.
It was further outlined in the letters
that if Congress will enact this en-
abling legislation, it will be up to
the jobbers of the Pacific Coast to
have the Maritime Commission
assign to the intercoastal and coast-
wise service as many of these ships
as may be necessary to relieve the
desperate shortage of space in these
services. It was moved and sec-
onded that our club get behind this
movement.

Phil Gruger gave a short talk on
behalf of his Sea Scouts. He men-
tioned the fact that their regular
meeting place had been changed from
the McCormick Dock to the Com-
mercial Dock. Casey Davison of the
Tacoma Times also spoke in con-
nection with our sponsoring of the
Sea Scout ship, the "Albatross," and
of the need of more financial aid. It
developed that our club had never
actually assumed full sponsorship of
this boat and, therefore, it was
moved and seconded that we take
over this sponsorship and attempt
to help them in their endeavor to
finish the construction of the ship.
As one means of raising money, it
was decided to hold another ticket
sale, the net proceeds to be given
to the Sea Scouts.

Casey Davison was called on to
speak in regard to the coming Mari-
time Day Celebration, to be held on
May 22. Davison, as chairman of a
committee to work out a definite
jjrogram for this special day, gave
an interesting talk with reference to
Maritime Day, explaining the reason
for such a celebration. He suggested
various events which could be
staged, such as a tugboat race, a
pulling race by the Sea Scout crews,
etc. The ships in port at that time
would be asked to have open house
and to "dress up" their ship for the
occasion.

The high light of the evening was
the showing by Henry Foss of the
Foss Launch and Tug Company of

the new Narrows bridge pictures in
color. These pictures were of ex-
ceptional interest and were thor-
oughly enjoyed by the club. The
film was handled by Bernard Elliott
of The Camera Shop.

Immediately after the presenta-
tion of this picture, the meeting was
adjourned.

CHAS. C. CRA:MP, Secretary.

-O^

'vP

cr''^.,.

The U.S.S. "California State,"
training ship of the California Mari-
time Academy, will arrive back at
her permanent base at Tiburon,
Marin County (San Francisco Bay
area), on May 1, after a voyage of
12,350 miles. The vessel, under com-
mand of Capt. N. E. Nichols, U.S.N. ,
retired, left San Francisco on Janu-
ary 18 on her annual training cruise
of' 10+ days.

On August 30, 1939, Honorary
President Arthur M. Tode of the
Propeller Club of the United States
officially chartered, as Port No. 68,
the Propeller Club, Port of the Cali-
fornia Maritime Academy at San
Francisco, under the direction of
Capt. N. E. Nichols, and Robert H.
Fouke, chairman of the board of the
academy.

.Activities of the academy center
aboard its training ship "California
State" which is adequately equipped
for service as an officers' training
ship. The vessel has comfortable
accommodations for 12 officers, 132
cadets, and a crew of 17. As mod-
ernized, the ship is equipped with
the complete equipment of shops
and the latest devices for instruction
in seamanship, navigation and ma-
rine engineering.

On January 23, a joint luncheon

MAY, 1910

*7AePo^o{

iOH

^loHciica

"America Builds a Merchant Ma-
rine," absorbing topic of Robert H.
Fouke, chairman of the Board of
Ciovernors of the California Mari-
time Academy, proved a subject
close to the interests of all Propel-
ler Clubbers in attendance at the
April luncheon-meeting of the Port
of San Francisco.

Speaker Fouke was complimented
for his careful preparation of his
analytical talk and for his masterly
presentation of his message. Re-
cently returned from the East Coast,
where he addressed the Port of
Washington, D. C, our member-
speaker brought us his observations
on "what's going on" in .Atlantic
Ports. He was introducetl by Capt.
Henry Blackstone, who traced the
progress of the California school-
ship's welfare under Mr. Fouke's ac-
tive administration.

The speaker's message reviewed
the history of our merchant marine
— its rise and decline — and its pres-
ent-day restoration under the gigan-
tic program of shipbuilding. Bob
Fouke left the challenge of eternal
vigilance — and everlasting diligence
— with his listeners. A grand talk,
which was enthusiastically ac-
claimed !

Chairman of the Day was Pro-
gram Chairman Bern De Rochie,
substituting for President Tirey L.
Ford.

The meeting adjourned in silent
resjject to our late member, Joseph
R. Sheehan.

Big plans out ahead for the Port
of San Francisco . . . Propeller Club
of the United States!

May 3 is our date for sponsoring
the graduation exercises of the Cal-
ifornia Maritime Academy. This im-
pressive event will b' held in the

Gold Ball Room of the Palace Hotel,
and an attendance of close to one
thousand is expected.

.A. colorful program has been ar-
ranged, including the awarding of
])rizes to meritorious cadets who
have achieved leading honors in en-
gine and deck departments of the
schoolship.

As National Maritime Day . . .
May 22 . . . approaches, the 1940
proclamation of the President of the
United States makes timelv reading:

"Whereas on May 22, ' 1819, the
steamship "The Savannah" sailed from
Savannah, Georgia, on the first suc-
cessful transoceanic voyage under
steam propulsion, thus making a mate-
rial contribution to the advancement
of ocean transportation; and

"Whereas the Congress by joint
resolution of May 20, 1933, desig-
nated May 22 of each year as Na-
tional Maritime Day and requested
the President to issue annually a pro-
clamation calling upon the people of
the United States to observe such Na-
tional Maritime Day;

"Now, Therefore, I, Franklin D.
Roosevelt, President of the United
States of America, do call upon and
urge the people of the United States
to observe May 22, 1934, as National
Maritime Day by displaying the flag at
their homes and other suitable places,
and I hereby direct that Government
officials display the flag on all Gov-
ernment buildings on that day.

"In Witness Whereof, I have here-
unto set my hand and caused the seal
of the United States to be affixed.

"Done at the City of Washington
this 4th day of May, in the year of
our Lord nineteen hundred and thirty-
four, and of the independence of the
United States of .Imerica the one
hundred and fifty-eighth.

PRANKI.IN D. ROOSEVELr.
/>y the President :

CORDELL HULL,
Secretary of Slate."

The Port of San Francisco Pro- -
peller Club will take a predominant
It is our good fortune to have as our
part in the observance of the day. '
guest Admiral Emory S. Land, 1
chairman of the U. S. Maritime '
Commission.

W ednesday noon of the gala day,
The Propeller Club, Port of San
Francisco, will join with other i
groups in staging the official San
Francisco celebration — at the Com-
mercial Club — where leading civic
figures will be in attendance, and
the guest of honor will be our dis-
tinguished visitor, Admiral Land.

On the evening of May 22, mem-
bers of our Club will pay their re-
spects to Admiral and Mrs. Land
at a formal dinner-dance at the
Fairmont Hotel. This event is now
being carefully planned with the
view of making it somewhat com-
parable to the very successful an-
nual "formals" of the New York
and other Eastern Propeller Ports.

President Tirey L. Ford has ad-
dressed the following mustering-
call to the membership:

"This is your Club's first big
'social' undertaking . . . our inaug-
ural Annual Dinner Dance, at which
Admiral and Mrs. Emory S. Land
will be guests of honor.

"We owe it to ourselves and to
Propeller Club prestige and leader-
ship throughout the United States
to see to it that this initial Dinner-
Dance is a grand success.

"Propeller Clubs of the East
Coast and elsewhere have been ha\-
ing these annual 'Formals' for years,
and they rate as the outstanding so-
cial event in Maritime circles in
their respective ports. Let it not be
said that San Francisco cannot keep
l-ace.

"T]R^:^■ L. I^'OKD, President.
"P. .S.— Cocktails 7:30 to X . . . Din-
ner Cliithes."

PACIFIC MARINE REVIEW

^U^ PanJ: o^ ^acama

A dinner and meeting of the Pro-
peller Club, Port of Tacoma, was
held Tuesday evening, April 16, at
the Tacoma Club.

President J. L. Moore called the
meeting to order, after which he in-
troduced various visitors to the
members present. Mr. Moore next
presented an invitation to our club
on behalf of the Seattle Propeller
Club to attend a dinner in Seattle
on April 25, in honor of R. J. Reyn-
olds and other officials of the newly-
organized American Mail Line to
be held at the Arctic Club.

As the next business brought to
the members' attention, the matter
of holding our next meeting at the
Tacoma Club, was discussed. It was
unanimously decided to again hold
our dinner and meeting at this club
which has ample facilities to take
care of our needs.

Next on the business portion of
the program was the reading by Mr.
Moore of a letter from D. S. Egan
of the General Steamship Corp.,
Ltd., Seattle, pertaining to a reso-
lution which had been introduced
into the House and Senate on
April 9, with reference to the Mer-
chant Marine Act of 1936 as
amended (restricting the use of
vessels in the laid-up fleet of the
Maritime Commission) which is
hereby sustained until the proclama-
tion heretofore issued by the Presi-
dent under Section 1 (a) of the Neu-
trality Act of 1939 is revoked. The
General Steamship Corp., Ltd., as
agents for the Shepard Line,
stressed the fact that all inter-
coastal shippers should write their
representatives in Congress to get
behind this resolution so that ships
may be released to intercoastal op-
erators in order that relief may be
afforded the shippers in this trade.

K. M. Kennell spoke briefly
relative to the above matter, stat-
ing that letters had been mailed to
Senator Bone and Representative
Coffee, relative to this resolution.
by the Pacific Northwest Ship-
pers' Emergency Committee, which
would have the effect of releasing
the so-called sterilized fleet of some
one hundred ships which the LT. S.

Maritime Commission has laid up,
urging them to do everything they
can to have this resolution adopted
immediately by the • Senate and
House, in order that relief may be
secured at the earliest possible date.
It was further outlined in the letters
that if Congress will enact this en-
abling legislation, it will be up to
the jobbers of the Pacific Coast to
have the Maritime Commission
assign to the intercoastal and coast-
wise service as many of these ships
as may be necessary to relieve the
desperate shortage of space in these
services. It was moved and sec-
onded that our club get behind this
movement.

Phil Gruger gave a short talk on
behalf of his Sea Scouts. He men-
tioned the fact that their regular
meeting place had been changed from
the McCormick Dock to the Com-
mercial Dock. Casey Davison of the
Tacoma Times also spoke in con-
nection with our sponsoring of the
Sea Scout ship, the "Albatross," and
of the need of more financial aid. It
developed that our club had never
actually assumed full sponsorship of
this boat and, therefore, it was
moved and seconded that we take
over this sponsorship and attempt
to help them in their endeavor to
finish the construction of the ship.
As one means of raising money, it
was decided to hold another ticket
sale, the net proceeds to be given
to the Sea Scouts.

Casey Davison was called on to
speak in regard to the coming Mari-
time Day Celebration, to be held on
May 22. Davison, as chairman of a
committee to work out a definite
])rogram for this special day, gave
an interesting talk with reference to
Maritime Day, explaining the reason
for such a celebration. He suggested
various events which could be
staged, such as a tugboat race, a
pulling race by the Sea Scout crews,
etc. The ships in port at that time
would be asked to have open house
and to "dress up" their ship for the
occasion.

The high light of the evening was
the showing by Henry Foss of the
Foss Launch and Tug Company of

the new Narrows bridge pictures in
color. These pictures were of ex-
ceptional interest and were thor-
oughly enjoyed by the club. The
film was handled by Bernard Elliott
of The Camera Shop.

Immediately after the presenta-
tion of this picture, the meeting was
adjourned.

CHAS. C. CRAMP, Secretary.

The U.S.S. "California State,"
training ship of the California Mari-
time Academy, will arrive back at
her permanent base at Tiburon,
Marin County (San Francisco Bay
area), on May 1, after a voyage of
12,350 miles. The vessel, under com-
mand of Capt. N. E. Nichols, U.S.N. ,
retired, left San Francisco on Janu-
ary 18 on her annual training cruise
of 104 days.

On August 30, 1939, Honorary
President Arthur M. Tode of the
Propeller Club of the United States
officially chartered, as Port No. 68,
the Propeller Club, Port of the Cali-
fornia Maritime Academy at San
Francisco, under the direction of
Capt. N. E. Nichols, and Robert H.
Fouke, chairman of the board of the
academy.

Activities of the academy center
aboard its training ship "California
.State" which is adecjuately equipped
for service as an officers' training
ship. The vessel has comfortable
accommodations for 12 officers, 132
cadets, and a crew of 17. As mod-
ernized, the ship is equipped with
the complete equipment of shops
and the latest devices for instruction
in seamanship, navigation and ma-
rine engineering.

On January 23, a joint luncheon

M A Y , 19 10

meeting of the Propeller Club, Port
of Los Angeles, and the Propeller
Club, Port of the California Mari-
time Academy, was held aboard the
vessel at Lonjr Beach, Calif., with
Ralph J. Chandler, president of the
Propeller Club, Port of Los Angeles,
presiding, assisted by David Living-
stone, secretary, and Capt. Robert
Henderson, LT.S.N., retired, a mem-
ber of the board of governors of the
training ship. Following the lunch-
eon, the speakers were Capt. W. O.
Read, U.S.X.; Ex-Governor Frank
F. Merriam, of California ; Francis
H. Gentry, mayor of Long Beach,
and Robert H. Fouke, chairman of
the board of governors of the Mari-
time Academy.

Under the leadership of Manuel J.
Casseres, president of the Propeller
Club, Port of San Juan, the "Cali-
fornia State" was welcomed to
Puerto Rico on February 26 by the
board of governors of the club.

Elaborate arrangements for the
reception and entertainment of the
officers and cadets of the vessel were
arranged by the Propeller Club, Port
of Havana, Cuba, under the leader-
ship of F. R. MacMahon, president
of the port, prior to the arrival of
the "California State" at Havana on
:\Iarch 4.

Arriving in Miami, Fla., on March
9, the vessel was welcomed by Alex
M. Balfe, president of the Propeller
Club, Port of Miami; Charles A.
Albury, chairman of the board;
Tony St. Phillips, Capt. L. S.
LeCain, Ted Houser, and others
associated with the port, who
planned an elaborate program for
the ship's three-day stay.

The arrival of the vessel at New-
port News, Va., on March 17 was of
special significance to the command-
ing officer, Capt. N. E. Nichols,
who was welcomed by his brother,
J. F. Nichols, chief engineer of the
Newport News Shipbuilding and
Dry Dock Company. Her arrival
also marked a home-coming for
Richard Dwyer, chief engineer of
the ship, who for a number of years
had been connected with the New-
port News Shipbuilding and Dry
Dock Company. General arrange-
ments for the entertainment of the
officers and cadets were under the
direction of J. B. Woodward, Jr.,
general manager of the Newpfjrl
News Shipbuildii'L' anrl Dry Dock

Company and president of the Pro-
peller Club, Port of Newport News.

On March 19, the U.S.S. "Califor-
nia State" arrived at Washington,
D. C, where the officers of the Pro-
peller Club, Port of Washington,
D. C, under the leadership of James
J. Nolan of the LTnited States Lines,
welcomed the visitors at a luncheon
meeting at the Lafayette Hotel on
March 21. Among the distinguished
guests present on this occasion were
the Hon. S. O. Bland, chairman of
the Committee on Merchant Marine
and Fisheries, and Robert H. Fouke,
chairman of the board of the Cali-
fornia Maritime Academy.

Prior to her return to the West
Coast, the U.S.S. "California State"
anchored off the naval academy at
Annapolis, March 26 to 28, and was
greeted and entertained by the offi-
cers and membership of the Pro-
peller Club, Port of Annapolis,
under the leadership of Lieut. P. W.
Mothersill, U.S.N., president of the
Propeller Club, Port of Annapolis.
With naval academy midshipmen as
guides, the cadets of the "California
State" were conducted through the
naval academy, and the vessel left at
sunset on March 28 for her home on
the West Coast, bearing with her
the good wishes of her fellow offi-
cers and propeller club members on
the East Coast for an early return
and a bon voyage.

"Position Fix''

(Continued from Page 56)
high-speed aerial and surface naviga-
tion. Universal use of 'H. O. 214' will
increase safety at sea and in the air
and will make for more efficient navi-
gation."

The amount of work necessary to
prepare these tables is tremendous.
Each volume of 10 degrees of latitude
contains over 260 pages of tables and
requires the computation of approxi-
mately 600,000 spherical angles. To
maintain the necessary accuracy,
which is to the nearest tenth of a min-
ute of arc in altitude and the nearest
tenth of a degree in azimuth, the prep-
aration of each volume requires over
4,000,0fX) stejis in coniiiulalion and
checking.

Appro.ximately 250. Wi'A workers
are emiiloyed on the project and are
comjniting the tables, using formulae
and j)roceflures originated in the Re-
search l)ivisi(jn of (he Hydrogra])hic

( )ffice. These men are all former
draftsmen, engineers, accountants,
bookkeepers and clerks.

The Hydrograjihic Office has spent
a number of years developing this sys-
tem of navigation. A few years ago
they released to navigators a volume
of tables covering the ten degrees of
latitude between 30 and 39 degrees.
The limits of this volume included
busy sections of the Atlantic and Pa-
cific coastlines. Both seamen and avia-
tors were requested to compare the
accuracy and speed of working these
tables with older methods. The imme-
diate and enthusiastic response and
the unanimous request for further
volumes necessitated an extension of
the series. It was not until the WPA
was created, however, that sufficient
man power and funds were available.

In conjunction with the tables of
computed altitudes and azimuths, other
work of maritime importance is being
accomplished on this project. Since
the beginning of the twentieth cen-
tury, the Hydrographic Office has
been receiving reports of current and
ocean temperatures from mariners
plying all-ocean routes. About one-
fifth of the WPA personnel is en-
gaged in averaging and analyzing
these data ; tabulating current and
temperature statistics; and plotting
charts for publication.

This work will materially aid in
solving the existing problems relative
to oceanic water circulation; climatic,
meteorological and atmospheric condi-
tions ; the route and rate of drift of
derelicts and wrecks; and the move-
ment and disintegration of icebergs.
As the results are being charted vaga-
ries long suspected in the geographic
position of current streams are being
confirmed. All of this work is ex-
tremely important to scientists as well
as to navigators. The accuracy of
weather predictions, safety of both
surface and aerial navigation, the fish-
ing industry, oceanography and ma-
rine surveying are a few aspects af-
fected.

The use of the "Tables of Com-
puted Altitude and Azimuth" can be
easily and (|uickly learned by anyone
who is familiar with the principles of
navigation. The tables are entered
with arguments for the nearest whole
degree of latitude, the nearest half de-
gree of declination, and the nearest
wh(jle degree of local hour angle.
Willi such entry the required altitude

PACIFIC MARINE REVIEW

ami azimuth of the bod\- is immedi-
ately obtained by inspection, with a
small correction for declination b\-
which the tabulated altitude is cor-
rected for the necessary odd minutes
of declination by mere inspection of
a special multiplication table. The line
of position is then plotted from an
assumed position which is the latitude
used in entering the tables, and the
longitude used to obtain a whole de-
gree of local hour angle. Additional
means are provided for utilizing the
D. R. position, or the D. R. longitude
with an assumed latitude.

Reiner Diesel oAuxiliary Units

EMERGENCY
GENERATING SETS

FOR THE C-2 SHIPS

Equipped -for
Fully Au+oma+ic
and also Remote
Control Starting

AUXILIARY SETS

FOR VESSELS OF
ALL CLASSES

One of the Reiner 5 kw. emergency sets for

installation on the new Grace Line's STAG

HOUND. Engine is 10 hp. direct connected

to 5 kw. 120 volt d.c. generator.

JOHN REINER & CO., Inc., Long Island City, N. Y.

News of " The Bilge Club "

By William A. Mason

Lieut. Commander, U. S. Navy

(Retired)

The twelfth annual banquet of the
Bilge Club was held in the banquet
hall of the Los Angeles Biltmore
Hotel on the evening of April 6.

Expressing the motif of "annual
inspection," the invitations were
worded in the technical language of
the surveyor. Such terms as "plim-
sol mark" and "load line" were in-
terspersed with exhortations as to
care to be taken in loading of liquid
cargo.

-About 300 mendiers and their
guests were welcomed by President
Dan Dobler who, after a few well-
chosen words, turned the meeting
over to Lloyd J- IMoore, chairman of
the entertainment committee, who
had arranged a bill of amusement
and entertainment which was pro-
nounced by the oldest member as
being better than ever before.

The banquet ball was decorated
with the house flags of the various

steamship lines serving this harbor,
including those of the belligerent
nations. A ship's gang plank served
to provide entry into the hall and
the bell from the old Lassco liner
Vale was used by the chairman as
a prelude to his remarks.

After the dinner and entertain-
ment, the members and guests fore-
gathered at the bar where old ac-
(|uaintances were renewed and new
DUCs made. The exact hour of
breaking up was not divulged to
\ our correspondent but it is believed
that manj' of those present ad-
journed to the Bowl or to other
places adjacent thereto until the wee
small hours. It is even rumored that
the light of dawn welcomed several
of those who were still "up and do-
ing" at that time.

Capt. Edward Stuart, local insi)ec-
tor of hulls of the U. S. Bureau of
Marine Insj)ection and Navigation,
was welcomed at luncheon bv the

Bilge Club in its quarters at the Cal-
ifornia Yacht Club, Wilmington, on
Tuesday, April 23.

Captain Stuart has lately been ap-
pointed to the local office, vice
Captain Sullivan, deceased. He was
transferred to this post from the
Bureau of Marine Inspection office
at San Francisco where he had been
previously stationed for about two
years.

Called to order by President Dan
Dobler of the Texas Oil Company,
the members and guests welcomed
the newly-appointed inspector. Cap-
tain Stuart responded with a short
address in which he cx])ressed his
appreciation of the rousing welcome
which was accorded him. He
assured the shipping fraternity that
they might expect the fullest co-
operation from his office.

Short speeches of welcome were
made by "Billy" Wickersham, Al-
bert Pegg, Harry Summers. Captain
Peters, Capt. C. S. McDowell and
Inspector of Boilers Joseph Moody.
The latter gave a brief summary of
the previous history of Captain
Stuart and his many accomplish-
ments, the latter being altogether
too modest to touch on this subject.

MAY, 1 9 t 0

New Line of

Small Steel Valves

A new development in the field of
small steel valves for steam and oil
services is announced by Crane Co.,
Chicago.

Each type of valve was given indi-
vidual attention from start to finish,
which resulted in an entirely new
line of valves, including the follow-
ing:

(1) Gate valves made of cast steel
with O. S. & Y. construction, hav-
ing union bonnet type in screwed
ends in sizes 14- to %-inch inclusive ;
and bolted bonnet with screwed,
.'docket weld, and flanged ends in
sizes !/2- to 2-inch inclusive (^-inch
and 54-inch are available in both un-
ion and bolted bonnet).

(2) Globe and angle valves made
of forged steel in two types : Inside
screw and O. S. & Y. construction.
Inside screw valves have screwed
ends with union bonnet in sizes Ya-
to %-inch inclusive, and bolted bon-
net in sizes 1- to 2-inch inclusive.
O. S. & Y. valves have screwed ends
with union bonnet in size Va- to %-
inch inclusive ; and screwed, socket
weld, and flanged ends with bolted
bonnet in sizes Yz- to 2-inch inclu-
sive (J/2-inch and %-inch are avail-
able in both union and bolted bon-
net).

(3) Check valves are also made in
two types. The horizontal pattern is
forged steel with union cap and
screwed ends in sizes J/4- to %-inch
inclusive; and with bolted cap and
screwed, socket weld, and flanged
ends in sizes Yz- to 2-inch inclusive
(J/2-inch and f^-inch are available in
both union and bolted cap). The ver-
tical ball pattern is cast steel with
bolted joint and screwed ends in
sizes Yz- to 2-inch inclusive.

It will be noted from the accom-
panying illustrations that these
valves are unusually compact and
rugged. Some are forged ; some are
cast. The forged valve bodies are
hammered out of billets made to con-
form to the requirements of A. S.
T. M. Specification A-105, Class 11,
and are bored and threaded on new
machines especially built for the
purpose.

For Steam
and Oil

The castings for the gate valves
and the vertical ball pattern check
valves are an innovation in steel
foundry practice in the valve and
fitting industry. Carefully com-
pounded from selected raw mate-
rials, this steel is melted by high-
frequency induction methods with
exacting control of composition and
temperature. The result is radio-cast
steel, so called because of the devel-
opment and control of foundry tech-
nique and periodic x-ray and gamma
ray radiographic inspection of cast-
ings.

The versatility of casting methods
permits the designer to embody
ideal principles without limitations,
and results in valve design without

KM:]J| |»?!c!HI |W!IJ«ial

compromise in desirable features.
Due to the inherent stiffness of cast-
ings, alignment and tolerances be- '
tween parts are more readily main-
tained under actual service condi-
tions. As a result of the application
of these advanced methods, Crane
radio-cast steel easily complies with
A. S. T. M. Specification A-216, the
latest and most rigid specification
covering high-grade carbon steels.

There are 176 valves in this new
line. Each unit has been treated as
an individual case study, with the
result that every valve is designed
and built to render a particular ser-
vice with a liberal factor of safety,
a minimum of maintenance cost and
an assurance of reliability.

High-Temperature Swing Joints

The new Chiksan High Tempera-
ture Swing Joint is designed for
operation at working pressures to
500 pounds, at temperatures up to
700 degrees F. Care has been taken
to provide for unobstructed flow
through all bends. Increased diame-
ters arc provided at the elbows to

assure maximum flow with mini-
mum pressure drop.

There are no packing glands or
stuffing boxes to repack, no nuts
and bolts to keep tight. This joint
does not depend for its rigidity on
bolted flanges, threaded parts, lock-
ing rings or keys of any type. All
])ressure or load is transmitted
through double rows of hardened
steel balls in flame-hardened races.
The ])ressure or load required to
force the members of this joint a])art
would have to be equal to the shear-
ing strength of the metal. Since the
shearing strength of the metal is
greatly in excess of the rated ca-
pacity of the joint, a wide margin of
safety is provided.

To provide a smooth, long-wear-
ing surface, the packing chamber is
machined to close tolerances and
then chromium-plated and polished.

(PaEe 72, please)

PACIFIC MARINE REVIEW

May, 1940

PACIFIC MARINE REVIEW

At Pascagoula, Miss.:

(on the Gulf of Mexico)

Passenger Vessels
Sea-Going Dredges
Oil Tankers

SHIPBUILDERS

and

ENGINEERS

n

At Decatur, Alabama:

(on the Tennessee River)

Barges, Tow-Boats
Inland Waterways
Floating Equipment

The Ingalls Shiphuilding Corporation

General Office: Birmingham, Alabama Branch Offices: New York • New Orleans • Pittsburgh • Atlanta

¥\}ll£R Mii^'^ud4^

The packing set is a specially-
designed combination of asbestos
and brass rings, and is held in place
by the tension of a special alloy wire
spring which retains its resiliency
under high temperatures, also effi-
cient at lower temperatures. The
packing is not affected by chemicals
injurious to rubber or synthetic
compounds.

The new Chiksan High Tempera-
ture Swing loint is made in six dif-

ferent styles lor full 360 degree ro-
tation in one. two and three planes.
These styles are recommended for
a])plications handling steam or
chemicals where temperatures do
not exceed 700 degree F. or a work-
ing pressure of 500 pounds. They
are manufactured and distributed by
the Chikson Tool Co., Brea, Calif.
Style illustrated is No. 60, for appli-
cations where rotation in two ])lanes
is required.

A Streamlined

Industrial Tractor

The new "Clarkat" industrial
tractor, streamlined in harmony
with modern design trends, and
steel turreted to afford complete
driver protection, is offered for the
rapid and economical transfer of
ocean cargo.

Capable of pulling 25 tons on
trailers, the machine is so compact
in design as to thread crowded
aisles easily, pass through narrow
doorways, operate on congested
platforms. Twin wheels at the bow
provide perfect stability, assist the
tractor in negotiating rough road-
ways. The driver sits comfortabl\'
and safely within a heavy J/2-inch
steel body, and has clear vision of
his load and of his right-of-way.

Power is provided bj' a Conti-
nental Red Seal motor, making the
tractor capable of 24-hour continu-

ous operation. Four-gallon gas tank
is ample capacity for average day's
consumption. The machine has an
overall width of 38^ inches, 57-inch
turning radius, speed of 8 m.p.h.
Equipment includes self-starter, hy-
draulic brakes in rear drive wheels,
air cushion tires in rear (solid in
front), universal coupler operated by
driver without dismounting, and all-
safety features to meet underwriters'
inspection departments.

Clark Tructractor Division of
Clark Equipment Co. also announce
a heavier model for use on damp and
slippery factory floors and steel
ramps, and for pushing extra-heavy
objects into position. It pulls 40
tons on trailers.

The "Cl.i.k,.t"

Forerunners of
Modern Power Age

Three ancestors of the motlern al-
ternating current electric system.
which has made possible the ])res-
ent-day age of power, drew national
attention at the United Slates raleni
Eaw Sesquicentennial exhibit in
Washington's Commerce l)e]iarl-
ment Auditorium.

Included among the basic |)atenl^
assemblefl by 100 leading induslriil
companies for the observance of tlur
one hundred and fiftieth anniversary
of the signing of the first patent acl
are the original (jaulard and (libbs
transformer, the first induction nio
lor and the first induction iiulcr.
These \enerable devices of electiir
power transmission, application ami
measurement were the foreruiineis

of tlie modern developments pro-
tluced by the Westinghouse Electric
and Manufacturing Companw

Long since retired from actixe
work, these seemingly-crude struc-
tures of wire and gears and iron are
representative of the first practical
achievements in the transmission
and application of alternating cur-
rent power over long distances from
a central generating station.

The Gaulard and Gibl)s trans-
former, no larger than a soap box,
was utilized by George Westing-
house as an important tool in devel-
oping the alternating current system
in America. It formed the basis on
which successive generations of en-
gineers and inventors hax'e devel-
oped the modern transformers —
some as large as a small cottage —
which make feasible the generation
of electric power at comparatively
low voltage by stepping up the volt-
age at the transmitting end of the
line and permitting power to be de-
li\ered economically over a great
distance. At its destination, llic
power is then stepped down li\
means of iron cores and copper coils
in similar transformers, from which
it is delivered at usable pressures or
voltages to homes and factories.

Development of the Tesla motor
marked one of the greatest advances
ever made in the use of electric
power for industrial purposes. It is a
classic example of the joining of the-
ory and application. The principles
of the rotating magnetic field were
discovered independently by Nikola
Tesla and Galileo Ferraris about
the same time, shortly before 1888.
Ferraris mathematically demonstrat-
ed the possibility of a rotating field
by use of alternating current, but it
was Tesla who buill an cxiierinicn-
tal model of an iiuluclion niolor
which actually worked. Basic pat-
ents for it were granted to Tesla in
the United States on May 1, 1888.

The same year an accident has
teiied the in\eiition of the induction
meter. Olixer I'., .'-^hallenberger, an
electrical engineer, saw a small
s])iral spring fall into the mechanism
of an arc lamp which was being ad-
justed. The s])ring landed on the
disks at the end of the main magnet
of the lamp and began to rotate
slowly. Shallenberger reasoned that
the rotating was caused by magnetic
or electrical action, and told a col-

PACIFIC MARINE R E V I K W

SPECIFIED FOR ALL
REQUIREMENTS

league, "I will make a meter out of
this." Within a month he had in-
vented the ampere-hour meter.

In the original meter, reprcsenled
at the patent exhibit, a fixed pri-
mary coil in scries with the power
line induces currents in a stationary
short-circuited secondary and a disk-
moving element to produce continu-
ous rotation. The speed is controlled
by an air-vane damper so that it is
proi)ortional to the How of current, a
dial indicating the ampere or watt-
hours of power being used.

New Type of
Copper Perfected

.Announcement of the perfection
of a new type of co])per after a ten-
year research and development pro-
gram costing well into seven figures
was made recently by Wylie Brown,
president of the Phelps Dodge Cop-
per Products Corporation.

The new copper, known as
"PDCP," was created by research
to meet the need of the electrical in-
dustry for a coi)per of superior
characteristics. Creater conducting
power, ductility, fatigue resistance
and surface quality are the out-
standing characteristics of this
moderni/.eil metal designed for ik-
penclable ])erformance under the
present-day demand for high speeds
and less space.

Made under a closely-guarded,
patented process, the new copper,
in addition to its superior character-
istics, is free of the imperfections
of ordinary copper, which, accord-
ing to engineers, have been respon-

sible for a large percentage of elec-
trical failures.

The improved metal is made
without melting from electrolytic
cathode copper, which is plastically
converted by tremendous pressure
in a reducing atmosphere at ele-
vated temperature into smooth,
dense copper bar, rod, strip or other
desired commercial shapes.

Basically of the oxygen-free type,
it is the only solid copper in the
world which is not melted subse-
quent to the electrolytic purifica-
tion process. Hence the intrinsic
purity of electrolytic cathode copper is
not only retained but is greatly en-
hanced at the high temperature of the
reducing gas used in the process.

Ductility far greater than ordi-
nary copper permits sharper bends
and easier forming and drawing.
The metal is said to approach the
malleability of gold. This property,
combined with greater conducting
])ower for electricity, has made the
iiTiproNcd cop])er poi)ular for use in
a multitude of complicated electri-
cal parts and devices.

A new manufacturing unit was
constructed at the Bayway mills of
the Phelps Dodge Copper Products
Cor])oration for the exclusive pro-
duction of this PDCP copper in va-
rious commercial shapes and sec-
lions.

Ferry Completes
Long Sea Voyage

A long ocean voyage under her own
power by an American ferryboat ended
at New York on Tuesday, March .'i.

when the E. (J. Diefenbach arrived
from Orange, Texas, where it was
built, to go into .service of the Electric
Ferries, Inc. This ferry is of all-
welded steel construction, 185 feet
2J-4 inches long, 55 feet beam and 15
feet 6 inches deep. She is jjowered by
a 12-cylinder General Motors two-
cycle diesel engine rated 950 horse-
power at 750 revolutions per minute.
She cleared from the Texas shipyard
on Februaiy 19 and averaged 11 miles
per hour on the 2,100-mile voyage.

A specially-picked crew of 18 men,
furnished by the Moran Towing &
Transportation Company of New
York, under Captain James A. Deal,
brought the ferry through this long
voyage. Captain Deal said he encoun-
tered little difficulty during the voy-
age, except for a storm off Mobile,
Ala.

No additional preparation of super-
structure had been made for the ocean
voyage, but very little water was
shipped, and the boat proved entirely
seavvorlhy.

She was put in drydock soon after
her arrival, and went int(j commission
on Friday, March 8, for regular
service.

The E. G. Diefenbach was designed
by Eads Johnson, New York naval
architect, and was built in the Arthur
Levingston Shipbuilding Comi)any
yards at Orange, Te.xas.

The engine is direct-connected to a
()()0-kilovvatt, direct-current d-c gen-
erator, w hich supplies energy to a 750-
horsepov\er motor connected to the
propeller through a reduction gear.

MAY. 1910

Building in
American Yards

Direcl Reports from Yards as of April 1. l'*40.

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

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wk

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9L . ii H^E=!

v.sj

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L

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it-

NEW CONSTRUCTION:

Five C-1 cargo vessels for U. S. Maritime
Commission. Full scantling steam propulsion
type. Keel for first ship laid January 19,
1940.

DRYDOCK .'KND ROUTINE REPAIRS

Manoa, Makua, Richmond, Knud Rasmus
sen. San Antonio. Silvcrguava, Mericos H
Whittier. Brookings. President Cleveland
Malama. Bahrein. Vitus Bering, Manulani
Roseville, Barges Bay Gull and Utility. W.
S. Miller. San Diego. Elwyn C. Hale, City o
Los Angeles, President Lincoln, Peter Lassen,
President Wilson, Frank G. Drum. Diamond
Head, Manukai.

COMMERCIAL IRON WORKS
412 Southeast Stephens St.
Portland. Ore.
DRYDOCK AND ROUTINE REPAIRS:
Dredge A. Mackenzie, Grenanger, Bran-
danger, Inland Chief. Pleasantville, Hanley,
Nicolaou Ourania, Charles R. McCormick.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.

NEW CON.STRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels
for U. S M.iritime Commission.

FELLOWS AND STEWART, INC.
Wilmington, Calif.
NEW CONSTRUCTION:
Two 44-foot standardized sloops, "Island
Clipper" class.

One 40-foot sloop.

One 55-foot ketch-rig yacht.

GENERAL ENGINEERING a: DRY
DOCK CO.
Foot of 5th Avenue
Oakland, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Dredge San Pedro, Standard No. 1. Stan-
wood, Havisidc Bir-'e No. 2, Associates,
Patrol Boat Alert. Dredge Pacific, Tug Arabs,
Solano.

LAKE UNION DRY DOCK &. MACHINE
WORKS
Fairview and Galer Streets
Seattle, Wash.
DRYDOCK ANI) ROUTINE REPAIRS:
Canco, Cornelia, M.m/inata, Boxer, 14 can-
nery boats, Alaska PdiifK Packing Co. fleet,
Norco.

LAKE WASHINGTON SHIPYARDS
Houghton, Wash.

NEW CONSTRUCTION:
4750-bbl. steel oil barge for Standard Oil
Co. of Calif.

LOS ANGELES SHIPBUILDING &

DRY DOCK CORP.

Los Angeles Harbor

San Pedro, Calif.

DRYDOCK AND ROUTINE REPAIRS:
Tyoyo Maru No. 7, Suruga Maru. El Cap-
itan, G. P. Barge No. 3, Yachts Maria
Dolores and Enchantress, Tug Vivo, Tis-
naren, M. V. Tosari, W. H. Berg, Los An-
geles, Vera, Naruto Maru.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19, 19J9.

Gudgeon, submarine (SS211); keel laid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Order received for construction of two
fuel barges (Y044 and Y045), dated July 11,
1939. Keel laid, No. Y044, April 1, 1940.

Order received for construction of one
seaplane wrecking derrick (YSD14), dated
January 22, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Savannah, Boise, McFarland, Kilty, Kenni-
son, Rathbume, Dent, Waters, Talbot, Mont-
gomery, Grebe, Medusa, Seal, S-27, S-28,
Bagaduce, Trinity, YO-24.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hulls Nos. 195, Sea Arrow, and 196, Sea
Star; two cargo vessels for U. S. Maritime
Commission: LOA 492' 0", LBP 465', breadth
molded 69' 6", depth molded 42' 6", SHP
normal 8.S00, SHP max. 93. 'iO, dis. 17,600
tons, deadweight 11,926 tons; steam turbine
propelled. No. 195 launched September 15,
1939; No. 196 launched December 22, 1939.

Hulls Nos. 197 and 198, two C-3 vessels
for U. S. Maritime Commission LOA 492'
0", LBP 465', breadth molded 69' 6", depth
molded 42' 6". Keel laid, No. 197, February
5, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Capt. A. F. Lucas, Mt. Olympus, Mon-
tanan, Nordbo, Pennsylvanian, R. J. Hanna,

Claremont, Bering, Alaska Standard, Purse
Seiners Virginia II and Vittoria, Silverado, i
District of Columbia, Carmar, Manatawny,
Minnesotan, Alabaman, Bahrein, Margaret
Johnson, Brandanger, Eureka, Admiral Senn, i
Komoku, Lumbertown, American, Sutter,
Mexican, Georgian, H. T. Harper, Pacific
Ranger, Dakotan, W. S. Rheem, Klipfontein, i
Pineapple Barge No. 1, Lake Frances. Hutna-
conna. Pennsylvania, Silver Willow.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);
standard displacement 1600 tons. Keel laid
January 3, 1939.

Monsscn (DD436); keel laid July 12,
1939.

Ala (YT139). Launched November 6,
1939.

Barnegat (AVPlO); keel laid October 27,
1939.

Biscayne (AVPll); keel laid October 27,
1939.

Ships authorized, work not started: Casco
(AVP12), and Mackinac (AVP13).

DRYDOCK AND ROUTINE REPAIRS:

Enterprise, New Mexico, Williamson,
Ramsay.

SEATTLE-TACOMA SHIPBUILDING
CORP.

1801-16th Ave., Southwest
Seattle, Wash.

NEW CONSTRUCTION:

Hulls Nos. 1-5, five C-1 cargo vessels fir
U. S. Maritime Commission. Single screw;
full scantling diesel propulsion type. Two
Gcneral-M.A.N. 2,100-H.P. diesels; 14 knots
speed. Keel laying dates, March 5, April 15,
September 10 and October 10, 1940, and
March 10, 1941. Launching dates September
1 and October 1, 1940, and March 1, April
1, and August 1, 1941. Delivery dates Jan-
uary 1, February 1, June 1, July 1 and Octo-
ber I, 1941.

TODD SEATTLE DRY DOCKS, INC.
Harbor Island
Seattle, Wash.
DRYDOCK AND ROUTINE REPAIRS
Tug Active. Oregon Express, Robert Luck-
enbach, Virginian, Latouche, Point San Pab-
lo, Mount McKinlev, Julia Luckenbach, Tar-
anger, Yukon, Mary D., Olopana, Absaroka
Umatilla Reef Lightship No. 93, North King,
Edw.Trd Luckenbach.

PACIFIC M A R I N K REVIEW

May, 1940

PACIFIC MARINE REVIEW

'"''^nu^r.foft^^

To make a long story short, we present the following
Viking facts in "brass-tack" form :

1. All Viking Rotary Pumps have just 2 moving parts
. . . less wear, longer life.

2. Capacities range from "A to 1.050 GPM.

3. Viking rotates in both directions with like accuracy,
like efficiency.

4. Complete selection of portable and stationary models
. . . special mountings, metals and drive arrangements.

5. Viking handles any clean liquid — hot or cold — regard-
less of viscosity.

6. Every Viking Pump is given a "hard-boiled"' test
before it leaves the factory . . . when it reaches you
it's ready to go.

Send your request by post card, letter, telegram
or cable . . . the proper Bulletin, with pictures,
specifications and helpful installation hints, will
be hurried back by return mail.

#^ ^^/

PACIFIC COAST DISTRIBUTORS:

203S S. Santa }■'■

De Laval Pa

With a hearing
on Bearing ills

The most effective preventative
is the regular employment of
our time-tested and economical

. xxxx

NICKEL BABBITT

Its widespread use in the marine
field is its best "spokesman".

nniERiinn smEiTinc
nno REiminc compnnv

LOS ANGELES

SAN FRANCISCO

NEW YORK

WEATHER-WISE
and TOUGH!

ASK THE NATIONAL LEAD MAN

LIDGERWOOD

DEPENDABLE • EFFICIENT
DECK AUXILIARIES

EQUIPMENT NOW UNDER

CONSTRUCTION

FOR INSTALLATION ON

NEW VESSELS FOR

ATLANTIC REFINING COMPANY

C-l MARITIME VESSELS

C-3 MARITIME VESSELS

AMERICAN EXPORT LINES

ROBIN LINES

MAIN OFFICE and PLANT

LIDGERWOOD MANUFACTURING CO.

ELIZABETH, N.J.

WESTERN BOAT BUILDING CO., INC.

2505 East Uth Street

Tacoma, Wash.

NEW CONSTRUCTION:

Hull No. 141, purse seine fishing vessel
100' X 26'. Launched March 26. 1940.

Hull No. 142, purse seine fishing vessel
93' X 24'. Launching date April 15. 1940.

Hull No. 143, purse seine fishing vessel
94' X 25'. Keel laid April 1, 1940.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.
NEW CONSTRUCTION:
Hulk Nos. 57-61, five C-1 cargo vessels

for U. S. Maritime Commission. Full scant-
ling diesel propulsion type; single screw; two
Busch-Suher 2,100-H.P. engines. Keel laying
dates, February 5, February 19, July 1, No-
vember 10. 1940; and March 1, 1941.
Launching dates, June 5, August 31, Novem-
ber 10, 1940; March 15 and July 1?, 1941.
Delivery dates, January 16, March 17, May
16, July 15 and September 13, 1941.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh. Pa.

NEW CONSTRUCTION:

Twenty coal barges 175' x 26' x 11' for

Carnegie-Illinois Steel Co.

Three oil barges 240' x 50' x 12' for
Campbell Transportation Co.. Pittsburgh, Pa.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 177 and 178, DD423 and
DD424. two 1620-ton destroyers for U S
Navy. Delivery dates August and October
1940, respectively.

Hulls Nos. 180-181, DD429 and DD430
two 1620 ton destroyers for U. S. Navy
Delivery dates, December, 1940, and Febru
ary, 1941, respectively.

Hulls Nos. 182-183, DD437 and DD438,
two 1620-ton destroyers for U. S. Navy.
Delivery dates, June 15, 1941, and August
15, 1941.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

Hull No. 1460, CV7, Wasp, airplane ear-
ner f<,r V. S. Navy; 14.000 tons: delivered
April. 1940.

Hulls Nos. 1470, Benson, and 1471, Mayo,
two 1,600-ton destroyers for U. S. Navy.

Hull No. 1477, Express, cargo vessel for
American Export Lines, Inc.; 450' HP. x
66 X 42' 3": 16^2 knots speed, geared tur-
bines and water tube boilers; 14,500 tons.
Launched March 9, 1940.

Hull No. 1478, Massachusetts; J5,000-ton
battleship for U S. Navy.

Hulls Nos. 1479. San Diego, and 1480,
San Juan, two 6.000-ton cruisers for U S
Navy,

Hulls Nos. 1481-1484, four cargo vessels
for U. S. Maritime Commission; 450' B.P. x
66' X 42' 3"; 16J/2 kr: •>: geared turbines and
water tube boiler-i: 14.-'jfi tons.

Hulls Nos. 1485-148- three tankers 502'
X 68' X 37'; 21,000 tons

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:

Hulls Nos. 4330, Esso Annapolis; and
4331, Esso Albany; two 16,300 dwt. ton
tankers tor Standard Oil Co. of N. J.; 18
knots speed. Launching dates. No. 43 30,
September 9, 1939; No. 4331, April 27,
1940.

Hulls Nos. 4337, Delbrasil; No. 4338.
Delorleans; and No. 4339, Delargentino;
three passenger and cargo ships for Missis-
sippi Shipping Co. Launching dates. No.
4337, December 16, 1939; No. 4338, Feb-
ruary 17, 1940. Delivery dates, No. 4337,
June 1, 1940; No. 4338, September 1, 1940;
No. 4339, December 1, 1940.

Hull No. 4340, Victor H. Kelly, tanker
tor Union Oil Co. of Calif. Launched Janu-
ary 6. 1940; delivered March 8, 1940.

Hull No. 167, subchaser PC-452, length
174', for U. S. Navy.

BETHLEHEM STEEL COMPANY, INC.

Sliipbuilding Division

Staten Island Yard

Staten Island, N. Y.

NEW CONSTRUCTION:

Hull No. 8003, one V. S. Navy fleet tug.

Launched November 10, 1939; delivery date
April 25, 1940.

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Launching dates October 1 and
December 1, 1940; and April 1, July 1 and
September 1, 1941, respectively. Delivery
dates April I, June 1, August 1, November
1, 1941; and January I, 1942, respectively.
All above dates tentative.

BROOKLYN NAVY YARD

Brooklyn, N. Y.
NEW CONSTRUCTION:
BB 55, North Carolina, battleship; L.B.P.

714' 0", beam to outside armor 108' 0",
std. displ. 35,000 tons; geared turbine en-
gines; express type boilers. Contract delivery
September 1, 1 94 1; estimated delivery date
October 15, 1941.

Battleship No. 61, order placed June 2,
1939; to be built under authority of Naval
Appropriation Act for year 1940. Estimated
delivery date August 1, 1943.

IRA S. BUSHEY & SONS, INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

One steel tug 100 x 25' x 12'; 805 HP.

Fairbanks-Morse engine. Delivery date May

1, 1940.

One wooden deck scow 118' x 36' x 10'
for builder's account. Delivery date May,
1940.

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 805 H.P. engines; for builder's ac-
count. Delivery dates August and September,
1940.

DEFOE BOAT & MOTOR WORKS

Bay City, Mich.
NEW CONSTRUCTION:
Hull No. 166, sub-ch.iscr PC-45I, for U

S. Navy. Length 170' Delivery date June,
1 940.

1 HE DRAVO CORPORATION

Engineering Works Division
Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:
Hull No. 1572, one welded flush deck
cargo box barge 1 30' x 30' x 7' 6" for stock;
250 gross tons.

Hulls Nos. 1626-1628, three welded steel
coal barges 134' x 34' x 17' for stock: 2301
gross tons.

Hull No. 1651, one 1300-H.P. steel hull
diesel towboat for Union Barge Line Corp.,
Pittsburgh, Pa.: 550 gross tons.

Hull No. 1652, one 25-ton floating crane
for U. S. Navy, Mare Island, Calif.; 335
gross tons.

Hulls Nos. 1653-1656, four welded steel
carfloats 3 30' x 40' x U' for Long Island RR,
Philadelphia, Pa.; 5212 gross tons.

Hull No. 1659, one welded steel oil barge
148' X 38' x 9' for Pacific Dry Dock Cs' Re-
pair Co., San Francisco, Calif.; 426 gross
tons.

Hull No. 1674, one 700-H.P. twin screw .
diesel towboat hull 135' x 26' x 8' for
Wheeling Steel Corp., Wheeling, W. Va.;
290 gross tons.

Hulls Nos. 1675-1677, three welded cov-
ered cargo barges 175' x 26' x 11' for Moun-
tain City Mill Co.; 1590 gross tons.

Hull No. 1678, one caisson for Panama ;
Canal Bureau of Yards and Docks, Navy .
Dept., Washington, D. C; 1598 gross tons.

Hull No. 1689, one 760-H.P. twin screw ■
diesel towboat 135' x 27' x 11' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1690-1691, two welded steel
deck lighters 80' x 30' x 9' for Pennsylvania
R.R.; 354 gross tons.

Hulls Nos. 1692-1701, ten welded steel car i
floats 250' X 34' x 9' 1" for Pennsylvania
R.R.; 5940 gross tons.

Hulls Nos. 1706-1711, six type W-7
welded coal barges 175' x 26' x 10' 8" for
stock; 2832 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 135' x 27' x 11' 9" for
Semet Solvay Company, 290 gross tons.

Hull No. 1716, one welded steel derrick i|
boat hull 66' x 40' x 6' 6" for McLean Con- '
tracting Co., Baltimore, Md.; 163 gross tons.

Hull No. 1717, one welded steel derrick
boat hull 100' x 36' x 7' for Anthony :
O'Boyle, Inc., N. Y. C; 220 gross tons. ]

Hulls Nos. 1718-1724, seven welded steel
gasoline barges 195' x 35' x 9' 6" for Camp-
bell Transportation Co., Pittsburgh, Pa.; 3976
gross tons.

Hull No. 1725, one welded steel landing
flat 175' X 26' x 6' for The Texas Co.,
N.Y.C; 249 gross tons.

Hulls Nos. 1726-1735, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
ftock: 4720 gross tons.

ELECTRIC BOAT CO.
Groton, Conn.

NEW CONSTRUCTION:

Hull No. 35, Tambor (SS198); standard
displacement 1475 tons; launched December
20, 1939: delivery date June, 1940.

PACIFIC MARINE R E V I K W

May, 1940

PACIFIC MARINE REVIEW

Bfijeclfiif
Federal Paint

and make the job
a lasting one —

When you specify Federal Marine
Paints and marine compositions, you
are receiving the advantages resulting
from nearly forty years of manufac-
turing, supplying and applying marine
products EXCLUSIVELY.

Federal takes care of all your painting
needs. There are Federal paints for
the interiors of your ships . . . paints
and protective compositions for your
decks and hulls . . . there is a Federal
product for every use aboard ship . . .
from keel to truck.

We invite you to consult with the Federal agent in your
district when you are planning your next painting job.

ON THE PACIFIC COAST:
SEATTLE, WASHINGTON SAN FRANCISCO. CALIF.

A. T. B. Shieli
108 Weal Lee Street

PORTLAND OREGON
Chalmeri Shipping Co.
Board ol Trade Building

Pilbbury & Curtis
100 Bush St. KEarny 3302-3

SAN PEDRO, CAUF.

Robert S. Gardnei

P. O. Box 231

Agents and Stocks in all the Principal Ports

The Federal Composition
& Paint Company^ Inc.

33 Rector Street, New York, N. Y.

Prevent a
Slipping Hazard

wUh Permanently \on-slip
Aluntlunt Tiles and
Aggregates

POR THE "DANGER SPOTS'— for areas
aboard ship where there is a slipping
hazard there is a suitable Norton Floors
product — Alundum Floor and Mosaic Tiles
and Alundum Aggregates for terrazzo and
cement floors.

Each product provides dependable walking
safety — a surface that will not wear slip-
pery— whose effectiveness is not lessened
by water.

Complete literature on Norton Floors pro-
ducts on request.

NORTON COMPANY

WORCESTER, MASS.

New York Chicago Detroit

Ph-ladelphia Pittsburgh Hartford

Cleveland Hamilton, Ont

London Paris Corsico, Italy

Wesseling, Germany

Hull No. 36. Tautog (SS199); standard
displacement 147? tons: launched January 27,
1940; delivery date October, 1940,

Hull No. 37, Thresher (SS200); standard
displacement 1475 tons; launched March 27,
1940: delivery date December, 1940.

Hull No. 39 Gar (SS206); standard dis-
placement \A7f' tons; keel laid December 27,
19J9.

Hull No. 40 Grampus (SS207); standard
displacement 1475 tons.

Hull No. 41 Gray back (SS208); standard
displacement 1475 tons.

Hull No. 42. Mackerel (SS204); standard
displacement 800 tons; keel laid October 7,
1939.

Hull No. 278, mooring barge 100' x 30'
X 5' for Standard Oil Co. of Ind., Chicago,
111. Estimated completion date May 12, 1940.

THE FEDERAL SHIPBUILDING

AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:

Hull No. 159, Comet; C-2 cargo vessel
for U. S, Maritime Commission. Launched
December 16, 1939; delivered March 25,
1940.

Hulls Nos. 160. Plunkett; and 161,
Kearny; two torpedo boat destroyers for the
United States Navy. Launched March 9,
1940.

Hulls Nos. 162, Sea Fox; 163, Frederick
Lykes; 164. Doctor Lykes; 165, Almeria
Lykes; 166 and 167; six C-3 cargo vessels for
U. S. Maritime Commission. No. 166 keel
laid March 4, 1940. Launching dates. No.
162, January 27, 1940; No. 163, February
24, 1940; No. 164, April 6. 1940; No. 165,
April 27, 1940. No. 162 delivered March 18,
1940.

Hulls Nos. 168-169. two 6000 ton cruisers
for U. S. Navy.

Hulls Nos. 170-171, two torpedo boat de-
stroyers for the United States Navy. Keels
laid March 18, 1940.

Hulls Nos. 172-176. five C-1 cargo vessels
for U. S. Maritime Commission. Keel laid.
No. 172, January 22, 1940.

Hulb Nos. 177 and 178, two tankers
for the Standard Oil Co. of N. J. Keels laid
December 26, 1939.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION;

Hulls Nos. 253 to 256, four C-3 cargo
vessels. Completion dates November, 1940;
and January, March and May, 1941.

Hulls Nos. 265 to 268. four C-3 IN pas-
senger and cargo vessels for U. S. Lines. De-
livery date- March 15, April 15, June 15 and
August 1, 1941.

Hull No. 271, ferryboat for Police Jury,
Parish of Plaquemines, Pointe-A-La-Hache,
La.: 105' x 35' x 5'. Completion date April
1, 1940.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
X 7' 6". Estimated completion date, August
1, 1940.

Hulls Nos. 275-276, two oil barges, 93' x
36' X 10' 6". for Panama Canal, Washington,
D. C. Estimated completion date, May II,
1940.

Hull No. 277, derrick barge 80' x 38' x 6'
for Doullut C!' Ewin, New Orleans, La. Esti-
mated completion date May 15, 1940.

LEVINGSTON SHIPBUILDING CO,
Orange, Texas

NEW CONSTRUCTION:

One all welded towboat; LOA 80', beam
OA 22' 7", depth 9' 6". Powered by 550
H.P. diesel. For W. G, Coyle & Co., New
Orleans, La. Delivery date April, 1940.

Four all- welded unmanned barges 173' x
39' X 8' 6" for Pan American Refining Co.
Delivery date April, 1940.

One steel single-screw diesel tugboat 70' x
19' X 8' for Pan American Refining Co.; 450-
B.H.P. Delivery date May. 1940.

One electric ferry 185' V/z" " 55' x 15' 6"
for Electric Ferries, Inc. Powered with 950-
H.P. General Motors diesel with one 750-
H.P. propelling motor. Delivery date April,
1940.

Two all-welded unmanned barges 173' x
39' X 8' 6", for Higman Towing Co., Orange,
Texas. Delivery date April, 1940.

One all-welded steel tugboat 48' x 12' 3"
X 6' 2" for Atlantic, Gulf & Pacific Company,
N. Y.; 163 HP. Delivery date May, 1940.

One all-welded steel tugboat 57' 7" x 14'
X 7' 6" for Atlantic, Gulf & Pacific Co., N.
Y.: 240 HP. Delivery date May, 1940.

MANITOWOC SHIP BUILDING CO.
Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'
x 23.5'. Approximate dates, launching date,
September 15, 1940; delivery date, January
4, 1941.

THE MARYLAND DRYDOCK CO.
Baltimore, Md.

DRYDOCK AND ROUTINE REPAIRS:
China Arrow.

NEWPORT NEWS SHIPBUILDING Sc
DRYDOCK CO.

Newport News, Va.
NEW CONSTRUCTION:
Hull No. 369, twin screw tnail, passen-
ger and cargo liner for United States Lines

Co.; length 723', beam 92', depth 45'.
Launched August 31, 1939.

Hulls Nos. 370, 371 and 372, three oil
tankers for Standard Oil Company of New
Jersey; gross tonnage about 11,500 tons;
LB. P. 525'. breadth molded 75', deptli
molded 39'. Keel laid, No. 372, February 5,
1940. Launching dates. No. 370, September
29, 1939: No. 371, January 26, 1940.

Hull No. 376, single screw cargo vessel
for United States Maritime Commission; tur-
bine propulsion: gross tonnage about 8000
tons; length 435', breadth 63', depth 40' 6".
Launching date December 15, 1939; deliv-
ered March 27, 1940.

Hull No. 378, battleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
384, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", depth
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 379, October 2, 1939; No. 380,
November 13, 1939; No. 381, December 26,
1939; No. 382, February 5, 1940

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U, S. Mari-
time Commission; length 465', breadth 69'
6", depth 42' 6"; gross tonnage about 9100
tons.

THE NEW YORK SHIPBUILDING

CORPORATION

Camden, N. J.

NEW CONSTRUCTION:

One destroyer tender for U. S. Navy.
Launched May, 1939.

One seaplane tender for U. S. Navy; or-
der placed December 27, 1937.

One destroyer tender for U. S. Navy.
Launched December 9, 1939.

One seaplane tender for U. S. Navy; or-
der placed October 14, 1938.

One battleship for U. S. Navy. Keel laid
July, 1939.

One repair ship for U. S. Navy; order
placed July 20, 1939.

Two cruisers for U. S. Navy: order placed
March, 1940.

THE PUSEY 8C JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp; 1600 gross
tons; 300' x 65' x 20'; steam UnaFlow pro-
pulsion; 3600 H.P.; 16knots speed; cost
$1,000,000. Delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000
gross tons: 413' x 60' x 37' 6"; turbine pro-
pulsion; 4000 H.P.; 14-knots speed; cost
$1,928,000. Delivery dates January and
March, 1941, respectively.

Hulls Nos. 1077 and 1078, two tugs for
Donaldson Towing 6? Lighterage Co.; 205
gross tons; 95' 6" x 24' x 14' 9"; steam Una-
Flow propulsion; 600 H.P.; 13-knots speed:
cost $200,000 each. Delivery dates July and
August, 1940, respectively.

Hull No. 1079, tug for Long Island R.R.
Co.; 105' x 24' X 12' 11"; 210 gross tons:
Una-Flow .steam machinery; 800 S.H.P.: 11
knots speed. Delivery date December, 1940.

Hulls Nos. 10?0-1031, two automobile and
passenger ferries for Delaware-New Jersey
Ferry Co.; 206' x 65' x 16'; 750 gross tons;
Una-Flow steam machinery; 1400 S.H.P.; 15
m.p.h. speed. Delivery date 1941.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION:

Hulls Nos. 184-185, two single-screw die-
sel cargo vessels for U. S. Maritime Commis-
sion, C-3 design. Equipped with Busch Sul-
zer engines. Delivery dates April and May,
1940.

Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;
diesel propelled; equipped with Sun-Doxford
engines. Delivery dates April, May, June and
July, 1941.

Hull No. 190, one 16-knot tanker for
Texas Co.: .single screw steam turbine; 13,285
tons dwt. Delivery date, June, 1940.

Hulls Nos. 191-192, two single screw
steam turbine railroad car carriers for Sea-

PACIFIC MARINE R K V I K W

May, 1940

PACIFIC MARINE REVIEW

-LIJCKENBACH-

FAST WEEKLY FREIGHT AND PASSENGER SERVICE BETWEEN

BOSTON. PHILADELPHIA, MANHATTAN, BROOKLYN AND PACIFIC COAST PORTS

Regular sailings from and to Providence

FORTNIGHTLY SERVICE BETWEEN

HOUSTON. MOBILE, NEW ORLEANS AND PACIFIC COAST PORTS

FREQUENT SAILINGS TO AND FROM TAMPA

LIJCKEIVBACH LIIVES

100 Bush Street, San Francisco
Head Office: 120 Wall Street, New York

d^ns^

DIESEL EQUIPMENT

MARKET-PLACE

• Dependable used Diesels, power machinery and
equipment.

• Four great distribution and service depots, coast to
coast coverage.

• We buy and sell. Send us your offerings. Advise us
your requirements, we can quickly locate the equip-
ment you need.

• Qualified engine experts and service men.

Courtesy to brokers and agents
Address inquiries to Dept. PM-4

DIESEL POWER & MACHINERY CO.

CHICAGO, 201 2 Lorrabee St.; MEMPHIS, 419 Monroe St.; NEW YORK,
31-30 Queens Blvd., L. I. City; LOS ANGELES, 21 15 San Fernando Rd.

France Metal Packing

dintenance Costs

Floating rings constructed of a suitable
metal produce unequalled sealing proper'
ties and keep rods like new for years.
Applied without disconnecting rods and
stems. Write for details.

THE FRANCE PACKING COMPANY
Tacony, Phila., Penna.

Branch Offices in Principal Cities

Sole Authorized Representatives:

San Francisco — Hercules Equip

ment & Rubber Co., .'550 - .'ire

Street — EXhrook 2.';7.5

Seattle — Guy M. Thompson, 1241
South Alaskan Way — Phone
MAin 1870

Portland— E. B. Huston. 127 S.W.

First Ave.— Phone ATwater 6754
Los Angeles— A. C. Elder. 2714

South Hill St. — PRospect 9529
New York City — France Packing

Company, Room 107-E. 30 Church

St. — Cortlandt 7-6827

Orig/na/ FRANCE
.>ii<:t.ii. ■•.vcki.Mp

T. S. Neilson, President

D. S. Neilson, Vice-Pres

Berkeley
Steel Construction Co., Inc.

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Specification to Lloyds, American Bureau of Shipping
or A.S.M.E.

Second and Camelia S+s. - - - Berkeley, California
Phones BErkelev 1662-34-5

Lifetime Vacation
[n One;$^m^Fortnight!

Four to five days of this South-Sea "Midsummer
Night's Dream". Beginning and ending with
enchanting passage over peaceful seas, on sa^e
American ships. All ii'itfiin a two-weel{ trip
from California!*

fares: (each way) California to Honolulu
First Class from $12.S • C.4bin Class from $8.S
MATSON SOUTH PACIFIC CRUISES. Per-
sonally-escorted every four weeks to New Zealand
and Australia via Hawaii, Samoa and Fiji. Over
17,000 miles ... 48 days ... 12 fascinating shore
excursions. All-inclusive cost, complete cruise.
First Class, from $6.10 for certain summer .sailings.

SHIPPERS: Swift, efficient freiKht service, modern refriKeratins
facilities, via the LURLINE and MATSONIA to Hawaii, via the MARI-
POSA and MONTEREY to New Zealend and Australia, by way of Samoa
and Fiji. .Mso reKular. frequent freighter saiiinps from Pacific Coast

*

Made possible

by

two special
injrs from San

M ontereyI

June 12: S.S.
MARIPOSA. July
10. A vacation
Rem to capture
now at the office
of your TRAVEL
ACENT.

por

Every detail from your TRAVEL AGENT, or:

MATSON NAVIGATION COMPANY
THE OCEANIC STEAMSHIP COMPANY

Francisco, Los Angeles. San Diego. Seattle. Portia

4l(i^M^

S.S. LURLINE
S.S. MARIPOSA

S.S. MONTEREY
S.S. MATSONIA

TO T^Mftit^ NEWZEMAND'AUSIHAU*

' ' VIA SAMOA • HJI

train Lines, Inc. Deliver)' dates May 15 and
June :?. 1940.

Hull No. 193, one tanker for Standard
Oil Co. of Calif.; 7,000 dwt. tons. Delivery
date December, 1940.

Hull No. 194, one tanker for Atlantic Re-
fining Co.; 19.400 tons. Delivery date July
10, 1940.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co. of N. J.; 1,800 tons. De-
livery dates October 1 and December 1,
1940.

Hull No. 196, one tanker for Lima Oil
Co.; 1.800 tons. Delivery date November 1,
1940.

Hull No. 198, one tanker for Texas Co.;
13,785 tons. Delivery date March 15, 1941.

Hulls Nos. 199-206, eight cargo vessels

for U. S. Maritime Commission; 7,500 tons.

TAMPA SHIPBUILDING &

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 33-36, four C-2 type cargo
vessels for U. S. Maritime Commission; 45y'
X 63' X 31' 6"; 9291 dwt. tons; diesel pow-
ered. Launching dates. No. 33, October 31,
1939; No. 34, January 10, 1940.

Hulls Nos. 37-40, four C-2 type cargo
vessels for U. S. Maritime Commission; 459''
X 63' X 31' 6"; 9291 dwt. tons.

Literature of the Industry

A Million Miles of Diesel Satisfac-
tion. Form 5856. Seventy-eight diesel-
powered machines that have operated
a total of more than 1,000,(XX) hours to
date are photographed and described
in a 32-page book just released b\-
Caterpillar Tractor Co.

Farm and industrial tractors, road
machines and industrial engines are
included in the record-making list.
Mentioned also is the early "Cater-
pillar" die.sel tractor, which set a
world mark for plowing performance
and economy in 1932. The tractor is
still in operation on an Oregon farm,
after having run more than 24,000
hours.

Xone of the machines described are
hand-pickefl. Performance records are
direct from owners, and, where they
are available, maintenance figures
have been given. Units from all parts
of the world are included.

Copies of the book ma}- be obtained,
free of charge, by writing Caterjiillar
Tractor Co., Peoria, Illinois.

Tivo-Stage Centrifugal Pumps, Bul-
letin 5972, published by Fairbanks,
Morse & Co., describes a line of two-
stage, s]>lit-case pumps with capaci-
ties up to 550 g.p.m. at heads rang-
ing up to GOO T.D.H. These units
are suited to all classes of general
pumping service where the liquid is
of low viscosity and free from for-
eign matter; they are used for .such
ser\ ices as: water supply to high
buildings or to small municipalities;
transfer of liquids i:i industrial and
process ]>lants; boih.r feed water;
and power for hydraulic elevators.

Xumerous features contribute to
ojjerating efficiency an'l long serv-

ice life. Among these are: one-piece
impellers made of material suitable
for service requirements; proper
hydraulic balance of impellers ;
hand-finished interior surfaces of
impellers; removable wearing rings
with streamlined water guiding sur-
faces on both casing and impeller;
high manganese alloy steel shaft
journaled in ball bearings of ample
size to withstand all thrust and ra-
dial loads; and centrifugallv-cast
bronze shaft sleeves.

1 1 o r i ■/. o n tall y-divided bronze
glands facilitate removal and adjust-
ment nf [lacking. Stuffing boxes are
especially deep to accommodate an
adequate supply of packing rings.
.\ bronze water seal ring for clear
water in the stuffing box on the low-
pressure stage prevents air from en-
tering the ]iump chamber and reduc-
ing efficiencv'.

Ccntrifuijal lllowcrs and Compres-
sors, Catalog F of the De Laval .Steam
Turbine Conijiany. A 52-page book,
including ch.ijiters on the following
subjects :

(1) The Construction :iii(l (liar-
acteristics of Centrifgu.il I '.lowers
and Compressors.

(2) Turbine and Mnior Uiives.

(3) Ciox'erning.

(4) Pro])erlies of fJases and Laws
of Compression.

(5) Selecting a Compressor ami
Calculating I'owei- Ketiuircd.

(6) Calculating Pressure hrop in
Piping.

This book lias many fine illiislr;i
tions and diagrams, aiul is l)c;iuli
fully |)iinle<l in brov\n and bl;i<k.

Chrunuinctric Haitd Tachometer, a
four-page bulletin issued by the
Boulin Instrument Corporation and
describing the latest Lyons .Speed
indicator, which consists of an accu-
rate chronometric movement, preset
to measure an exact period of three
seconds, combined with an accurate
rexolution counter. These two ele-
ments, housed in a Duralino.x case,
are automatically and positively
sjnchronized for the duration of the
measuring period. The instrument
is supplied with several tips, and is
used to measure either rotative
speed in revolutions per minute, or
surface speed in feet per minute,
without changing scale.

JlTService Separators, a new 8-
page bulletin, Publication 2950, pub-
lished by Cochrane Corporation on
liaffle-tjpe moisture and oil separa-
tors for use in vertical or horizontal
steam, gas and air lines. The bulle-
tin contains cross-section photo-
graphs and line drawings of the
three ]ioi)ular types of line separa-
tors built for use on lines ranging
from ' J to 30 inches in diameter.
Complete design, dimension and
constructional data are given, with
list prices. Data on proper drain-
age, gage fittings and auxiliary
ecjuipment arc also gi\'en.

Automatic Priming for Centrifugal
Pumps, an automatic priming system
for centrifugal pumps, which keeps
the puni]) always filled with water
and eliminates need for attention
from operators, is described in a pa-
)ier by ¥ . S. P^roadhurst, which has
been re|)rinted and is being dis-
tributed by the De La\^al Steam
Turliine (O.

.Special applications are described
for individual pumps, a group of
pumps using a common suction
main, deep well pumps, sewage
pumps and ])umps on shipboard.

In all cases, with this system, tin-
water level is maintained continu
ously at an elevation sufficiently
above the inqieller suction openings,
so that the imjieller is sealed against
entry (jf air and will deliver as soon
.•IS it is brought up to speed.

.\n interlock ]irc\ents starting the
imnip until it lias been properly
]jrini('d, c\ce]it in the case of i)um|)S
specially designed to ]iermit run-
iiiiii; without water.

I' A {; 1 K I (; M A R I IN K K E V 1 K W

May, 1940

PACIFIC MARINE REVIEW

BIRD -ARCHER CO. of Calif., Inc.

BOILER WATER TREATMENT

Specialists in Marine Feed Water Problems

We have successfully treated and serviced the boilers of every new high

pressure steamer built for Pacific Coast operation in recent years.

"SERVICE BACKED BY EXPERIENCE"

^^^V'^ "9 FREMONT STREET, SAN FRANCISCO Wilmingfon

Portland Honolulu

Agents for "BACITE" Cold Set Cement for the insulation of living quarters aboard ship.

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK DETROIT

BOSTON ''' CALIFORNIA STREET,SAN FRANCISCO ^^SHINGTON, D. C.

CHICAGO Offices and agents throughout the world LOS ANGELES

Canvas laid in FERDICO CANVAS
CEMENT provides a indy SEAWORTHY
surface. Use it also as a filler, and thereby
decrease by more than 75% the amount of
paint required to fill the pores of the fabric.

Let us tell you how you can avoid the
difficulty of removing old canvas. Write
for free informative pamphlet, "Layinf;
Canvas."

i^yhwollc of

SEAWORTniNE!^

RALSTON R. CUNNINGHAM CC
73 Columbia St.
Seattle. Wash.

L W. Ibiiliiaiii £ €Un€.

599 Albany Street - Est. IS7:i- Boslon.Mass.

Boston .Mass.

GEORGE S. LACY
It California Street.
San Francisco, Calif.

Q04ft/p.Gct Oil Pu^Hfll

Nine of the new C-3 type, 8,500-
gross ton, high-speed cargo vessels
being built for the Maritime Commis-
sion, five by the Federal Shipbuikl
ing & Dry Dock Co. at Kearny, N. J.,
and four bv the Moore Dr}- Dock Co.
at Oakland, Calif., and five C-1 6,400-
gross ton cargo vessels being built by
Federal for the Lykes Bros. Steam-
ship Company, are being equipped
with De Laval-IMO rotary displace-
ment oil pumps for lubricating oil
service, fuel oil transfer and fuel oil
service to burners. Two of the new
tankers being built by the Federal
Shipbuilding & Dry Dock Company
for the Socony- Vacuum Oil Company
will also have pumps of this type.
Similar pumps have been in service
for some years on tankers, passenger
shii)s and dredges.

The vertical units illustrated here-
with are particularly suited for ship-
board use, for by active cooperation
of a ship designer and builder, this
design has been develojied to fit marine
service from the operator's and ship-
builderN viewpoints. In addition to

their ability to run at directly-con-
nected motor speeds, and the complete
absence of pilot gearing, these units
have the following special features :

(1) Dual suction and discharge
openings, so that connection to the
piping can be made at either side of
the unit.

(2) An easily-accessible strainer is
incorporated in the suction manifold
of the fuel oil transfer pumps and of
the lubricating oil service pumps.

(3) Complete disassembly is possi-
ble without disturbing the motor or
piping in any way.

(4) An exceptionally rugged mount-
ing construction is provided, but at
the same time only a relatively small
floor space is required. For example,
a 350 g.p.m. lubricating oil service
pump requires less than the area of a
30-in. diameter circle of floor space.

( 5 ) No valves or reciprocating parts
are used, and the discharge from the
pump is extremely smooth and with-
out pulsation, a particularly advan-
tageous feature in fuel oil burner
service.

Upper right:

Motor-driven unit for lubricating oil

service and fuel oil transfer.

Lower right:

Motor-driven unit for fuel oil service

to burners.

Left:

Lubricating oil service or fuel oil trans-
fer pump with pump case cover re-
moved, showing hydraulically-balanced
IMO rotors and rotor housings ready
for disassembly.

!• A C I F I C MARINE REVIEW

flCIFIC

jiARine
Review

U N E

19 4 0

IB

-"iiTiii r 1111 IB .,

i=•^»e^:*4lnL

pjaw i*^p II ifw ■ V

w.

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Ice i-.n.us ,■! iUA'

UNIFORM

ViKitlicr lii«i(l«Mi />/«> mlitr in
I'liltlis aiui Portltiixl Miiriiu- H<t|M-

I'o Itf <»utHtaiHliii|; in itn iiclil. any |>ro«lii«i

nniHt he made to a ri^ill h(an<lar<l of

tpiality.

Itut perliapn even more iin|Mirlan( iIu-m'

liit;li Hlandards mnist he niainlainetl the

prothirt nni8t be consLslvnily (looil rnii-

si.strntly uniform.

In the making of Tiihhn an<l Portliinil

Marine Rope, there ran he no \arianre

from this quality standard. From the

preparation of tlie lihre to the laying of

(he fini)«hed rope, eon^tant teKtH asKure

tliat eaeh length, eaeh eoil, is exaetingly

uniform.

This assured uniformity nu-ans rnuch

ahoard ship. It means that you can eount

on every eoil of Tuhhs and Portland

Marine Rope to deliver the maximum of

dependable wear and serviee.

This unvarying uniformity is another of

those hidden [>liis values you reeei\e

when vou speeifv Tubbs KXTRA

SIPKRIOR MANILA and Portland

CLOVKRLKAF MANILA Marine Rope.

JUBBS CORDAGE CO.

200 Bush Street, San Franci9c:o

TLAND CORDAGE C

)BK • Seattle

Official Organ

Pacific American
Steamship Association

Shipowners Association
of the Pacific Coast

PRCIFIC

mnRine

R€VI€W

Contents - June, 1940

Admiral Land at San Francisco 21

The Pacific Coast Welcomes New Moore-McCormack Service.... 22

The United States Passenger Liner America 25

By Harold F. Norton and John F. Nichols

Pacific Northwest Marine Notes 40

By Chas. F. A. Mann

Your Problems Answered 42

By "The Chief"

Steady As You Go! 44

By "The Skipper"
Strength of the Tuna Clippers 46

By David W. Dickie, N. A.
On the Ways 48

Latest News from American Yards

Merchant Marine Importance in War Time 51

By Comm. Robert C. Lee

Book Reviews 58

Building in American Yards 66

Miscellaneous: Deck Officers' Licenses for April, 44; Gear Cases
for C-1 Motorships Building at South San Francisco, 52D;
Engineers" Licenses for April, 62; Balanced Action Diaphragm
Packless "Valves, 62 ; A Novel Pilot-Controlled Fuel Pump Reg-
ulator, 64.

PUBLISHED AT 500 SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March 3, 1879. Published on the 1st of
each month. Advertising and editorial forms close on the I5th. Subscription price, one year: Domestic, $1.50; foreign, $2.50; two years;
Domestic, $2.50; foreign, $4.00; three years: Domestic, $5.00: foreign, $5.50; single copies, 25c. Chas. F. A. Mann, Northwest Represen-
tative, 1110 Puget Sound Bank Bldg., Tacoma, Washington. New York Office, Rooms 202-203, 170 Broadway;

Telephone COrdlandt 7-3579.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash,
17 Battery Place; Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C, at the news stand of the Carlton Hotel,

16th and K Streets.

J. S. Hines

President and Publisher

B. N. DcRochie

Assistant Publisher

Paul Faulkner

Advertising Manager

Alexander J. Dickie

Editor

F. Dryden Moore
Assistant Editor

PACIFIC MARINE REVIEW

June, 1940

CHIEF ENGINEER: Let's just call this an experimental installation.

ASS'T CHIEF ENGINEER: And the next time we'll apply Preventive
Maintenance *§( like the Crane Man suggested.

^Hf The right valves and fittings for every piping
service. Preventive Maintenance stops trouble at the
source; it's the secret of dependable and economical
flow control. Talk it over with your Crane Representative.

iCRAN E

CRANE CO., GENERAL OFFICES
836 S. MICHIGAN AVE., CHICAGO

VALVES •

PLUMBING

FITTINGS
• HEATING

PIPE
PUMPS

NATION-WIDE SERVICE THROUGH BRANCHES AND WHOLESALERS IN ALL MARKETS

VOLUME 37
No. 6

PACIFIC

mARinE
Review

JUNE
1940

AdmiAj. IomI

At San ^n<moUjCJO-

"I was born in Nebraska, raised a cowhand and
appointed to Annapolis from that region. Now who
in h — wants to say there is no Westerner on the
Commission?" Introducing his speech thus. Rear
Admiral Emory S. Land, chairman of the U. S.
Maritime Commission, captured the interest of the
large and enthusiastic group of San Francisco Bay
region leaders gathered at luncheon to do him
honor on May 22.

The occasion was National Maritime Day — the
location, San Francisco's Commercial Club.

The admiral is a human dynamo, as those who
tried to follow his one-day schedule in San Fran-
cisco will all testify. At 9 a.m. he met the press
and skillfully answered or parried a barrage of
questions.

From this conference he sped by auto to the San
Francisco Works of the Union Plant of the Ship-
building Division of the Bethlehem Steel Com-
pany. Here he inspected quite thoroughly the ship-
luiilding facilities and the progress of construction
on the two C-1 hulls now well under way; thence,
hy the same conveyance, some twelve miles south
to the shipbuilding plant of Western Pipe & Steel
Company, where again the admiral led the group
and thoroughly inspected shops, building ways and
actual construction of the two vessels on the ways.
Then back to San Francisco for an official welcome
at the mayor's office, and so to lunch.

At lunch Admiral Land was full of pep, and his
talk frequently brought bursts of applause as he
dealt with his subject (the Merchant Marine pro-
;iram) in straightforward, shipshape fashion with-
out drawing any punches, and yet in a fine spirit of
looperation.

From lunch, the party sped immediately to the
Army transport docks at Fort Mason, where they
hoarded a bay steamer for an inspection of the San
Francisco waterfront and a \isit to The Moore Dry
Dock plant on the Oakland Estuary.

Here, by a rare coincidence, the Maritime Com-

, mission new C-.S cargo carrier Sea Arrow was on the

floating dock to have her propeller attached and to

I receive her final paint coat before her trial trip.

This enabled a full inspection of the hull inside
and out. Everyone, including the admiral, was
convinced that this yard had done a remarkable
piece of shipbuilding work. The experts were all
trying to remember when they had seen a "better
finished hull."

After inspecting the three hulls under construc-
tion at Moore's, and their facilities and procedure
for shipbuilding technique, the admiral was wafted
over for a preview of the 1940 International Ex-
position at Treasure Island, and so back to Fort
Mason at 6 p.m., then to dinner dansant at the
Fairmont Hotel, where (so they tell) the admiral,
after this hectic day, danced into the small hours
of Thursday morning.

This visit by the chairman of the U. S. Maritime
Commission has left an impression of confidence
in the minds of ship operators and shipbuilders on
the Pacific Coast. The evident intention is for
stabilization of the maritime industries, under pri-
vate ownership, with a continuous, well-planned
replacement of obsolete ships, and an aggressive
drive for new overseas markets.

Albert \'. Moore, president of the
Moore-McCormacl< Lines, Inc., and
his assistant, Lieut. Comm. K. H.
(Pai) Donavin, U.S.N.R., on their
recent tour of the Pacific Coast ports,
created a distinct impression that the)'
are sincere apostles of good will and
worthy representatives of the Good
Neighbor Fleet policy, which has be-
come synonymous with the name
Moore-McCormack.

This was peculiarly evident at the
great luncheon held in their honor by
the Chamber of Commerce and the
Foreign Trade Association of San
Francisco on May 13.

In his remarks on that occasion,
Mr. Moore outlined the plans of his
firm for future conduct of the Pacific
Coast-East Coast of South America
service to make that service of the
greatest possible benefit to com-
merce on this great trade route.

*7<4e Pacdic QojcMi

Albert V. Moore, Presi-
dent, Moore - McCormack
Lines Inc.

K. H. Donavin, Assistant

to the President, Moore-

McCortnack Lines Inc.

These jilans include :

(1) The establishment of offices
and agencies at Vancouver, Seattle!
Portland, San Francisco and Los
Angeles.

(2) The assumption by Commj:
Donavin of the duties of Pacific Coas^
manager in addition to those of assist-
ant to the president. This particular;
feature of these plans is of especiai
interest to Pacific Coast shippers be-H
cause Pat Donavin is well and favor-
ably known to so many of them.

(3) The formation of a prelimi-
nary schedule of monthly sailings, be-:
ginning with a southbound clearance'
from the Pacific Coast of the steamer

PACIFIC MARINE R E V I E \\

Sl^^S^b'i^Bif^S^

BUH

Moore-McCormack Lines motorship Donald McKay

City of Flint on June 20, and the
northbound clearance from Buenos
Aires of the steamer Collamer on
June 17, followed b)' the steamer In-
dependence Hall on July 2.

(4) The formation of an aggres-
sive organization composed of men
who know steamship operation and
how to get business therefor; and

(5) The increase of the fleet serv-
icing this line with new, modern, fast
tonnage as promptly as business war-
rants.

In commenting on this program,
Mr. Moore indicated his opinion that
"the surface had not even been
scratched" in trade between the
United States and the South Ameri-
can Republics. Starting their Atlantic
Coast, South American services about
a j'ear back with new tonnage, the
Moore-McCormack Lines expected to
operate two passenger and two cargo
vessel sailings a month. Last month
they had fourteen sailings.

Their future plans call for fort-
nightly service in the Pacific Coast-
East Coast of South America trade.
For this purpose they are ready to im-

mediately swing into this service two
of the Maritime Commission C-2
motorship cargo carriers of the Don-
ald McKay type. These ships have
a deadweight of 8,800 tons, six nice
staterooms with private bath, giving
a capacity for 12 passengers, and a
sea speed of 17 knots. Confirming
their ability t(j furnish tonnage, Mr.
Moore described the fleet now op-
erated by or under construction for
his firm, which aggregates 31 vessels
with a total deadweight capacity of
321,500 tons. For details of this fleet,
see table herewith.

Mr. Moore stated that a preliminary
survey of the territories involved in-
dicated considerable demand for pas-
senger service by tourists and busi-
nessmen. His firm was much inter-
ested in this possibility and, .should
the demand develop, will be ready to
place passenger liners in this service
comparable with those now in the
Good Neighbor Fleet on the New
York to East Coast of South Amer-
ica run.

The ships will be operated by Pa- ■
cific Coast crews. -Supplies and pro-

visions, routine repairs and other op-
erating purcha.ses will be made at
Pacific Coast ports. All Moore-
McCormack offi-ces "have complete
autonomy." This new service will be
a F'acific Coast steamship line.

"Fleets of ships, no matter how fine
these ships may be, and organizations
for selling the services of such ships,
cannot alone produce a successful
steam.ship .service. There must be
built up at each end of the line a
friendly spirit of mutual respect and
confidence between the operator and
those who consign to him the care and
transport of their cargoes.

"Moore-McCormack have been very
fortunate in establishing such rela-
tions with their shippers on the At-
lantic Coast and in South America.
We need to build up similar relations
on the Pacific Coast.

"If the Pacific Coast wants and
will support a first-class service for
cargo and passengers to the East
Coast of South America, we are pre-
I)ared to give such a service and to go
more than half way in building up
business for our patrons.

JUNE, 1940

"Two factors are very important in
building up this business, and should
receive special attention by Pacific
Coast trade associations and Pacific
Coast bankers. These are :

"(1) The character of representa-
tives sent by Pacific Coast businesses
to represent them in South American
dealings. Send the best men you have.
Executives of your firms who know
their own business and have some
knowledge of the country to which
they are going. Europe has been send-
ing its finest to South America for
over twenty years. There are rich
harvests there for those who know (or
have patience to learn) how to culti-
vate that field.

"(2) Establish fair credit arrange-
ments. This is where the banker
should come to the help of the busi-
nessman. You have very strong banks
and banking combinations on the Pa-
cific Coast and there would seem to
be no valid reason why these institu-
tions should not establish more gen-
erally direct credit facilities for Pa-
cific Coast business in South America.
This factor of credit is very important
in the matter of obtaining cargoes
both ways. No steamship operation
can exist on equitable freight tariffs
unless it is able to obtain cargoes in
reasonable volume for both legs of the
voj-age. Our experience in South
America indicates that such a condi-
tion is attainable on this route pro-
vided we can get and hold the confi-
dence and the cooperation of Pacific
Coast business and Pacific Coast in-
dustry.

"Our present plans call for the
finest service possible in the finest
ships afloat, all dependent on this co-
operation."

These are the words of a man of
shrewd common sense mixed with
unusual vision. Mr. Moore knows
South America, and he knows the
United States. We are sure that he
will win the confidence of Pacific
Coast shippers and that the Pacific
Coast-East Coast of South America
service of the Moore-McCormack
Lines Inc. will prove a successful
expansion of the Moore-McCormack
Lines and their business methods.

Pacific Coast exporters and im-
porters should give this new line the
fullest measure of cooperation, to
which their efforts are entitled.

1U ^leei 0/

oyi 0/ Mcuf 7, i9^0

Ships Under Operation:

Argentina De luxe passenger liners sailing fortnightly from

Brazil New York for Barbados, Rio, Santos, Montevideo

Uruguay and Buenos Aires ; returning fortnightly via Santos,

Rio and Trinidad. Speed 19 knots, displacement 33,-

500, deadweight 20,000 tons.

New C-2 cargo liners, speed 17 knots, deadweight
8,800 tons, except the last two, which are 9,500 tons.
The first six carry 12 pasesngers in rooms all with
bath.

New C-3 cargo liners, speed 18 knots, deadweight
11,900, except the Seafox, which is 12,500 tons. All
ships carry 12 passengers in rooms all with bath.

Cargo vessels, speed 13 knots, deadweight 8,400 tons.

Donald McKay

Mormachawk

Mormacgull

Mormacdove

Mormaclark

Mormacwren

Flying Fish

Lightning

Mormacpenn
Mormacland
Mormacyork
Mormacmail
Seafox

Mormacsul
Mormacmar
Mormacrio
Mormacrey

City of Flint Chartered vessels of 8,000 tons deadweight for serv-

Collamer ice in the Pacific Coast-East Coast of South

Independence Hall America trade.

Total Deadweight of Existing Fleet 249,500 Tons

New Ships Under Construction:

Four C-3 passenger ships as yet unnamed.

These 18-knot ships of 9,0rK) tons deadweight are
building at the Sun Shipyard, and are expected to
go into commision shortly after the fir.st of next year.
They will carry 200 first class passengers, all in
rooms with private bath. 22 rooms will have private
veranda, and 22 will be for single occupancy.

Four C-l-B cargo liners as yet unnamed.

These 14-knot ships of 9,0(K) tons deadweight are
building at the Consolidated Shipbuilding Corpora-
tion, and are expected to go into commission at the
end of this year or the beginning of next. They will
carry 12 [)assL'ngers in rooms all with bath.

Total Deadweight of Ships Under Construction 72,000 Tons

Total Deadweight of Entire Fleet 321,500 Tons

PACIFIC MARINE REVIEW

1U ^(H4ied Stated

^y Harold F. Norton and John F. Nichols

Naval Architect and Chief Engineer, Newport News Shipbuilding and Dry Dock Company

The America was designed as the
Flagship for the United States Lines'
lleet for a fast and efficient passen-
i^er and express cargo service with
the Washington and Manhattan be-
tween New York and Hamburg,
:alling at Cobh, Plymouth, South-
ampton and Havre.

In developing her finally-approved
ines some 5,000 test runs of models
were made at the Newport News
model tank and the Washington
model basin. These included tests
in artifically-created model tank
waves corresponding to seas rang-
ng from 100 to 1,000 feet in length,
with movies of model motion in the
seaway to permit careful study and
analysis of the motions of the va-
rious models.

Rest trace for bilge keels, best
shape for bossings, and best pro-
peller design, were all determined
by large model tests at Washington.
The result is a hull which its de-
signers believe to be as hydro-
dynamically efficient as is possible.
Speed and power curves for the final
design are shown in the graph here-
with.

In checking the li)ngitu<liiial hull
Stresses, calculations were made for
the main hull only, and also for the
main hull with the deck erections

America is nozv Hearing completion
at Newport News Shipbuilding and
Dry Dock Company. Her sea trial is
scheduled for June 15 and her delivery
for June 28. The design as finally de-
veloped by Gibbs & Cox, Inc., naval
architects of New York, and repre-
sentatives of the United States Lines,
owners of the vessel, was the culmi-
nation of a long series of designs pre-
pared by Gibbs & Cox, and also, at
the owners' request, by the Newport
News Shipbuilding and Dry Dock
Company.

This work started zvith "vague ideas
of a modernised duplication of the
Manhattan - Washington type, and
ended with a vessel distinctly differ-
ent in general arrangements."

On May 17 the Society of Naval
Architects and Marine Engineers met
at Newport News to inspect this great
ship (the largest commercial vessel
ever built in an American shipyard)
and to discuss a paper prepared by the
naval architect and the chief engineer
of the shipyard, describing the design
and the equipment of America. The
present article is an abstract of this
paper. Manufacturers' names in
parenthesis are interpolations by the
editor. — [Ed.]

included in the girder. It is inter-
esting that the inclusion of the erec-
tions in the hull girder system re-
duced the stress in the strength deck
from 8.6 to 8.2 tons p.s.i.
Regulations and Classifications
America was built to highest clas-
sification of the American Bureau of
Shipping, A-l-E, for North Atlantic
passenger service. She meets, and
in most cases exceeds, the approval
of the U. S. Navy Department; the
requirements of the Convention for
Safety of Life at Sea ; the rules of
the U. S. Public Health Service ; the
regulations of the British Board of
Trade ; the standards of the Marine
Fire Underwriters ; the Rules and
Regulations of the Bureau of Ma-
rine Inspection and Navigation ; and
the directions of Senate Report No.
184. That is, in respect to safety
as to alarm systems and life-saving
equipment, fire resistance, fire zon-
ing, fire detection, fire fighting,
floodability, and stability flooded,
America embodies all recent ideas
in their strictest form.

In man)^ respects the arrange-
ments go beyond the international
regulations governing ships of other
nations. In regard to floodability
and stability flooded, all applicable
regulations require only that the

JUNE. 1940

ship be "two compartment." The
America is "three compartment,"
both for flooding and stability
flooded down to the lightest antici-
pated service conditions.

As will be noted from the illus-
trations. America has a distinctive
proflle, with a fine, lively sheer,
curved raking stem, streamlined
superstructure and funnels and
graceful cruiser stern. These feat-
ures combine to create an impres-
sion of beauty, power and speed.

Hull Structure

The general design and arrange-
ment of the hull structure is shown
on the midship section, inboard pro-
file and arrangement plans herewith.

The promenade deck extends for
a length of 513 feet 9 inches, and is
the main strength deck to the hull
for the midship portion of the ves-
sel. It has on each side an athwart-
ship overhang of 2 feet beyond the
line of the hull immediately below.
The tumblehome to the underside
of the promenade deck is 3 feet 73^
inches. The .sun deck is above the
promenade deck, and has a length
of 360 feet 8 inches. The sports deck
is above the sun deck, and has a
length of 343 feet 9 inches. As the
stack is fitted with Vortex soot col-
lectors, as well as a special Sampan
top, it is expected that this deck will
be kept quite clear of smoke and
cinders.

Forward on the sports deck is the
pilot house with the chart room, fire-
control station and the radio rooms.
The bridge front is so designed that
the wind will be deflected up and
over the head of the officer on
watch. The forward stack, being a
dummy, is utilized to hou.se the
emergency generator and battery
room.

No expansion joints are fitted in
the superstructure, the deck plating
being increa.sed in thickness as nec-
essary to function as a part of the
main hull girder system. The re-
sulting stresses are considered to be
conservative and within good prac-
tice limits for medium steel. No
special steels are used in the vessel.

Longitudinal watertight inter-
costal side girders, 18 feet, 3 inches
off the centerline, extend through-
out the machinery si)ace amidships.
Longitudinal bulkheads forming the
inner boundary of the deejj wing
fuel-oil tanks extend through the

PRINCIPAL CHARACTERISTICS, S. S. AMERICA

Length overall 72i feet

Length on 32-foot 6-inch waterlinc 690 feet 3 inches

Length between perpendiculars 660 feet 6^ inches

Beam molded, maxiniuni 93 feet 3 inches

Beam molded at 32-foot 6-inch waterline 91 feet 11 ^^ inches

Depth molded to sports deck at side amidships 92 feet 4% inches

Depth molded to sun deck at side amidships 82 feet 4J^ inches

Depth molded to promenade deck at side amidships 73 feet 4% inches

Depth molded to upper deck at side amidships 64 feet S'/s inches

Depth molded to main deck at side amidships 55 feet S'A inches

Depth molded to main deck at lowest point of sheer 55 feet

Height lietween main and "A" decks, frame 162 10 feet

Height between "A" and "B" decks, frame 162 9 feet

Height between "B" and "C" decks, frame 162 8 feet 6 inches

Height between "C" and "D" decks, frame 162 9 feet 6 inches

Load draft, molded 32 feet 6 inches

Load draft to bottom of keel 32 feet 8% inches

Sheer forward at forward perpendicular 11 feet

Sheer aft at after perpendicular _ 2 feet 10 inches

Camber, upper deck and above, in 86 feet 3 inches

Camber on main deck and below none

Displacement, full load, tons 35,440

Tons per inch inmiersion at 32-foc5t 6-inch molded draft 110

Deadweight, full load, tons, approximate 13,061

Gross tonnage, appro.ximate 27,000

Net tonnage, approximate 15,000

Block coefficient at full load draft 0.5859

Maximum section coefficient at full load draft 0.9772

Prismatic coefficient at full load draft 0.5996

Waterplane coefficient 0.7147

Cargo, general, cubic feet, bale about 265,000

Cargo, refrigerated, cubic feet, net about 33,500

Ship's cold storage, cubic feet, net about 34,350

Baggage space, cubic feet, net about 19,650

Mail space, cubic feet, net about 30,000

Shaft horsepower, normal 34,000

Shaft horsepower, maximum 37,400

Designed speed, in excess of 22 knots

Cruising radius, miles, at 22 knots at load draft, about 11,000

Cruising radius as above at 15 knots 18,000

Fuel capacity, 97 per cent full, tons at 37.1 cubic feet 4938

Tanks available for water ballast, tons 2238

Fresh water, tons, 100 per cent full 4733

Compartmentation, flooding and stability flooded 3 compartment

Metacentric height for 3-conipartment flooding about 4 feet

Cabin passengers 543

Tourist passengers 418

Third-class passengers 241

Total passengers 1202

Crew 643

machinery spaces and are carried up
to "B" deck.

All double-bottom tanks amid-
ships are for fuel oil or oily ballast.
The placing of all fuel oil amidships
increases the speed of provisioning the
ship and minimizes the piping re-
quired. The peak tanks are piped
for both fresh and salt water.

The ship is primarily of riveted
construction ; however, welding is
used for foundations, kingposts,
masts, pads and countless details of
the kind. The bulkheads are of
welded construction with riveted
boundary bars.

The frame spacing amidships is
36 inches, decreasing forward by
1-inch gradations at 1/5 length
from the forward i)er]jendicular to
27 inches, and decreasing further at
1/15 length to 24 inches. Aft at
9/10 length from the forward per-

])endicuhir the spacing decreases to
24 inches by 2-inch gradations. The:
side framing consists of channels,
in general, 10 inches deep up to "C"
deck and 8 inches deep to the prom-
enade deck. The frames are joggled
throughout, no liners being fitted.
Web frames in conjunction with
stringers are fitted in No. 1 and No.
2 holds, due to the long span. Deep
web frames are fitted in way of the
bossing to minimize \'ibration.

Channels are used, in general, for
beams in the lower decks and bulb
angles in the decks above. The
slightly higher cost of bulb ang
])er pound is otTset by the fact that
the mills roll smaller bulbs, and
tliereby both weight and cost are re-
duced. Pillars over IS inches in
diameter are of welded plate con-
struction octagonal in shape.

PACIFIC MARINE REVIE

I

Watertight Subdivision and
Watertight Doors

The ship is fitted with 14 trans-
verse watertight bulkheads. At the
ends they extend to the main deck.
In way of the machinery spaces they
extend to "A" deck. Cofferdams are
fitted over all deep fuel-oil and
fresh-water tanks except the peaks.
The shaft alleys are connected by
passages for cross flooding. Due to
the numerous power-operated water-
tight doors in the transverse bulk-
heads and to these cross passages,
the crew can walk the entire length
of each shaft alley on either side or
cross over at three jjlaces, thus pro-
viding convenient access to any
steady bearing. Compartments
abreast of the shaft alleys, except
tanks, are fitted with small doors to
permit cross flooding and minimize
any heeling moment due to under-
water damage. The refrigerated
spaces on "D" and "C" decks are
fitted with similar flooding iloors.

There are 59 watertight doors, all
but two of which are power-oper-
ated from the bridge. The 57 power-
operated doors are of the (Stone)
horizontal sliding hydraulic type
furnished by the American Loco-
otive Company). To avoid a com-
ilete disablement due to the failure
f a pipe, by collision or otherwise,
iwo inde])endent hydraulic systems
|pire installed, each complete with ac-
umulator tank and motor-driven
.ydraulic pump. Each system is
Arranged to operate the doors on al-
rnate bulkheads. The accumulator
nks, which are normally half full
f air and half full of liquid under
00 pounds pressure, have sufficient
esidual power to operate the sys-
em as required by the rules when
he pump is inoperative. The pumps
|nd tanks are installed in the ma-
chinery hatch, together with a stor-
jige tank and an air compressor for
charging the tanks. In an emer-
gency, doors on either system may
be operated by the other system.
All the doors are arranged to be
closed at any time from a single con-
trol in the wheel house, or operated
locally from either side of the bulk-
head, and by extension .shafting
from above the bulkhead deck.

Principal Hull Castings and
Anchor Gear

The stem has a cast-steel forefoot,
fitted with an extension for ])ara-

vane gear, and a rolled-plate upper
section well rounded. The stern
frame consists of five steel castings
weighing a total of 41 tons. Two
gudgeons are provided for the rud-
der. The spectacle frame is of the
"clearwater" symmetrically stream-
lined type, and is composed of two
steel castings bolted together
through the center vertical keel. The
trailing edge is well tapered and
fined to a radius oi one-eighth inch at
the edge. The total weight of the
spectacle frame castings is 65 tons.

Iherc is a 2(j-inch inside diameter
cast-steel bower hawse pipe of the
outside bolster automatic stowing
type, and weighing 7 tons, on each
side of the bow. The design was de-
veloped in the usual way from a
small-scale half model of the bow of
the ship with hawse pipe, anchor
and chain. The two (Baldt Stock-
less) bower anchors weigh 21,560
]iounds each. The spare anchor (18,-
340 lbs.) is stowed under and han-
dled by the 10-ton booms on the for-
ward kingposts. The bower chains
are each 165 fathoms of 3-inch wire
diameter, Di-Lok, .stud link. There
is also a 16-inch diameter cast-steel
towing pipe on each side at the bow.

The two bower windlasses are of
the (Lidgerwood) direct geared
type, each driven by a 100-horse-
power electric motor. Each windlass
is designed to raise its anchor and
30 fathoms of 3-inch chain at an
average speed of five fathoms a min-
ute. The wildcats are on the upper
deck, and are driven through ver-
tical shafts. The arrangement is
such that either motor can drive
either or both wildcats. The motors
and gearing are located on the main
deck, with the locking head and
band brake for each wildcat mount-
ed inside the bull gear housing.

At the stern there is an 18-inch
diameter hawse pipe for the stern
anchor, which is of the stockless
type and weighs 7,805 pounds. The
chain is 120 fathoms of 1^-inch
wire diameter, Di-Lok, stud link,
handled b\' an electrically-driven
windlass of the (Lidgerwood) ver-
tical direct-geared type at an aver-
age speed of five fathoms. The band
brake and locking head are mounted
on an extension of the wildcat hub
below the main deck, and the motor
and gears are located on "A" deck.

Rudder and Steering Gear
The rudder is of the semi-bal-
anced, double-plate, streamlined air-
foil design, made up of castings and
structural steel and welded, with an
area of about 425 sq. ft., a solid
stock 24J/2-inch diameter, and a
weight of 33 tons.

The main steering gear is of the
hydro-electric type with two pairs
of cylinders and two double 18-inch
hollow rams located on "D" deck.
Each pair of cylinders is self-con-
tained on one bedplate. Each double
end ram is connected to the rudder
crosshead by double links. The
steering gear is capable of operat-
ing the rudder from hard-over to
hard-over in 30 seconds with the
ship going ahead at 23.5 knots. The
gear is served by duplicate power
])umping units. The pum]jing unit is
a variable-stroke pump controlled
by a servo-motor and driven by a
constant-speed motor through a
flexible coupling and a helical reduc-
tion gear, all mounted on a common
bedplate, which also serves as a stor-
age tank for the hydraulic system.
The gear is actuated selectively by
a hydraulic telemotor or the gyro-
pilot. The hydraulic telemotor is op-
erated from steering stands in the
wheelhouse and on top of the wheel-
house. Trick wheels are provided in
the steering-gear room and on the
after docking bridge.

An auxiliary gear of the quadrant
type is fitted. The quadrant, which
is mounted directly above the main
gear crosshead, is driven through a
pinion and extension shafting by a
motor and a worm reduction unit
located on the main deck. To avoid
the ])ossibility of the rudder being
hydraulically locked by the main
gear, a by-pass valve operated from
the auxiliary steering-gear room
j^ermits the flow of oil between the
cylinders when the auxiliary steer-
ing gear is in use.

Mooring Bitts and Warping Gear

The America is proxided with
mooring and warping gear to the
full requirements of the owners and
also of the Panama Canal authori-
ties. There are two (Lidgerwood)
electric capstans and two 18-inch
and six 16-inch cast steel bitts for-
ward on the upper deck, with a riding
bar and two vertical roller fairleads,
so arranged that vvar])ing may be done

JUNE, 1940

After half inboard profile and "D" deck and hold plans.

A C I F I C M A R I N K R E V I K W

Forward half inboard profile and "D" deck and hold plans.

JUNE, 1940

r-

7'9"

IO.ZII).PI.

:^

Sports Deck

Camber J'irv45'0" T"

8'0"

9,12.12.21b.-

! 2"^hlck
I tnsu lotion
24'.l2.5lb.

^V.I2,5lb. Weld

^

Webs over PoMial BMs.

10.21b. PI tg. lightened

3ix2^'»rL Stiffri.

Sun Dk.-Upper level

Camber J"m4J'0'

Promenode Deck
Comber i*in4J'0*

Upper Deck

< n'Or —

■9Hx FonRoom
Pointed Dk.

-i\5".Jt.|Xnp _

24. 12.5 lb. Clfp* |l|'^w^M^?:"'''^<^'^=*""

^ f Weld tripping pb.-^ „
-lOlb.PI. AccommodotionsiLi ^ at stanchions^'* ^'rpo
Dk. covering -composition

r9lb

-SlbPl Ends welded oj forti.cnd ' L|5 |b pitq.

Gallery of Prom.Ok.Housc -•■ ■

Dk. covering- 36'HltaH./ \

composition I / \

, . .,, JtiffsondPltjto'extend

i/^'i«8 26.91b. toDk.ijtends- '

11.4111
f5«3«ft Teok Margin

_V^3^.j'2'4'Clip _J2J0'o\ft/ I

I2'.l2.5lb. Accommodotions |sj3"S — .
L-91b.pi. Ok.covering- I. J?\

- --- composition Pj^z'sV

12aib n&\ji\ '%

X^' — ^

bli.lO.llb.B.A.A Weld^
%«J^',l6.9lb!c Stiffs/-,

toUK.ytenas^.<«'>"

'-'Z'b ■%-,• i'^^-,ii. rr-

Top of House

Sports Deck

lO'Woterway 3«3'.|'jfringer L.
|3".2'j"«|"MarginL

-'-''^1. I Sun Deck

16^-

Lower Level

s'BUt.weld at Davits only

fs. Enclosed Prom

Dk. Covering-Composition and

Molded Corr. Rubber Tiling

Promenade Deck

9:0"

'3.3.1

5.3%«iCli,

56.22lb.->^

l5.3ilb.Bkt.-J°flg. welded under Davits
I 3'0" ■Spaced about 9'O'apart

4— Portiol Bhds.overMatnTrans.Bhds.
|lllb.Pltg'.rcqMened.4°.3'i|"itiffs.36"H.fDH.
^^5°"' '< Upper Deck J

Comber 3'in43'0

l0.2lbPI.2i Flg.-
Welded

n!\vH«6cii^

24.l2.5lb _27'q"offA

r-lllb.PI. Accommodations 111 at stanchionr\

Dk.covcrina-composition ^^^ ,1" ■,'•

d H ■• 11 — 02*-^2

5".3'.|" 5",3J"«i"Ci;p ||!^^^2lb. 56"2l.2lb.

^-<7«5.l2.9lb.8.A.
'i3«25lb^01rder^ •'I5.3lb.|
WeW tripping pk-^e'Airpor

i,12.3.2Slb.uOirder ^ irii

,-Partio(Bhds.overMainTrans.Bhds.
il21bPlfg.'liqhtened,4"<3".|'5tiffi.36"H.foH..

i Moin Deck :

lO'O"

l0.2lbPI.2J"ng:
Welded

I
7.651b. PItg.— •

Airipoce

~ti \

" 7^

l2-5)50.9lb.C
'aFrs.l29andl35

■5.3i.|Clip
24.141b

CobinClossDininqialoon Weld tripping plj.^^
Dk.covering-com^sitioji; <>* 3tonchiojis><^ I* *"^P0"

i rubber tile

3^:.3^'.|"Clip

~J8«3^'«2K4lbr Frames

-10.2 lb.

4ilniib>yj^

Partial Bhds.overMainTronj.Bhds.
l3lbPlt9.lightened4'.3".|"jtiff$.36'H.)DH.
■51b. 1 "A" Deck

Sloping Bhd. Fr 124 to12a-
Sloplng Bbd. Fr 13% tollAO-

V ; rRods.-"

^^x/ 4 from each]

No Comber

knuckle Bhd. No.l24

I, f -l^r-;. =^^:

\3j,3j.aClip'-={
27;)5.5lb. j

ny. i-i .^ r,. Accommodations
rl3lbPI. Okcoverlngcompoji,
l5.5lb.4"Flg. U\<'V\

^

6.3j<l5.31b.C IB'iie".
|i'l2«5'«3l.8lbIcuttoI 15.31b.

ill Weld Wpping pis.at 12" Airport'
■lion

stonchions

3^.J5.

9'0"

■'2«r6j

12.51b. /fe'ii'i-lS.llbC 4r;i7.llb.~

H5^

/l0.2lbPl.,25."Flg
Knuckle Bhd. 1/' Welded

>i.S "o

|v.65lb.PI. ■'
3^".J^".|"Clip

J-J'^'jI^A. ^f^f'ip

i8.a'ii,*4ibi

TankTopPloting:Centeritroke56.27.Slbfor''iL,to24.5lb.atends cut to C
J0.51b.inB.S. Remainder 27Slb.inEi-,30.5lb.in8.5.;24.SlbinHoUs
Floors: 22.0lb.intS.;24.5lb.inE.i;l9.5lb.inHold5; Tank End Floors 24.51b.
Vertical Keel: 2T5 lb tor \ L.to 24.5 lb at ends. 30.5 lb in B.5.

Lightened forword of Fr.47and Aft of Fr 207
W.TLoogl.Side Girder: 24.5 lb. Throughout

H WT. Lonql. Side Girder Intercl.

22.0lbL in ■E.S.;24Slb.in8.1;19.5lb.in Holds

S' S> jL'inE.S.andHolds JJ'.Sj'.rj in Holds and E

5;s;|'inB^.\ A3J.3J%|mB.5.

I4.14^«87lb.l —
•3) Frs, 128 and 134

r1l0.7lb.^|-]-9^Pltjj~' I

"3".2^".|',3"0"H.toH7
|2i;9-,891b.Iwith
12.40.8lb.FI,Pl. ''•'I'>-

-^J^^MH °i ^1 P_

Aux.Machy. Flat v

Fr5.124tol40 R&5,

22.8lbPl.
25.llb.inB.5.
Knuckle ^

"B"Oeck

_FIotBor5tiff^ it
^\ oncfHoIdi I /3i

Reverse Fr5.3^".5^". l"in E.S.and Holds
32.3-2. gin B.5,0bL in way of thr\jst
s^fj^i and machinery foundations

[-4. 1 F.Bar

Holf Diaphrams 20.4 lb. PI. between'

> Frs. 125 and 139. Full Diaphrams bet

Frj.l24andl25,andbet.Frs.l39andl40|

Knuckle-23'5^'above base

4".|"F.Ba

1010 S I diK&lbB.5. ^

N.WT./ B . _ - ^

Frames, 4*. 4". 'J in Holds.ond' E.j' Vin B.S., 8".' 8". K' Ford. of \l
--9'6" -»t< 8'9---->(< -6'9----H '*

Bar ^y/

welded
Locate to suit fdtns.

S«S» j^ Throughout

Shell and Bottom Plating:5idePlating, Jtrakes"G toL',35.5lb.forV, L to 22,51b at ends
Forward End Plating below woterline 2fi.91b. Bottom Rioting: 5treike5"AtoF"37.5lb
tor /jL to 22.5 lb. at ends. 5trQkes"A,B.Cand 0" 36.41b. Ford.of '', Land 41.% lb. Ford of
♦5 L to Collision Bhd. Shellot Ford. End below L.W.L. 26.91b. Rioting to item Frame 3841b
to Spectacle Frame 35.5 lb. End Plating to Spectacle FrameCastinq 41.6 lb
46 7''2 Molded Half Breadth ■

One-half midship section, S.S. America.

Bilge Keel: 6.4,\ L Conn.lo Shell

ITSIbPlts.eKtends from Fr92lD

129 and from 134 to 180

PACIFIC MARINE REVIEW

by cither capstan on any line from
any roller of any chock on either
side forward of the breakwater. Aft
there are three capstans and two
18-inch and eight 16-inch bitts. Just
outside of the deck house on each
side of the forward end of the
promenade deck there is a 16-inch
bitt and closed chock. The gypsy
head on the 20-ton winches and the
vertical roller fairleaders port and
starboard are used for warping. The
installation of chocks covers the
Panama Canal requirements for an
eight-locomotive ship. Stowed on
reels about the ship are 270 fathoms
of 10-inch and 270 fathoms of 9-inch
circumference Manila rope, and 150
fathoms of 2!/2-inch diameter wire
towline. Each capstan has a capacity
of 25,000 pounds at a rope speed of
50 feet per minute.

Cargo Handling

There are 20 cargo w inches,
driven by 35-horsepower motors.
Four of the winches are located be-
low decks for serving cargo cranes
and side ports. The remaining six-
teen winches are on the weather
deck for serving the cargo booms.
All winches, except those at No. 2
hatch, where the 20-ton booms are
located, are single-speed, single-
drum, single-reduction with herring-
bone gears designed to lift 6,000
pounds with a single whip. The four
winches at No. 2 hatch are double-
drum, having a high-speed drum
like those of the other winches, and
a low-speed drum for handling the
20-ton booms.

Refrigerated Cargo and Ship's
Cold Storage

The refrigerated cargo spaces for-
ward on "D" deck are all air-cooled
and arranged for temperatures as
low as 10 degrees F. Each space is
insulated with Johns-Manville in-
combustible BX-4 material between
frames or beams and covered with
V^-inch steel plating. Both the butts
and seams of the plating land on and
are welded to angle framing which
is supported about 2 inches clear of
the ilanges of the beams and frames
by 2-inch thick incombustible ma-
rine furring bolted to the angle
framing and to the ship's beams and
frames. The steel plate lining is alu-
minum painted on both sides. The
deck construction is the same except
that the plate is 3-16 inch thick cov-
ered with 15/2-'"ch thick mastic deck

covering, and the angle framing is
supported on blocks of marine fur-
ring bolted to clips on the deck.

The ship's cold storage spaces on
"C" and "D" decks aft are all brine-
cooled, arranged for temperatures
from minus 10 degrees to plus 45
degrees F., and are insulated and
lined in the same way. The entire
construction is incombustible.
Galleys and Pantries

A special kosher galley is com-
pletely equipped to comply with
Jewish custom, is conveniently lo-
cated to serve the crew and third-
class passengers and is provided
with a dunil) waiter for serving tour-
ist and cabin-class passengers. The
cooking and baking equipment in all
galleys is electrical of the most mod-
ern and elaborate type. All refrigera-
tors are electric and fully equipped.
The table tops, counters and sinks
are of stainless steel. The deck cov-
ering is carborundum non-slip tile.

When stores are brought on board
through the stowing ports on "B"
deck at frame 163 they are sent
down to the ship's refrigerated
spaces on "C" and "D" decks, or the
stores spaces in the hold, by a se-
lective spiral chute at frame 166
starboard. These stores are brought
to the butcher shop and galley and
pantry spaces by the electric eleva-
tor on the port side at frame 166.
This arrangement, concentrating all
stores into one section of the ship
with one principal means of access,
enables the chief storekeeper to
keep a more vigilant eye upon the
stores.

Besides the galleys, there are the
hot and cold pantries, service spaces,
chef's office, yeoman's office, coffee
pantries, cold food and fruit pan-
tries, bread and sugar room, lobster
and oyster bar, vegetable room, sil-
ver storage, grill rooms, larder, ice
cream room, dish-washing rooms,
glass and silver washing rooms and
a scullery and garbage room. Elec-
tric dumb waiters provide service
from the main galley and pantries to
service pantries on each deck above
for room service, service bars and
deck service. Spacious and modern-
ly-equipped and specially-designed
decorative counter bars are provided
in the smoking rooms of each class,
and one in the cabin cocktail lounge.
The America seems prepared in
every possible way and with every

imaginable facility to furnish pa-
trons with the most delectable
things to eat and drink.
Passenger Staterooms and Public
Spaces

Accommodations are located as
shown on arrangement plans. The
third-class dining saloon is com-
pletely air conditioned. It has a nor-
mal seating capacity of 165 and a
maximum of 173. The third-class
lounge is fitted with a fully-
equipped cinema room. The barber
shop and beauty parlor are air con-
ditioned.

Nearly all tourist-class staterooms
have a private bath or shower, and
toilet. The tourist-class dining sa-
loon is completely air conditioned,
has a normal seating capacity of 230
and a maximum of 238. The tourist
barber shop and beauty parlor are
air conditioned.

There are: four de luxe 2-person
suites, complete with sitting room,
bedroom, bath and maid's room ;
four de luxe 2-person suites with a
sitting room, bedroom and bath, and
two 3-person de luxe staterooms.
All cabin-class staterooms have a
private bath or shower, and toilet.
The cabin dining saloon is fully air
conditioned. The number of passen-
gers seated is 348 normal and 390
maximum. A musician's balcony is
provided at the forward end of the
well over the dining saloon. The bar-
ber shop and beauty parlor are air
conditioned.

The entire promenade deck is
given over to cabin-class public
si)aces. From forward aft, these in-
clude: the smoking room and bar;
the foyer, which opens into the
lounge, which is two decks in
height, with a stage provided with a
screen for cinema; the library; the
shopping center; the cocktail lounge
and the reception room, with a bar
between ; and the cabin ballroom.
The cabin enclosed promenade sur-
rounds all of the public spaces ex-
cept the smoking room, and is fitted
with (Kearfott) full-view windows.
The deck covering is slate-blue
grooved rubber. On the extreme
after end of the deck there is an open
]iromenade. Between the open and
enclosed promenade there are heavy
teak folding doors with glass fitted
in the upper panels, extending from
side to side of the ship. There is also
a cabin-class open promenade on the

JUNE, 1940

Re^rtCferafin^ Machinery Jpace

Mot Water Aux Orc-
a Ore. Pjirrps^ Pu„p

jcu. Aux Condensate

OviP Pumps

Mom C,

- '/"'^ fl'/ye-' OrainCondemePS,

D' ijf---.-' Suet. Inj. OrutatingPamp^-^

Wash Wafer Pumps > W F. W. ,

(Cenf S^% Primed) XA«' Evoporot

-J FW Evaporator
y^-peed Pump Salf Water Evap. ,
J Feed Pump ^

QQQ.Qh

F. orS. W
Evaporators

Machinery arrangement. Upper: Elevation looking to port. Lower: Plan on level just below operating grating.

I' A C II' I C M A K I N K REVIEW

sun deck outside of the houses,
which completely encircles the deck.
Life-Saving Appliances, Fire Pre-
vention and Safety Devices

The America is equipped with the
usual life-saving appliances required
by the Bureau of Marine Inspection
and Navigation. There are life pre-
servers of adult size for every per-
son for whom a berth can be pro-
vided, including both ])assengers and
crew, a total of 1,850, besides which
there is an additional 10 per cent of
that total in children's size life pre-
servers. Extra buoyant apparatus,
consisting of small box floats that
may readily be thrown overboard,
is also provided to the extent of 25
per cent of all persons on board, or
31 floats of 15-person capacity each.
There are 24 cork ring life buoys
distributed about the decks at con-
venient points for emergency use.
Twelve of them have water lights
attached, for night rescue work.

There are sixteen lifeboats, all on
the sports deck level. The forward
one on each side is a 28-foot, 35-per-
son rescue boat propelled with oars.
These boats are handled by mechan-
ical davits and electric winches
capable of hoisting the boats fully
loaded. All of the other boats are
handled by gravity davits with elec-
tric winches for hoisting the boat
light. The second boat on each side
is a 104-person, 35-foot motorboat
equipped with radio sending and re-
ceiving apparatus. All of the other
boats are 135-person, 35-foot boats
fitted with hand propelling appara-
tus operating a propeller. These are
the largest lifeboats thus far built in
this country. The lifeboat embarka-
tion deck is the sun deck, where
provision is made for holding the
boats close to the deck edge, and
gates are provided in the rails to
permit ready access to the boats. All
boats are of steel, and are fitted with
detachable aluminum skids to assist
in going down the high side of a
listed ship.

All partition and ])ublic space
bulkheads are made practically fire-
proof. In the fire-screen steel bulk-
heads, insulated with incombustible
material, by means of which all
stairways are protected and the ship
di\ided into fire zones, the fire
doors are all arranged so that they
may be closed simultaneously or in
groui)s from the fire-control station

on the sports deck near the bridge.
These doors are si)ring-closing de-
vices, and the electrical device
which normally holds them open
may be released by touching a but-
ton in the fire-control room or lo-
cally at each door.

The ship is .so filled with safety
provisions and safety devices that it
became neces.sary to make two .sets
of elaborate safety plans, one set re-
lating to "Fire Control" and the
other to "Flooding and Lifesaving."
By this means it is hoped that the
officers and crew will learn the lo-
cation and function of the many de-
vices ])rovided for the safety of their
shi]).

.'\lthough the ship is so nearly
fireproof, all of the things relating
to fire are still more elaborate than
ever. In any case, the ship seems
to be supplied with safety devices
to such an extent as to be about as
safe as possible ; she is easily the
safest passenger liner in existence.
Machinery — General

The design of the machinery, as
well as of the hull, represents a
compromise between the ideas of at
least four elements, the United
States Maritime Commission, the
owners, the U. S. Navy and the
builders. The machinery layout was
naturally strongly affected by the
fact that the ^■cssel was primarily to
be a running mate for the Manhat-
tan and Washington, which had al-
ready been in service for several
years, had given excellent satisfac-
tion to the owners and had estab-
lished a splendid reputation with
the traveling public. The power
was increased just enough to give
a little more margin of speed for
making u]) lost time when required.
Presumably the vessel would often
be operated 1)y crews recruited from
the other two vessels, and, there-
fore, machinery arranged in a some-
what similar manner to theirs would
be advantageous.

Ff)r this reason many of the gen-
eral features were retained, twin
screws, triple turbines with reduc-
tion gears, six boilers. The steam
l)ressure and temjierature have been
advanced somewhat from the pre-
vious ])racticc, and the high-pres-
sure turbine was made of the im-
pulse type throughout, increased in
s|)eed and fitted with double reduc-
tion gearing. The intermediate and

low-pressure turbines are of mod-
erate speed, and single reduction is
retained, the main gear being the
largest marine gear so far produced
in this country. The boilers were
made of the encased type, which
permits the obvious advantage of
open firerooms. Due to the in-
creased beam, it was found practi-
cable to arrange all the propulsion
auxiliaries in the engine and boiler
rooms, thus reducing the length of
the machinery space and of the main
steam pipes. The main condensers
were located beneath the low-pres-
sure turbines instead of above,
thereby insuring reliable drainage
from the turbines at all times. Con-
denser circulation by scoops was re-
tained. This arrangement, which is
an off-shoot from naval practice, has
been found most satisfactory in
service, is jirobably of equal effi-
ciency with pumps, and has the ad-
vantage of saving space and of eli-
minating the necessity of maintain-
ing two vital constant running aux-
iliaries. The contaminated steam
system was retained, but reduced in
capacity and complexity. The main
feed and condensate system is of
the completely closed doacrating
type.

There will be found a noticeable
absence of non-vital automatic
equipment, in marked contrast to
the present-day tendency, the oper-
ators preferring to rely on the re-
sults obtainable with a trained and
dependable personnel.

The arrangement of machinery is
as shown in the plans herewith.
Propulsion Turbines

The propulsion turbines were de-
signed and built by the Newport
News .Shijjbuilding and Dry Dock
Company. Each set of turbines
consists of one high-pressure, one
intermediate-pressure and one low-
pressure turbine in series. The tur-
bines are designed to deliver to the
propellers a total of 34,000 shaft
horsepower at 128 propeller rex'olu-
tions per minute when supplied with
steam at 400 pounds gage and 715
degrees F. at the chests and ex-
hausting at 29 inches vacuum, and
are designed for approximately
equal distribution of power. The
astern elements are designed to de-
liver a total of 19,.500 shaft horse-
power at 95 propeller revolutions
per minute with steam at 385

JUNE. 1940

pounds and 715 degrees F. at the
chest. The turbines are capable of
operating continuously at 10 per
cent overload. Three hand-operated
control valves on the high-pressure
chest provide economical operation
from overload to approximately 15
knots cruising speed.

Each set of turbines is protected
against over-speed and loss of lubri-
cating-oil pressure by a governor
system operating a steam-thrown
quick-closing valve located between
the throttle and high-pressure tur-
bine chest. The overspeed element
is on the low-pressure turbine and
is set at 118 per cent of the designed
revolutions per minute.

All the turbine glands are of the
labyrinth type. The gland on the
inlet end of the high-pressure tur-
bine has one additional leak-off
pocket which vents into the high-
pressure receiver. The leak-off va-
por is discharged by a fan to the
gland leak-off cooler section which
is incorporated in the main air ejec-
tor after condenser. Three turbine
bleeder connections are provided to
supply steam for feed heating and
for the fresh-water evaporators. All
turbines are equipped with pivoted
segmental-type thrust bearings.

The high-pressure turbine is of
the single-flow impulse type, and
operates at 3,300 revolutions per
minute. It has one two-bucket
wheel and seven one-bucket wheels,
all forged integral with the shaft.
The rotor is of forged steel, and the
casing, chest and diaphragms of cast
steel. The diaphragm nozzle plates
and nozzle blocks are of corrosion-
resisting iron. All the blades are
machined and have integral roots.

The intermediate-pressure turbine
is of the reaction type, single-flow,
and operates at 1,500 revolutions
per minute. It has a total of 46
. rows of moving blades in six-
groups. The rotor is of forged steel
of the built-up hollow-drum type in
two sections ; the casing is of cast
steel. The first four groups of
blades are of Monel Metal, end-
tightened, and the last two groups
are of 70-30 brass. The high-pres-
sure astern element is incorporated
in the same casing. The astern ro-
tor consists of one three-bucket im-
pulse wheel. The materials for the
astern blades, nozzles, etc., are the
same as for the high-pressure ahead

turbine.

The low-pressure turbine is of the
reaction double-flow type, and oper-
ates at 1,500 revolutions per minute.
Each half has a total of twenty
moving blades arranged in ten
groups. The rotor is of forged steel
of the built-up hollow-drum type in
two sections. The casing is of cast
iron, and is arranged for downward
exhaust to an underneath condenser.
All casing blades are of 70-30 brass.
The rotor blades are of 70-30 brass
in the first four groups and of cor^
rosion-resisting iron of segmental
construction in the last six groups.
The low-pressure astern element is
incorporated in the same casing.
The astern rotor consists of two
three-bucket impulse wheels with
blades of corrosion-resisting iron
machined. The forward end of the
casing in the way of first stage
astern, the intermediate diaphragm
and nozzle blocks are of cast steel.

Main Reduction Gears

There are two sets of De Laval
reduction gears of the double helical
type. The intermediate-pressure and
low-pressure turbines drive through
single reduction, and the high-pres-
sure turbine through double reduc-
tion gearing. The principal particu-
lars of the gears are as follows :

Pitch

diameter,

inches

Face,
inches

H

elix angU
degrees

HiKh-speed pinions 13.00
High-speed gear 28.40
Low-speed pinions 14.80
Low-speed gear 174.00

Two 15.0
Two 25.5

45
30

All turbine rotors are connected
to the pinions by claw-type flexible
couplings. The high-pressure high-
speed gear is connected to the high-
pressure low-speed pinion through a
quill shaft and claw-type coupling.
The pinions are of nickel steel forg-
ings, 200 to 240 Brinell; the gear
rims and the high-speed gear, which
is solid, are of carbon steel 160 to
190 Brinell. The spider of the low-
speed gear is of special cast iron in
two halves bolted together. The
high-speed gear housing is of semi-
steel ; the low-speed gear housing is
of welded construction with steel
castings and plates. The shaft-
turning gear is mounted on the gear
case.

Boilers and Air Heaters

Steam is generated by six Bab-
cock & Wilcox watertube, three-
drum express-type, oil-b u r n i n g
boilers. The boilers are totally en-
cased so as to operate under forced
draft in open firerooms, and are
fitted with superheaters, desuper-
hcaters and air heaters. The air
casings are double, the outer surface
being kept cool by having the outer
space receive a portion of the air
direct from the blowers.

The boilers have a total evaporat-
ing surface of 63,000 square feet and
are designed for a total evaporation
of 315,000 pounds per hour normal
and 346,000 pounds per hour maxi-
mum with 300 degrees F. feed tem-
perature. The normal steam condi-

One of the sets of De Laval speed reduction gears for the main propuls
turbines of America.

I'ACIKIC MARINE REVIEW

tions at the superheater outlet are
425 pounds gage and 725 degrees F.
The boilers are designed for a maxi-
mum steam pressure of 500 pounds
gage. A saturated steam connection
is provided on the steam drum of
each boiler. A submerged coil-type
desuperheater is fitted in each steam
drum. Each boiler is fitted with six
mechanical atomizing fuel-oil burn-
ers of the Decagon type.

The air heaters are of the hori-
zontal tube type arranged on each
side of the boiler and have a total
heating surface of 6,560 square feet
of heating surface per boiler. Un-
der normal conditions the air tem-
jierature leaving the heater will be
.^07 degrees F., and the stack gases
leaving the heater 312 degrees F.

Uptakes, Stacks and Dust Catchers

There are two stacks having out-
side streamlined casings. The for-
ward stack, which is a dummy,
houses the emergency generator and
related equipment. Uptakes lead
from each boiler to individual
(Vortex) centrifugal dust catchers
located above the fidley top which
have independent smoke pipes to the
top of the stack. The stack gases
enter the bottom of the dust catcher,
passing by a stationary cone and
vane assembly, which causes the
gases to whirl in a free spiral vortex
while proceeding toward the outlet.
The whirling gases throw the solids
outwardly to the shell, where they
drop through side ports to a dust
channel and from there by gravity
to ash ejectors. They are expected
to remove from the stack gases 97
to 98 per cent of all entrained solids,
0.002 inch and larger.

There are six motor-driven forced-
draft blowers, one for each boiler,
of the turbovane type, and each
capable of delivering 22,000 cubic
feet per minute at eight inches of
water. The motors have 50 per cent
speed regulation. The forced-draft
blowers take suction from the boiler
rooms and discharge independently
to the air heaters on each side of
the boilers.

Shafting, Bearings, Torsionmeters
and Propellers
The main thrust bearings are in-
dependent of and located aft of the
reduction gears. They are of the

(Kingsbury) pivoted-shoe type, six
shoes ahead and astern, and are

Sectional elevation of one of the six Babcock 8C Wilcox three-drum express-type
water tube boilers.

capable of absorbing a maximum
thrust of 230,000 pounds in either
direction. They are self-lubricating,
and are arranged for oil circulation
from the turbine lubricating system.

The line shafts are 20J4 inches in
diameter and 21 inches in the way
of bearings. Each line of shafting
is made of eight sections ; each sec-
tion is supported by two steady
bearings of the ring-oiled type. The
propeller shafts are 22^" in diameter
and are fitted with (Bethlehem
Steel Co.) composition liners in two
sections. The stern tubes are of
cast steel in two sections, bolted to-
gether, and are fitted with long
bearings lined with lignum-vitae.
A torsionmeter is installed in each
line of shafting.

The propellers are (Cramp) four-
bladed, solid bronze, airfoil, 19 feet
6 inches diameter, 18 feet 2 inches
to 19 feet 7 inches varying pitch,
24-inch rake and 24-inch skew-
back. The developed area is 148.6
square feet and the weight approxi-

mately 20 tons each. The propeller
design was based on exhaustive
studies and model tank tests.

Main Condensing Plant

The plant for each set of main
turbines includes a single-pass main
condenser, one circulating pump for
maneuvering, two centrifugal con-
densate pumps and air ejectors and
condensers. The main condensers, de-
signed and built by the Newport
News Shipbuilding and Dry Dock
Company, are su.spended athwartships
underneath the low-pressure turbines.

The main circulation is by scoops, a
regulating valve being litted in each
outlet branch to guard against undue
condensate depression when operating
in the North Atlantic during winter.

Each condenser has 16,0tX) square
feet of cooling surface and is de-
signed to maintain a vacuum of 29
inches at normal power with 65 de-
grees I'", injection temperature. The
shells are of welded steel plate con-
struction and the tube sheets of rolled
Muntz metal. The tubes are (Revere)

JUNE, 1940

70-30 cupro-nickel alloy, expanded
into the tube sheet at the inlet ends
and packed with metallic and fiber
rings at the outlet ends. Each con-
denser is served by two sets of two-
stage tubejet air ejectors mounted on
a common combined inter and after
condenser. The after condenser has a
separate section, which receives the
air and vapor from the main turbine
gland leak-offs.

Auxiliary Condensing Plant

There are two plants, each of which
serves two 6U0-kilowatt turbo-s;enera-
tors. Each plant is complete with one
two-pass auxiliary condenser, one cir-
culating pump, two condensate pumps
and air ejectors and condensers.

The auxiliary condensers are de-
signed to maintain a vacuum of 28.5
inches with an injection temperature
of 7S degrees F. when condensing the
steam flow from two turbo-generators
operating at full load. Each condenser
has 2,40(J square feet of cooling sur-
face.

Drain Condenser Plant

This system consists of a condenser,
two air ejectors, one circulating pump
and one condensate pump. The con-
denser is designed to receive the
drains from the ship's heating system,
fresh-water heater, galley and laun-
dry, and may also receive the exhaust
from the reciprocating pumps and the
drains from the evaporators and steam
generators. The drain condenser is
four-pass and of the same construc-
tion and material as the main con-
densers. It has 150 square feet of
cooling surface, is specially designed
to handle fla.shing drains and is cap-
able of maintaining a vacuum of 15
inches. Air is drawn from the con-
denser by duplicate single-stage air
ejectors, which discharge into a sec-
tion of the dynamo ejector after con-
denser.

Contaminated Steam System

This system is entirely independent
of the boiler feed system, and sup-
plies steam to the fuel-oil heaters,
fuel-oil heating coils, lubricating-oil
heating coils and swimming i)ool salt-
water heaters. There are two complete
generating plants, one in each boiler
room. Each plant consists of one high-
pressure evajjorator, one motor-driven
feed pump, ins]»ection tank and drain
tank. The evaporators each have a
capacity of 7,5'W pounds of steam jjer
hour at 123 ixiuiul- gage.
Boiler Feed and Condensate System

The feed and condensate system is

of the closed deaerating type arranged
for stage feed heating as shown in the
diagram. The condensate from each
main and auxiliary condenser is dis-
charged bv its condensate pump to the
deaerating heater via its own inter and
after air ejector condenser, the drain
cooler and the deaerating heater vent
condenser, and is maintained continu-
ouslv above atmospheric pressure to
avoid the possibility of air leaks. The
feed pumps take suction from the
deaerating heater and discharge to the
boilers via the high-pressure feed
heater.

The first-stage or deaerating heater
is of the (\\ orthington) direct-con-
tact spray type, with vent condenser,
and has a storage compartment of
about 4,6(X) gallons capacity. It is de-
signed to heat the total feed to about
230 degrees F., and to deaerate the
condensate to a maximum oxygen
content of 0.01 cubic centimeter per
liter.

The heater is supplied with auxil-
iary exhaust, low-pressure bled steam
from the main turbines and genera-
tors, vapor from the fresh-water evap-
orators and with reduced-pressure live
steam if any deficiency occurs while
maneuvering. It is located about 35
feet above the feed pumps to insure
against vaporization at the feed pump
suction.

The second-stage, or high-pressure,
feed heater is of the straight-tube,
vertical four-pass type, and is capable
of heating the total feed to 3CK) de-
grees F. when supplied with high-
pressure bled steam from the main
turbines at 70 pounds gage. The
drains from the heater are led to the
drain cooler.

Lubricating Oil System

ICach set of main turbines and re-
duction gears is served by an inde-
pendent lubricating-oil system of the
gravity type, which consists of two
pumps, two coolers and a 1,500-gallon
gravity tank. One pump and one
cooler are spares. The circulating
water for the cooler is taken from the
main condenser injection system.

There are i^rovided two 3,rXX)-gallon
storage tanks and one 3,(K"X)-gaIlon re-
claiming tank which .serve both sys-
tems. The systems include also a lu-
bricating-oil reclaiming pump, lul)ri-
cating-oil heater and two .^(X)-gallons-
per-hour (.Sharides) lubricating-(ji]
]jurifiers.

Fuel-Oil Service System

A Cf)m])lete fuel-oil burning system

is provided in each boiler room, and
includes two main pumps, one steam-
driven emergency pump, one set of
heaters and one drain cooler. The
main pumps, which are motor-driven,
of the (Quimby) rotary-screw type,
take suction from either the forward
or after settling tanks and the fuel-oil
transfer manifold via a duplex strain-
er and discharge to the burner mani-
folds. For starting fires a connection
is provided from the diesel-oil tanks
in the forward stack. Quick-closing
cutout valves are fitted at each burner
manifold.

The heaters are of the sectional G-
, fin quadruple marine type. The drain
coolers are of the horizontal G-fin
type.

Boiler Make-Up Feed and
Evaporating Plants

The installation is so arranged that
only distilled water is fed to the boil-
ers. Make-up feed is normally drawn
to the main or auxiliary condensers
from the distilled-water tanks lo-
cated aft between the shaft alleys, or
is supplied to the deaerating heater as
vapor from the fresh-water evapora-
tors. A sudden demand for make-up
feed is met by the make-up feed
]nunp, which takes suction from the
distilled-water tank, with an emer-
gency connection from the reserve
feed tanks, and discharges to the
deaerating heater via the condensate
s\'stem. There are two fresh-water
make-up feed evaporators of the sin-
gle-effect, vertical, multi-coil, sub-
merged type, with a combined rated
capacity of 75 tons per day. There
are two fresh-water or salt-water
evaporators which are duplicates of
the fresh-water evaporators and have
a combined rated capacity of 50 tons
per day when fed with salt water.
Both evaporators are served by one
feed pump.

Pumps

All pumps normally in operation
are motor-driven, except the feed
pumps. The main feed pumps, auxil-
iary feed pump and main circulating
pumps are of the turbine-driven cen-
trifugal type. Steam reciprocating
pumps are ])rovided for emergency
use. The turbines for driving pumps
are designed to operate with super-
heated steam. .Steam reciprocating
]>umps are designed to (operate on sat-
urated steam.

A central vacuum priming .system
is installed, which serves all centrif-
ugal pumps which have a suction lift

PACiriC MARINE REVIEW

and permits the use of standard
pumps without the complication of in-
dividual vacuum - producing equip-
ment. This system includes a 25-cubic-
foot vacuum tank and two motor-
driven automatic start-and-stop vac-
uum puniiis.

Sanitary Systems

Cold salt water at 75 pounds pres-
sure is supplied to fixtures throughout
the ship from a system which is served
by two sanitary pumps. The sanitary
system is cross-connected to the fire
main and has a connection to the aux-
iliary cooling system and emergency
connection to the refrigeration circu-
lating system.

I'Vesh water to plumbing fixtures is
su[)plied by two washing water pumps
which take suction from the washing
vv^ater tanks and discharge into a 500-
gallon pressure tank. The pumps are
automatically controlled by a pres-
sure-operated switch.

Hot fresh water is supplied from
two heaters of the storage tank type,
located in the engine room and sup-
plied from the washing water pressure
system.

A se])arate drinking and culinary
water system is served by two pumps
which take suction from the drinking
water tanks and discharge to a 250-
gallon pressure tank. All fre.sh-water
ta])s in the galleys and in the main
and service pantries are served from
this system. Iced drinking water is
supplied from a branch fitted to the
scuttle butt and served by pumps in
du]ilicate.

The swimming pool is filled from
tiie fire main and emptied by the bilge
pump. The water in the pool is con-
tinuously freshened by make-up from
the sanitary system, and is warmed
l)\' being circulated through a heater.
Sewage System

.Ml interior deck drains, plumbing
fixtures and soil drains from below
the bulkhead deck lead into sewage
tanks. One or two sewage tanks are
located in each watertight subdivision,
and receive the drains in that space.
There is fitted a total of 13 tanks,
each served by two pumps of the non-
clog type, fitted with self -cleaning
sewage screens, and each pair is fitted
with electric automatic control ar-
ranged to operate the ]nnnps altern-
ately.

Fire Main Deck Wash System

The fire main is served by two mo-
tor-driven centrifugal pumps, by tiie

fire and clean ballast pump and the
sanitary pumps. Separate systems of
mains and risers are provided for hy-
drants inside the house and for those
outside exjjosed to freezing weather.
Pressure is continuously maintained
on the inside system, and a pressure
gage is fitted in the fire-control sta-
tion to indicate the fire-main pressure.
Bilge and Ballast Systems

The bilge system is arranged to
pump from all holds and machinery
compartments. The two motor-driven
triplex ])lunger bilge pumps, the
standby centrifugal puni]), the sub-
mersible self-priming bilge ])ump and
the two fuel-oil transfer and oily bal-
last motor-driven triplex plunger
pumps are connected to the bilge
service. P>ilge suction valves from all
hold compartments are operated by
hand at i)lace and hydraulically from
controls in the machinery hatch.

There are two separate ballast sys-
tems, one for clean and one for oily
ballast ; that is, for ballast which is
placed in fresh washing water tanks
or in fuel-oil tanks, as the case may
be. Provision is made for ])um]3ing
clean ballast tanks when either the
engine room or the forward l)oiler
room is flooded. This system is also
connected so as to supply circulating
water to the refrigeration .system
when the vessel is in dry dock.

P)ilge and oily ballast water may be
pumped overboard direct, or to a
closed-type oil and water separator of
about KX) tons per hour capacit}'.
Smoke Detecting and Smothering

A steam smothering system protects
all fuel-oil settling tanks, deep tanks
and wing tanks. All cargo holds,
cargo 'tween decks, cargo trunked
hatches, refrigerated cargo spaces,
boiler rooilis, ])ainl and oil store
rooms and the lamj) room are pro-
tected by a (Waller Kidde and Com-
pany) combined smoke-detecting and
manually-operated COj .system. The
detecting'- cabinet is Ipcated in the fire-
control st^^ion.^ The- emergency gen-
erator room" and the'' cinema rooms are
protected by in(le])en(lent CO2 sys-
tems. CO.j hose ])rotection is provided
f<ir the engine room and boiler rooms.

Mechanical Ventilation, Heating
and Air Conditioning

\'eiitilj^ioii air is su|)plied by 50
sui)]il\- ^\•stenl^ and removed by ?>2 ex-
iiaust systems. Air is sui)i)Iied to all
jiassenger staterooms at an average
rate of about -40 cubic feel ])er minute

per person. A change of air is sup-
])lied every eight minutes to the public
spaces, every six minutes to the crew's
living spaces and every 4.5 minutes to
the air-conditioned dining saloons.
Exhaust ventilation is provided for all
public spaces, toilets and showers, gal-
ley, pantries, hospitals and all other
spaces necessary for the removal of
heat and odors. All cargo spaces ex-
cept the refrigerated cargo spaces
have mechanical sui)ply at the rate of
one change every 30 minutes, and
natural e.xhaust.

Each boiler room is ventilated by
two 50,000 cubic feet per minute sup-
ply fans, and the engine rooms by two
50,(X)0 cubic feet per minute supply
fans and by two 25,000 cubic feet per
minute exhaust fans which draw from
the generator flats, switchboard and
operating platform. The refrigerating
machinery spaces are ventilated by
two 4,(XJ0 cubic feet ])er minute sup-
])ly fans. The boiler room and engine
room supply fans discharge to their
respective spaces through air casings
which surround the machinery hatches
and are fitted overhead in the ma-
chinery spaces. These casings are
fitted with numerous outlets to pro-
duce a distributed flow throughout so
as to minimize the heat transmission
to adjoining living spaces.

All ventilation fans can be shut
down by the operation of a pushbut-
ton in the fire-control station in ca.se
of fire, but the fans in the unaffected
zones ma\' be restarted locally, if de-
sired. Each ventilation .system is ])ro-
vided with a damper which may be
closed in ca.se of fire, thus preventing
the possibility of a draft up through
the ventilation trunks. Ventilation
trunks to cargo spaces passing through
passenger or crew accommodations
are provided with automatic draft
checks in the trunk at the boundary
of the accommodation s])ace, which
are set with fusible links so that, if
fire occurs in a cargo .space, the draft
check will automatically close.

The heating s\ stem in the living
spaces is designed to maintain a tem-
perature of 70 degrees F. with an out-
side tem])erature of — 10 degrees V.
The heating of cabin and tourist-class
staterooms is by warm ventilation air.
The main air supply may be tempered
by preheaters to 50 degrees V. Par-
allel with the main air ducts is a sup-
plementary system in which the air
may be still further healed to a maxi-
(Pape 5 2 A, please)

JUNE, 1940

by Chas. F, A, Mann

• Ahead of Schedule at Tacoma
Yard

So smoothly has the organization
of a fast welding crew and plate
shop personnel proceeded that pro-
duction at the Tacoma plant of the
Seattle - Tacoma Shipyard is far
ahead of schedule, and plans are
now announced to launch the first
of the five Maritime Commission
ships on August 1 instead of Sep-
tember 1, with the unofficial possi-
bility that the first hull will break
awav for deep water as early as
July 15.

Likewise, the second hull is com-
ing along at a fast pace, and much
earlier launching date is planned for
this one.

Our illustrations show the status
of Hull No. I up to May 12.

Rumors continue that the yard
will shortly go after some impor-
tant Naval orders, and possibly
more cargo ships, if the Commis-
sion's budget is suddenly increased
by the present session of Congress.

Word from General Machinery in-
dicates that the big diesels for the
first two hulls are now on the test
stand. Meanwhile, the first set of
Washington diesels is ready on the
test stand at the big Seattle plant
of the Washington Iron Works.

• 25 Large Wooden Hulls Building
Tacoma's six busy wooden ship-
yards are turning out a record high
number of husky diesel vessels for
the Pacific Coast towing and fishing
fleets, ranging from Puget Sound to
San Diego. More than half of the
1940 crop of large seiners are for
Monterey and Southern California
owners.

• Fobs Shipyard

Newest Foss tug to join that fa-
mous fleet is the Oswell Foss, husky
new diesel tug just completed at
the Foss Shipyard in Tacoma.

The new tug is 74 x 19 and has an
8-cylinder, 450-H.P. Supercharged
Enterprise diesel for main propul-
sion ; 2-way radio telephone set ; a
Caterpillar diesel auxiliary electric

View inside Hull No. 1, Seattle-Tacoma yard,
showing progress of construction.

(Photo by Turner Richards)

generating set; full electric deck
machinery ; pumps ; and refrigera-
tion. She carries an air ram steering
gear and neat quarters for a crew
of si.K. She is heavily built of Alaska
cedar and will be used on fast, long
tows on Puget Sound.
• Fish Vessel Western Pacific

One of the most elaborate refrig-
eration plants to be placed on a fish-
ing vessel built in the Pacific North-
west is the layout planned by the
I'laker Ice Machine Co. for the new
sui)er-(le luxe albacore fishing ship
Western Pacific, now completing at
the busy plant of the Western Boat
P.uilding Corp. at Tacoma. Albacore
is the species that, when canned, is
known as tuna, and is caught by
short, stiff poles wielded by husky
fishermen. The Western Pacific was
built for the Western Pacific Pack-
ing Co. of San Diego, and will be
delivered about August 1, to fish ofif
the Oregon-Washington coast and
then go to San Diego.

Her hull is 100 x 26 x 13 feet overall,
with a capacity for about 160 tons
of frozen fish. She carries a 380-H.P.
Superior diesel for main drive and
two 125-H.P. Superior diesels to op-
erate the 100 per cent electrified
deck machinery and elaborate brine
system.

The refrigeration plant consists of
multiple compressor layout, all elec-
trically driven, supplying refrigera-

No. 1 on ways at I acoma, May i. I'aken from roof of plate shops, showing
snow-crowned Olympics in distance.

(Photo by Turner Richardit)

tion to 8 double-constructed wood
tanks below, each 10 x 10 x 10 ft., and
2 large tanks mounted on deck, each
15 x8x26 feet, to carry bait outward
and albacore on the inward voyage.
Insulating effect is obtained by the
double thick calked wooden walls,
dead air space between tanks and
outer skin, and the outer skin of the
hull. The process of handling the
albacore will be carried out in 3
stages. The fresh caught iish will be
dumped into the tanks with ordi-
nary sea water brine held at 28 deg.
F. This brine will be pumped over-
board and a heavier salted sea water
brine at 10 deg. F. will be pumped
over the fish, quickly freezing them.
In the third stage, the brine will be
drained ofi, and coils lining the
walls of each tank will keep the fish
frozen until delivered at the can-
ning plant.

Three S/z x 5J/2-inch Baker com-
pressors, driven by three 20-H.P.,
3-phase, 220-volt motors with suit-
able controllers, are fitted. V belt
drive is employed. One three-section
ammonia condenser, an 18-inch by
10-foot ammonia receiver, three
3-H.P. brine circulating pumps and
a 5-H.P. brine pump and a twin-cyl-
inder lYz X 2!/2-inch Baker refrigera-
tion pump complete the main refrig-
eration layout. The cooling coil sys-
tem for the tanks consists of nine
sets of l!4-inch tank coils 650 feet in
length each.

This accounts for the elaborate
auxiliary diesel power layout, near-
Iv half as large in capacity as the

>^^^^^

"^

Tug Oswell Foss on trials.

(Photo by Ray Krantz)

main engine. About 160 tons of
frozen albacore can be carried and
held indefinitely until unloaded at
the cannery.

• Western Boat Building Corp.

In addition to the large tuna clip-
per vessel Western Pacific, de-
scribed in this issue, there is also
building at the Western plant the
seiner St. Francis, first of a type
without a net turntable. She is
94 X 24 X 10, and will carry a 380-
H.P. Atlas. Another of the giant-
type seiners for Spiro Babich is 96 x
25 X 11, and will be powered with a
400-H.P. Atlas diesel.

• Martinac Shipyards

At the Martinac Shipbuilding

Corp., on the City Waterway, a
large new outfitting dock has been
completed, and they have eight large
fishing vessels under way. The Cav-
alcade is 92 X 23.6 in. x 11 ft. and
carries a 400-H.P. Atlas diesel and
a 50-H.P. auxiliary Atlas diesel. She
is for W. D. Suryan of Anacortes.
An 83 x 22 X 10.9 ft. seiner is build-
ing for Frank Gondalfo of San
Francisco, and carries a 230-H.P.
Union diesel and Exide batteries. An
83 x 21 X 10.9 ft. seiner for Salvatore
Di Mercurio of IMonterey, with 230-
H.P. Union diesel ; an 86 x 23 x 10.9
seiner with 300-H.P. Atlas and 50-
H.P. Atlas auxiliary diesel for Sam
Lonero of Monterey ; an 83 x 21 x
10.9 ft. seiner for G. P. Cutino of
Monterey, equipped with a 220-H.P.
Atlas diesel and Exide batteries;
one exactly like this last-named
seiner for Tony Balastieri of Mon-
terey ; and lastly, a big 92 x 23.8 x 1 1
ft. one with 400-H.P. Atlas for Joe
l)i Maggio of San Francisco (rela-
tive of the baseball slugger), com-
pletes the impressive list of Marti-
nac boats now building for the 1940
season.

• Martinolich Shipyard

As usual, the Martinolich Ship-
building Corp. of Tacoma is busy on
a fleet of new ships, including a 78-
footer with a 225-H.P. Fairbanks,
Morse diesel ; as well as four 82-
footers for Monterey fishermen.
Two of them carry 240-H.P. Fair-
(Page .';2C. please)

JUNE, 1940

-<V "7/b O^ •

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Marine Boilers I

THEORY OF DESIGN

INTRODUCTORY

The marine boiler is such a familiar
and important unit, and has been
viewed inside and out so frequently by
the engine room personnel, that very
little space will be devoted to general
descriptions. Instead, we will discuss
the boiler from the viewpoint of the
Rules and Regulations of the Bureau
of Marine Inspection and Navigation.
Some of the mathematics of the boiler
will be covered. Theory, ratings, con-
trol and operation will be discussed.
.\ series of articles will be needed for
this, and the coverage of the subject
will, to some e.xtent, be guided by the
letters and questions that come in.

We are all of us members of a huge
class of instruction, and are privileged
to send in c|uestions, discussions, ex-
Ijeriences, criticisms and suggestions.

Our first |)oint of approach will be
the mathematics of the stresses in a
boiler. How is the maximum working
pressure calculated, and where lim-
ited?

Many of the boiler stresses are sub-
ject to pure calculation, just as simple
as the stress in a bolt, but also many
are not .so simj^ile. To standardize on
all factors and avoid guessing on those
questions which cannot be nicely cal-
culated from pure theory, the Ameri-
can .Society of Mechanical F.ngineers
have published the I'.oik-r Code, a
booklet which gives rule> and formu-
las to use and places the rouils of

practice and experience in a standard
form for general use.*

To illustrate, the factor of safety is
something which can hardly be calcu-
lated. How many times stronger must
a bolt be than the actual load it will
carry? Pure mathematics indicates
that it must be only a pound or two
stronger than the load, and that if
\ou never exceed that load, the bolt
will never break. But just a pound
increase in the load will surely break
it. We cannot guarantee the load,
hence must assume arbitrarily a load
3, 4, 5 or 6 times as much as calculated
or expected. Thus we allow for a
stress .several times as large as the
actual load that normally exists, and

* The General Rules and Regulations are largely
based on the Boiler Code, and are an extension
of the Code into marine practice.

When letters or symbols are placed topether it
implies the operation of multiplications; thus
ST means S -x T.

rm. 1.

call the ratio between them the safety
factor.

F"ortunately these safety factors are
standardized and specified in Rules
and Regulations, as otherwise de-
signers would guess differently, and
under pressure of reducing weight
and size would approach closer and
closer to a point where safety was
endangered.

This safety factor takes care of
many unknowns, such as variability in
the strength of materials above or be-
low the used values. If we test a dozen
samples of the same batch of steel, we
shall get a dozen different breaking
stresses, all fairly close to each other,
perhaps, but still different. Further-
more, stresses exist in the structure
due to temperature which cannot be
calculated or even estimated closely.
Also some allowance is desirable for
accidental overloads in oi)erati<jn.

In aviation designing, where there
is such a large penalty for weight,
safety factors are very much less.
They may be less than 2 or only a
reasonable per cent oversize rather
than several times oversize. As will be
.seen On page 50 of Rule II, 52nd -Sup-
plement of General Rules and Regula-
tions, the safety factor may be differ-
ent for the same jiart, depending on
the use and location. In other words,
the less we kncjw aiiout the variable
loads the larger we make the safety
factor.

There are two general comments
which belong in this introduction to
the subject of boilers. I'^irst, that
whereas the main engines, auxiliaries
and accessories of the marine ])ower

1' A C i !• I C M A R 1 N K K K V I K W

plant have long been ready for higher
pressures, temperatures and efificien-
cies, the problems these factors in-
troduce in the boiler for a floating
plant have made it the limiting unit
in the system. Secondly, by and large
these problems have forced the boiler
out of the boiler factory into the ma-
chine shop. The present-day boiler is
made like a machine, with refined ma-
chining, true fits and a minimum of
hammering and bending to clo.se gaps.

And, in spite of all these problems
and the thought and attention given
to the boilers, experience seems to
show that the boiler of a steamship
outlasts the marine engines and per-
haps the ship itself.

The cylindrical shape has been the
main structural element in boilers
from the very start, because the cir-
cular element is the shape any en-
closed vessel will try to take under
the effects of internal pressure. There
are several reasons for this. The
circle encloses the greatest area for a
given length of enclosing line or cir-
cumference, greater than any other
shape.

Also in the circle with internal pres-
sure there are no other forces e.xcept
pure tension ; no bending forces. The
fiat fire hose becomes cylindrical with
pressure, because its walls have no
bending strength, only tension. It is
therefore cjuite natural that designers
will make as many elements of the
boiler cylindrical as possible.

The strength of the cylinder to
stand internal pressure is the subject
of the main consideration in determin-
ing the maximum safe working pres-
sure, W, and is one of the most im-
j)ortant questions in the licensing
e,\amin;itions.

QUESTION

What formula is used to calculate
the maximum safe working pressure
of a cylindrical pressure vessel?

ANSWER

I'rom page 50 of 52nd Supplement
<'( (Jeneral Rules and Regulations.

STE
W = RF.

If we desire thickness T to stand
;il(ine to get its value, we may use
the rules of algebra, which permit
transfer of a number or symbol from
one side of the equals mark to the
nther side, if we also transfer it to
the o])])osite side of the horizontal
<livision symbol. Thus WRF = STE

ns. 2.
WRF

and SE = T. W equals maximum
allowable working pressure ])ounds
per sq. in. S equals tensile strength
of steel i)oun(ls per sq. in. as marked
on the plate by the maker. T equals
minimum thickness of shell plate in
inches and decimals of an inch. E
equals efficiency of the riveted joint,
a decimal, as determined by calcu-
lating four dift'erent possible ways
of failure and using the weakest or
lowest value of E calculated. R
equals radius in inches of the cylin-
der of the shell, one-half of the
diameter. Use the inside or internal
radius when shell thickness is less
than one-tenth of the radius. If more
than one-tenth of the radius, use
outer radius.

F equals factor of safety as speci-
fied in General Rules and Regula-
tions. In solving a problem, if F
is given as 4 the working pressure
will be one-fourth the pressure
which would burst the shell.

QUESTION
How is the formula developed
from simple principles? How can it
be tied up with the facts we already
know about pressure and stress?

ANSWER

Pressure as we use the term is
pounds per square inch of surface
due to a fluid or gas and as meas-
ured by a pressure gage. Stress limit
is the number of pounds per square
inch of the cross section of the steel
at which it will break or tear or
stretch be\nn(l its elastic limit. If
we load a bolt of 1 sq. in. cross sec-
tion up to 50,000 lbs., and if its
stress limit S is 50,000, it would
break under tension. Boiler steels
have an S of from 45,000 to 60,000
pounds per square inch. It is pos-
sible to make steel of much higher
tensile strength than this. Hard
steels will g<i to 100,000 Ibs./sq. in.,
hut are brittle and will not stand

the shock loads and temperatures
and will not stretch slightly to re-
lieve internal stress from fabrication
and other loads. Plough steel, cable
steel, as used in suspension bridges,
will go to 200,000 pounds per sq. in.
as a value of S. These, however, are
not suitable for marine boiler con-
struction.

Figure 2 illustrates a part of a
cylindrical drum or shell. It may
also represent a part of a boiler tube
an inch in diameter, or the 17-foot
diameter shell of a Scotch boiler.

Let us study first the stress in a
longitudinal seam which is exerted
in a circumferential direction. The
first obvious consideration is that we
do not need to study the entire seam
from end to end of the drum. Any
one foot will be the same as any
other foot of its length. So let us
consider only one inch of the length.
This 1-inch section can be taken
anywhere along the length, and is
shown in the figure.

Figure 1 is the end view of this
1-inch section. The load will be the
same at any point around the cir-
cumference of this section. We will
consider it at the two points at the
ends of the horizontal diameter D.
At these points the load in the steel
is B pounds, tending to break the
steel under tension. The B pounds
at one side plus the B jiounds at the
other side is the total load created
by the pressure P on the inside and
tending to sejiarate the top half
from the bottom half of this section.

Each square inch of the surface
has a load of P i)ounds. The sq. in.
at the left side next to the point of
consideration has a load of P in a
horizontal direction to the left. That
unit area at the right, next to the
point of consideration, has a load of
P pounds in a horizontal direction
towards the right. These two cancel
each other and hence do not affect
the load B at the point.

In like manner all the other unit
areas excejit the one at the top have
a component in the horizontal direc-
tion which cancel each other. They
also have a component in a vertical
direction which directly afl^ects the
loading at B. The net result is that
we may say that the load at B is due
to j)ressure P acting on the surface
as measured horiz.ontally. This may
be proved mathematically, or we

(P.iKC 62, please)

JUNE, 1940

KnOUILEDGE IS THE STRHIGHT

COURSE TO nounncEniEnT

/1 3>eft42AifHe4ii ^a^ ^ecJz OUice/U.

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansome Street, San Francisco, California.

QUESTION

What report is made concerning
accidents to your vessel itself or to
it personnel, and to whom? What is
the penalty for not making such a
report?

ANSWER

The licensed officer in command
of any vessel shall report in writing
and in person to the board of local
inspectors nearest the port of first
arrival any accident to said vessel
involving loss of life or damage to
an approximate amount exceeding
$500, and shall also report in the
same manner any casualty or loss of
life from whatever cause of any per-
son on board such vessels and any
stranding or grounding, whether or
not any damage has been sustained
by the vessel : Provided, That when
from distance it may be inconve-
nient to rejtort in person it may be
done in writing only, and the report
sworn to before any person author-
ized to administer oaths.

The licensed ofificer in command
who shall fail to make such report
shall be subject to the penalty of
having his license sus])ended or re-
voked.

QUESTION

Except as they may be regulated
by law or international agreement
or by rules and regulations made in
pursuance thereof, which of the fol-

lowing are under the supreme con-
trol of the master?: (a) The radio
installation? (b) The operators? (c)
The regulation of the operators'
watches? (d) The transmission and
receipt of messages? (e) The radio
service of the ship?

ANSWER

The radio installation, the opera-
tors, the regulation of their watches,
the transmission and receipt of mes-
sages, and the radio service of the
ship, except as thej' may be regu-
lated by law or international agree-
ment, or by rules and regulations
made in pursuance thereof, shall in
the case of a ship of the United

Deck Officers' Licenses for
April

SEATTLE
Name and Grade Class Condition

W. S. Hammond. 3d Mate SS. any GT O

A. Eastman, 3d Mate SS. any GT O

E. W. Nystrom. Chief SS. any GT RC

SAN PEDRO

B. C. Dennis, Master SS. any GT RC

L. E. Hatch. Chief SS. any GT RC

A. E. Danchak, 2nd Mate SS. any GT KC

R. n. Heron. 2nd Mate SS. any GT RC

T. A. I'eck. 2nd Mate SS. any GT RC

C. E. Reed. 2nd Mate SS. any GT RG

A. E. TeaKue, 2nd Mate SS. any GT O

J. W. Thomas. 2nd Mate SS. any GT O

E. E. Butler, 2nd Mate SS. any GT O

SAN FRANCISCO

K. D. I.amson, Chief SS, any GT RG

J. I'. Blair. Chief SS. any GT RC

<;. J. Griffin. Chief SS. any GT RC

H. E. Halterman, Chief SS. any (IT RG

<;. W. French. 2nd Male SS. any GT RG

K. R. Richards. 2nd Mate SS. any GT RG

J. K. Moran. 3d Mate SS, any GT O

States be under the supreme control
of the master.

QUESTION

What is the rule for radio tele-
graph operators and communication
between the bridge and the wireless
room?

ANSWER

All passenger ships, irrespective
of size, and all cargo ships of 1,600
gross tons and upwards, shall be
fitted with a radio-telegraph instal-
lation.

Each passenger ship which is re-
quired to be fitted with a radio-tele-
graph installation shall, for safety
purposes, carry a qualified operator,
and, if not fitted with an auto-alarm,
shall, whilst at sea, keep watches by
means of a qualified operator or a
certified watcher, as under:

(a) All passenger ships of 3,000
gross tons and over, continuous
watch.

(b) All passenger ships under
3,000 gross tons, as determined by
llie administration concerned.

Each cargo ship which is required
to be fitted with a radio-telegraph
installation shall, for safety pur-
poses, carry a qualified operator,
and, if not fitted with an auto-
alarni, shall, whilst at sea, keep
watches by means of a qualified op-
erator or a certified watcher, as un-
der:

(a) All cargo ships under 3,000
gross tons, as determined by the ad-
ministration concerned.

fb) Cargo .ships from 3,000 to
.S,.SOO gross tons, both included, at

PACIFIC MARINE REVIEW

least 8 hours' watch per day.

(c) Cargo ships over 5,500 gross
tons, continuous watch.

There shall be provided, between
the bridge of the ship and the wire-
less telegraph room, means of com-
munication, either by voice pipe or
by telephone or in some other man-
ner equally efficient.

QUESTION

What is the law concerning crew
quarters, washrooms, etc.?
ANSWER

On all merchant vessels of the
United States, except yachts, pilot
boats or vessels of less than 100
tons register, every place appro-
priated to the crew of the vessel
shall have a space of not less than
120 cubic feet and not less than 16
square feet measured on the floor or
deck of that place, for each seaman
or apprentice lodged therein, and
each seaman shall have a separate
berth and not more than one berth
shall be placed one above another ;
such place or lodging shall be se-
curely constructed, properly lighted,
drained, heated and ventilated, prop-
erly protected from the weather and
sea, and, as far as practicable, prop-
erly shut off and protected from the
odor of cargo or bilge water. And
every such crew space shall be kept
free from goods or stores not being
the personal property of the crew
occupying said place in use during
the vo\-age.

That in addition to the space al-
lotment for lodgings hereinbefore
provided, on all merchant vessels of
the United States which in the or-
dinary course of their trade make
voyages of more than 3 days' dura-
tion between ports, and which carry
a crew of 12 or more seamen, there
shall be constructed a compartment,
suitably separated from other
spaces, for hospital purposes, and
such compartment shall have at
least one bunk for every 12 seamen,
constituting her crew, provided that
not more than 6 bunks shall be rc-
ciuired in any case.

There shall be provided at least
one toilet, one washbasin, and one
shower or bathtub, with hot and
cold running water, for every six
members of the crew, or portion
thereof, exclusive of licensed offi-
cers. Where the number of fire room
and engine room men, exclusive of
officers, exceeds ten, their toilet and

washroom equipment shall be sep-
arate from the other crew members,
and where the steward's department
crew exceeds six, their toilet and
washroom equipment shall be sep-
arate from the other crew members.

There shall be at least one urinal
provided for every three toilets re-
cpiircd for the men members of
crew.

To facilitate proper cleaning,
[tainting and upkeep of crew's toi-
let and washroom equipment, they
shall be so arranged that not more
than three toilets, one urinal, three
wash basins and three showers are
located in any one washing place.

Wash basins for crew may be lo-
cated in the crew's sleeping rooms,
provided such wash basins have run-
ning water and drains, and that the
I)roper number are available.

Any failure to comply with this
section shall subject the owner or
owners of such vessel to a penaltv
of not less than $50 nor more than
$500: Provided, That forecastles
shall be fumigated at such intervals
as may be provided by regulations
to be issued by the surgeon general
of the public health service, with the
approval of the Department of Com-
merce, and shall have at least two
exits, one of which may be used in
emergencies.

The local inspectors of the Bureau
of Marine Inspection and Naviga-
tion shall inspect the crew quarters
of every American vessel at least
once in each month, or at such times
as such vessel shall enter an Ameri-
can port, and shall satisfy them-
selves that such quarters are of the
size required by law or regulations
issued thereunder, and properly ven-
tilated and in a clean and sanitary
condition, and are equipped with the
proper ])lunibing and mechanical ap-
pliances required by law or regula-
tions issued thereunder, and that
such plumbing and mechanical a])-
pliances are in good working order
and condition.

Whenever it shall be found that
the crew quarters do not conform
with the required regulations, the
appropriate board of local inspectors
shall withdraw the certificate of in-
spection of such vessel, and refuse
to reissue the same until such im-
proper conditions have been cor-
rected ; and the master or other li-
censed officer of such vessel who

shall have willfully or negligently
permitted such vessel to be in such
improper condition shall be subject
to a penalty of not more than $500.
QUESTION

What are the rules of practice for
the government of the local inspec-
tors in the investigation of casual-
ties to vessels and personnel, or the
violation of the law or rules and reg-
ulations under jurisdiction of the
Bureau of Marine Inspection and
Navigation?

ANSWER

For the purpose of investigating
the causes of a marine casualty or
accident, and the licensed officers or
certificated persons responsible
therefor, three marine investigation
boards have been created, namely,
the "A," "B," and "C" Marine In-
vestigation Boards.

The "A" Marine Investigation
Board consists of an officer of the
Department of Justice (learned in
maritime law), a Coast Guard officer
and a representative of the Bureau
of IMarine Inspection and Naviga-
tion. The jurisdiction of the "A"
Board extends to all marine casual-
ties involving loss of life, regardless
of the nature of the casualty.

The "B" Marine Investigation
Board consists of a supervising in-
spector and two principal traveling
inspectors of the Bureau of Marine
Inspection and Navigation. The jur-
isdiction of the "B" Board extends
to all marine casualties not involv-
ing loss of life, and classified by the
Secretary of Commerce as serious.

The "C" Marine Investigation
Board consists of a supervising in-
spector and two representatives of
the Bureau of Marine Inspection
and Navigation. The jurisdiction of
the "C" Board extends to all marine
casualties or accidents not involving
loss of life and not classified as se-
rious by the Secretary of Commerce.

The board cannot make a final de-
cision in any case, but shall, when
the proceedings are concluded, make
a record of their proceedings and
submit such record with their find-
ings, opinion and recommendations
to the director of the Bureau of Ma-
rine Inspection and Navigation. The
director, after a thorough analj'sis
and review of the record, findings
and recommendations will make the
final decision.

(Pajjc 60, please)

JUNE, 1940

By David W, Dickie, N, A,

Several of the tuna clippers have
had propeller shafts break, and sev-
eral have had trouble with sea
valves, broken piping near the sea
valves and thrust shaft trouble. At
least four have sunk from broken
piping trouble. This is the second
time the acconipan3-ing curves have
been made for a wooden vessel, the
first having been published in Pacific
Marine Review for March, 1937.

In this case the curves have been
made for two conditions, with the
vessel fully loaded and after dis-
charging, to show what takes place
in the strains of the vessel.

The Curve of Weights is made by
erecting the various weights of the
boat on a straight line in the relative
position on the boat so the height
from the base line to the curve rep-
resents the weight per foot of the
completed boat at any point.

The position and the amount of
weight in the boat varies consider-
ably with the design of the refriger-
ating plant. In this case there are
four 6" X 6' double-cylinder am-
monia compressors forward, three
condensers and a receiver aft. The
compressor size was selected to take
advantage of an improvement that is
coming on the market for a unit of
that capacity. The brine tank was
published in the February, 1940,
Pacific jMarine Review. There are
two 3-section Pak-Ice machines,
with 5-horsepovver motors each, so
one can be used on sea water and
one on 22 per cent brine while the
preliminary and final freezing is go-
ing on.

On the voyage outbound, all wells
not used for bait arc partially filled
with cooled sea water and slush ice
from the Pak-Ice machines. The
fish are caught and tossed into the
slush ice, the sea water being re-
newed from the brine tank until the
blood and gurry are disjjosed of. Tho
sea water is discharged overboard

PACIFIC MARINE REVIEW

and the slush ice retained. Twenty-
two jjcr cent brine from the brine
tank is put into the wells with the
fish and the mass cooled to zero,
leaving the brine in the wells to pre-
\ent oxidation of the fats.

The Curve of Buoyancy repre-
sents the displacement of the boat
in ])()unds per foot at any selected
point.

The Curve of Loads is the dilTei-
ence between the Cur\e of liuo}-
ancy and the Curve of Weights.

The Curve of Shearing Forces is
the integration of the Curve of
Loads, and the Curve of Bending
Moments is the integration of the
Curve of Shearing Forces.

Due to the large number of l)ulk-
heads in the tuna clijipers, there is

nut much chance for distortion in
the hull of the vessel except where
the bulkheads are impro])erly fas-
tened and pull away from the side of
the vessel. For that reason the
llending Moment Curve is not ot
])rime importance, as the vessel
bends due to the holes in the wood
crushing and becoming oval at the
(Page 52C, please)

JUNE, 1940

0^

M(>f

SHIPS in THe nriRKinG

LATEST NEWS FROM AMERICAN SHIPYARDS

NEW CONTRACTS DURING APRIL

Bethlehem Steel, Sparrows Point

Two oil tankers 442' x 64' x 34' 10"; 3,000-H.P. turbine; 8,000

gross tons. L^nion Oil Company of California.

Three passenger-cargo vessels 465' x 65' 6" x 39' 9"; 8,600-H.P.

turbine ; 8,300 gross tons. Mississippi Shipping Co.
Federal Shipbuilding and Dry Dock Co., Kearny, N. J.

Two cargo vessels 465' x 69' 6" x 33' 6" ; 8,500-H.P. turbine ; 8,900

gross tons. Matson Navigation Co.

One oil tanker 440' x 66' 6" x 34' 6" ; steam ; 7,700 gross tons.

Pan American P. & T. Corp.
Newport News Shipbuilding and Dry Dock Co., Newport News, Va.

Two cargo vessels 465' x 69' 6" x 33' b" ; 8,500-H.P. turbine; 8,900

gross tons. Matson Navigation Co.
Sun Shipbuilding and Dry Dock Co., Chester, Pa.

One oil tanker 521' x 70' x 40'; 7,500-H.P. diesel ; 11,400 gross

tons. Sun Oil Co.

Two oil tankers 500' x 68' x 37'; 12,000-H.P. turbines; 10,000

gross tons. U. S. Maritime Commission.

This makes a total of 13 seagoing merchant vessels with an ag-
gregate gross tonnage of 115,600 gross tons, 6 of which are for Pacific
Coast owners and operation.

In addition to the above vessels for the seagoing merchant marine,
there were new contracts placed during April for 32 miscellaneous
craft aggregating 12,975 gross tons.

Ionian Oil Onde/U,

*1wa Mo^ie ^a4tkeAA,

Contracts calling for the construc-
tion of two 13,000-ton tankers have
been placed by Union Oil Company,
according to W. L. Stewart, Jr.,
vice president. The ships will be
built in accordance with Union's
tanker fleet replacement program,
and are slated for delivery in 1942.

The vessels will be of the single
screw American three-island profile
type, with straight-raked stems and
cruiser sterns, and will be con-
structed bv the Bethlehem Steel

Company at the Sparrows Point,
Md., shipyard. Like the Paul M.
Gregg, which was contracted for
earlier this year, the new tankships
will be sister ships to the company's
L. P. St. Clair and Victor H. Kelly,
now engaged in Pacific Coast
service.

These two vessels are the fourth
and fifth in the orderly replacement
program inaugurated by the Union
Oil Company with the tanker L. P.
St. Clair. These tankers are of the

llethlehcm-Frear fluted bulkhead
t_\pe of hull construction powered
with Bethlehem high-pressure cross-
compound turbines, Falk double-
reduction gearing and Foster
Wheeler steam generators.

The last of three high-speed na-
tional defense feature tankers to be
built for Standard Oil Company of
New Jersey at the Sparrows Point
Yard, Shipbuilding Division, Bethle-
hem Steel Company, was launched on
April 27 at 12 o'clock noon. The new
vessel was christened the Esso Al-
bany by Miss Ellen E. Kiltgaard,
daughter of Carl E. Kiltgaard, assist-
ant general manager. Marine Depart-
ment, Standard Oil Company of New
Jersey.

A luncheon in honor of the sponsor,
given by Bethlehem Steel Company
at the Belvedere Hotel, Baltimore,
followed immediately after the launch-
ing. Both functions were attended by
a number of officials of Standard Oil
Company and Bethlehem Steel Com-
pany, as well as guests from New
York, Baltimore, Annapolis, Wash-
ington and elsewhere.

The Esso Albany represents the
latest improvements in tanker design
and construction, including the Beth-
lehem-Frear system of bulkheading,
and extensive use of welding. .She will
have a deadweight in excess of 16,300
tons and a cargo carrying capacity of
over six million gallons. The jjrincipnl
characteristics are as follows :

Length overall 553 feet

Beam (molded) 75 feet

Depth (molded) 39 feet

Sjieed 18 knots

The entire construction, inchiding

PACIFIC MARINE REVIEW

MpbuTlders

and ENGINEERS

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

SAN FRANCISCO OFFICE and PLANT

Machine Shop

and General Repairs

1100 SANSOME STREET
Tel.: SUtter 0221

ALAMEDA PLANT

>laeiiinery. Hull

and Industrial Repairs

Two Dry Docks

3,000 tons and 5,000 tons capacity

FOOT OF SCHILLER STREET

Tel.: ALanieda 8585

GENERAL ENGINEERING
and DRY DOCK COMPANY

all living quarters, is fireproof
throughout, and all accommodations
are designed to conform to the high-
est standards of comfort.

The navigation equipment is of the
most modern type, and every precau-
tion has been taken to insure the
safety of the vessel and crew at sea.

The ship is built to the highest class
of American Bureau of Shipping,
under their special survey, and in ac-
cordance with the regulations of the
Bureau of Marine Inspection and
Navigation. She complies with the

highest requirements for carrying
petroleum products through the Pan-
ama and Suez Canals.

On May 3 the U. S. Maritime Com-
mission announced that the date of
opening bids on the P-4s had been
postponed from May 7 to June 18.

The P-4s are the luxury passenger
liners proposed for operation by the
American President Lines on the
transpacific route from Pacific Coast

ai

ports to the Orient on the same .serv-
ice now covered by the President
Coolidge and the 535 type President
steamers.

The P-4s will be the largest and
finest vessels ever built in an Ameri-
can shipyard. Their size and some of
their design features are outside the
experience of the majority of Ameri-
can shipyards, which probably ex-
I>lains the delay in bids.

The Atlantic Ixefining Company's
new 19,405-ton tanker, Robert C.
Tuttle, was launched on May 11 at the
yards of the Sun Shipbuilding and
Dry Dock Company, Chester, Pa. The
new vessel was christened by Mrs.
Robert C. Tuttle, wife of the
vice president of the Atlantic Refining
Comjiany, for whom the latest addi-
tion to the Atlantic fleet is named.

Robert C. Tuttle is a turbo-electric
tanker of all-welded construction, and

is similar in design to her three sister
ships of the Atlantic fleet — J. W.
Van Dyke, Robert H. Colley and
E. J. Henry — all commissioned within
the past three years. The new oil
carrier will be the eighteenth electric-
ally-propelled ship designed by At-
lantic engineers, and her addition to
the fleet will give Atlantic more
electrically-propelled vessels than any
other company in the world.

Overall length of the new tanker is
544 feet. Capacity is the equivalent
of 156,000 barrels, or 6,552,000 gal-
lons. She has 5,000 horsepower, pro-
viding a sea speed of 13.25 knots.
The steam generating system operates
at 625 pounds pressure and at a steam
temperature of 920 degrees Fahren-
heit.

She will be placed in service in July
on the run between Philadelphia and
Texas Gulf ports.

STATUS OF UNITED STATES MARITIME COMMISSION SHIPBUILDING
PROGRAM — May 1, 1940

These three illustrations show the launch-
ing of the Atlantic Refining Company
tanker Robert C. Tuttle at the yard of
the Sun Shipbuilding and Dry Dock Com-
pany, Chester, Pa. At the upper left, Mrs.
R. C. Tuttle. wife of the vice president
of the oil company, konks the bow of the
ship in the best wifely manner as she be-
stows thereon the name of her good hus-
band. Upper right shows ship just leaving
ways, and lower view is a broadside in the
Delaware River as the tugs are taking
charge.

Type of Vessel

Contracts
Awarded

Keels-
Laid

Launched

DeUvered

Passenger — U. S. Lines

1

1

1

-

Passenger & Cargo — Mississippi
Shipping Company

6

3

2

—

Passenger & Cargo, C-3

15

8

-

-

Cargo, C-3

18

16

10

5

Cargo, C-2

40

20

18

16

Cargo, CIB

34

11

-

-

Cargo, C-IA

4

2

-

-

Cargo, American Export Lines

8

7

4

4

Cargo, Seas Shipping Company

6

1

-

-

Tanker

20

12

11

9

Totals

152

81

46

34

•As of April 1, l')40.

RECAPITULATION OF CONSTRUCTION CONTRACTS
AS TO TYPE AND POWER

Type

No.

Gross Tons

Steam

Diesel

Turbo-
Electric

Diesel
Electric

Cargo

92

676,000

o2

30

-

—

Passenger

22

212,600

18

4

-

-

Tanker

45

439,860

32

11

2

-

Tug

15

2,565

-

15

-

-

Tow boat

14

4,780

1

13

-

-

Ferry

3

5,610

1

1

-

1

Carferry

1

6,000

1

-

-

-

Trawler

1

250

-

1

-

-

Schooner

1

95

-

1

-

-

Oil Barge

39

19,700

-

-

-

-

Cargo Barge

15

8,475

-

-

-

-

Coal Barge

25

9,820

-

-

-

-

Deck Barge

6

1,140

-

-

-

-

Salvage Barge

1

395

-

-

-

-

Derrick Barge

1

345

-

-

-

-

Tol.,!-

281

MS7,6.3,S

IIS

76

2

1

U. S. Shipbuilding

The two tables herewith show at a glance the
character and types of ships building under the
present shipbuilding program in the United
States.

The upper table gives the status of the Mari-
time Commission construction by types of ships.
A casual analysis of this table indicates that the
Commission will have to speed the contracts up
considerably if it is to have 300 ships built in
10 years. We are well into the third year of
the 10, and 81 keels laid so far.

The lower table gives a comprehensive picture
of all the merchant vessels now under construc-
tion or contract in American shipyards, includ-
ing the Commission program and dividing the
vessels as to type and drive. Very interesting
are the totals, showing a healthy proportion of
diesel powered vessels, and a total gross tonnage
under construction larger than in any former
year excepting the years covering the Shipping
Board war-time effort. The 92 cargo vessels are
all under Maritime Commission program. Of
the 45 tankers, 25 are private contracts not
under Martime Commission.

Merchant Marine

by Comm. Robert C. Lee

Vice-President, Moore-McCormack. Lines

Some time after 2 o'clock one morn-
ing not long ago, I was startled awake
by the telephone, and received the
amazing news from Washington that
German troops had begun an invasion
of Norway. This information came,
of course, because of the knowledge
of the State Department that the
Moore-McCormack Lines in their
American Scantic Line service were
operating American ilag ships .to Nor-
way. At the time, we had in New
York one ship about half loaded ; also,
we had a few days out of New York,
and then off Newfoundland, a ship
fully laden and bound for Bergen ; a
third ship bound for Bergen was a
little west of longitude twenty — the
western boundary of the neutrality
zone ; a fourth ship actually in Bergen
discharging; and a fifth ship in Trond-
heim nearly discharged and partly
loaded for the homeward trip. Allow-
ing for the six hours difference in
time, you will see that it was then
approximately half past eight in Nor-
way. The invasion had begun at day-
light only two or three hours before
that. Necessarily, the information at
hand was extremely sketchy. Orders
were given to stop loading and to the
ships at sea to heave to by steam-
ing slowly back towards the Llnited
States. Communication with the two
ships in Norwegian ports proved im-
possible at the moment. As the situa-
tion cleared, and more information
kept coming in, within about forty-
eight hours we were able to give the
final orders to discharge the partly-
loaded ship and to instruct the two
ships at sea to return to the United
States without further delay. Then
followed the uncertain period when
we were endeavoring to communicate
with our ships in Norway — not know-
ing whether we were reaching them
or not. The -State Dejiartment, the
r.ritish Embas.sy and the (lerman Em-
bassy were all very helpful, and I am
sure did everything possible to get

messages through to our ships abroad,
but it is interesting to note from the
masters' report that the first actual
information the ships received came
in a short wave broadcast .sent out by
the National l?roadca,sting Company.
The ships, of course, had their own
radios and equipment capable of send-
ing and receiving messages, but the
militaiy authorities had closed the.se
stations and sealed them. The officers
and men, however, had been allowed
to keep their (jwn small receiving sets,
and with these sets picked up the first
news that they got from us.

A few days later a message finally
reached us from Captain McHale
from Trondheim. It was his judg-
ment that it was safe for him to pro-
ceed and he had permission from the
military authorities to do so. He re-
quested authority to sail and to bring
some refugees and some of our Ameri-
can employees stranded in that port.
Our masters are carefully selected
and trained to be good mariners, but
to consider their first rule, that of
safety. We were confident that we
could leave it to the judgment of our
masters to decide upon the situation
with a great deal more certainty than
could we. It was our firm belief that
our vessels would not move if it did
not appear more than reasonably safe
to move. The State Department was
agreeable to the ship sailing, but con-
sidered the risk too great to permit
any except the crew to come with the
ship. We regretfully had to leave be-
hind all except the members of the
crew. We gave ])ermission to our
.ships to sail when in the master's
judgment he thought it prudent to
sail. As the world knows, our two
ships are now safely home.

The American Scantic Line was
one of the earliest established efforts
of the United States to develop the
American Merchant Marine on essen-
tial trade routes. This little history of
the ending of that effort has been re-

cited as an introductory lesson, from
which future predictions can be made.
The first dislocation of the American
Scantic Line, which Moore and Mc-
Cormack had been operating since
1920 to all Scandinavian and Baltic
ports, came with the enactment of the
Neutrality Law. Our ports had been
Oslo, Gothenburg, Co[)enhagen, Stock-
holm, Gdynia, Helsingfors and Lenin-
grad, and a number of other principal
loading ])orts in the P>altic. The last
two of our ships on that run had to
come from the Baltic through mine
fields with German naval officers as
pilots. In place of all these fine ports
we were suddenly restricted to the
limited facilities of Bergen, Trond-
heim and Narvik. It would almost
seem a com])lete disaster, but with
much ingenuity our organization
abroad solved the difficult problems
confronting them and we were able
to continue a very active service,
pouring American cargo into all of
Scandinavia through these three small
ports. Now the Norwegian invasion
had written finish to that.

The first reaction to the Neutrality
Act was that it was a death blow to
the American Merchant Marine which
Admiral Land and his associates in
the United States Maritime Commis-
sion had just begun to fashion into
a formidable armada. Profoundly
affected was the American Scantic
Line, and apparently completely i)Ut
out of business were the United
States Lines, our major effort in the
North Atlantic, the America France
Line, the American Merchant Line,
the American Diamond Line, the
Dixie U. K. Line, and perhaps others
that do not come to mind. In all, one
hundred and forty ships suddenly
were unable to continue their normal
operation. It certainly looked as
though there was a bad time ahead
for American .shipi)ing.

But a war such as now intlamed the
world is far-reaching in its effect.

JUNE, 1940

MARINE DEPABTMHINT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX FIRE INS. CO.

Commercial Hull DcpL

AUTOMOBILE INS. CO.

]>l A T II E W S & L I V I IN G S T O IV

Marine Underwriters

200 BUSH ST. SAN FRANCISCO

Offices at: Colman Bldg. ■ Seattle 111 Weat 7th St. - Loi AnEelei

The most determined neutral cannot
escape some of the consequences of
the conflagration. In the last half of
the 19th century, and early days of
the 20th, we had allowed the Ameri-
can Merchant ^larine to decay to
such insignificance that in 1914 we
were carrying in American flag ships
something less than nine per cent of
our overseas cargo. The \\'orld A\'ar
almost overnight withdrew the great
fleet of foreign ships that were serv-
ing American commerce. The effects
upon us were disastrous. Perhaps
they did not know it, but every small
farmer even was injured by this sit-
uation as the world clamored for our
supplies, which crowded along the
seaboard and lay there for months
on end unable to find ships in which
to move. The same dislocation of for-
eign tonnage occurred in the present
war — not to the same extent as yet,
but nevertheless of considerable mag-
nitude. But this time we were some-
what nearer ready for the difficulty.
We had created a Merchant IMarine
of our own that was handling more
than thirty-five per cent of our ocean-
borne traffic, and while the days fol-
lowing the enactment of the Neutral-
ity Act seemed black and foreboding
for American ships, in no time at all
they all found themselves absorbed
and extremely busy in new trade
routes more or less abandoned to
them by the foreign flag ships called
home. The American Scantic Line
ships have found profitable trade to
South America. The United States
Lines ships are employed in the Medi-
terranean, and so it goes. Certainly
one of the clearest truths that have
been demonstrated by the present
world conditions is the absolute fu-
tility of a great nation like the L'nited
States attempting to exist in the world
without an adequate merchant marine,
which is a commercial defense in time
of war between other nations, and
which will quickly become a part of
our naval defense should we unhap-
pily become involved in war.

That the United States will enter
into the present war with her armed
forces does not for the moment aj;-

pcar to be even a remote possibility,
and so this is a very good time to
look to see that our powder is dry;
that we take advantage of the mar-
velous natural defense of water bar-
riers, and provide a navy in each
ocean competent to meet the threat
of any force that could be brought
against it; that we have an air force
of world supremacy and that we have
a merchant marine thoroughly able to
provide us with commercial securit\'
in time of peace and naval security in
time of war.

\\'hy all the.se precautions?

In 1914 no sensible American even
thought of discussing the possibilities
of the L'nited States entering the
European War. Today, a few months
after the outbreak of a second world
war in Europe, our two great political
parties are trying to out-shout each
other and the Communists as to who
will keep us out of the war. I do not
believe that this hysterical wail is the
voice of America. There is no danger
of America ever going to war .so long
as the great mass of her people feel
as they do today — that it is not our
fight. But when the mass of her
people do determine that it is our
fight, we will be at war with all our
might. America is still a nation of
free men, and free men are free only
so long as they are willing to fight for
their freedom.

A German customs guard on the
Dutch border the other day, talking
with an American newspaper man,
stated the case for Germany. "We are
fighting for 'labensraum.' " he said.
Such was the philosophy of ancient
and medieval conquest. In the crowded
world of today there is no living room
to be gained by force of arms that will
not be drenched with the blood of its
rightful owners. This ancient philos-
ophy of war was succeeded by an
equally untenable motive — "conquest
for trade." War was for commercial
expansion. These economic causes
for war have come down to the pres-
ent day.

But I see a glimmering of a new
world thought, the beginning of a new
idea and a new era. All of this din

about reciprocal tratle treaties, pro-
tective tariff's, division control, value
control, arbitrary Government con-
trol of export and import, the expan-
sion of each selfish nation's world
markets, may prove but a jousting
with windmills. A new method of
conquest is afoot in the world.

On the 31st of May, when the
Good Neighbor ship Brazil of the
Moore-McCormack Line sails from
this port, she will have on board
Maestro Toscanini and the National
Broadcasting Company's renowned
symphony orchestra. Through the co-
operation of a great American com-
munication company and a great
American steamship company, this
new army of conquerors will go forth
armed only with their musical instru-
ments and their great talents. Six
concerts in Brazil, two in Uruguay
and eight in the Argentine will bring
them conquest, for I am confident of
their victory. The listeners on this
network will, for the first time in the
history of man, hear from a ship at
sea, far down over the horizon — yes,
far down over the equator — a sym-
phony of wonderful music.

(Radio address broadcast from Station WJZ)

Impulse Steam Traps, a 16-page
publication by the Yarnall Waring
Company, illustrating and describ-
ing the Yarway impulse steam trap.
This trap has the following advan-
tages :

No levers, buckets, weights, bel-
lows or floats.

Continuous discharge under heavy
loads.

Intermittent discharge under light
loads.

Discharges air ;is well as con-
densate.

Minimum size and weight.

No supports other than the pipe
line.

Standard for all pressures within
broad range.

No changes of \alve seat.

Low first cost and maintenance.

PACIFIC MARINE REVIEW

U. S. Liner America

(Continued from Page 39)

imiin of 160 degrees F. Tlie ventila-
tion outlet to each stateroom permits
a mixture of the hot and the cool air
so that both the volume and the tem-
perature are under the control of the
passenger through a simple finger-
operated knob. In public spaces, other
than those which are air-conditioned,
the heating is done by warming the
ventilation air to a maximum of 85
degrees F. and supplemented by steam
radiators.

Refrigeration

The refrigeration macliinery rooms
are located in the hold aft of the after
boiler room. The machinery consists
of three (Carrier Corporation) Freon
compressors direct-driven by 75-horse-
power motors, four Freon condensers,
five brine coolers and four Freon
liquid receivers.

The compressors are of the vertical
single-acting, 8-cylinder V-type, and
have 27 tons capacity on refrigerating
duty and 78 tons capacity on air-
conditioning duty. One compressor,
two condensers and one brine cooler
take care of the air conditioning, and
two compressors, two conden.sers and
four brine coolers take care of the re-
frigeration. The arrangement permits
any compressor and condenser to be
used for any duty. The plant is
served by : two condenser circulating
pumps ; three brine pumps, which sup-
ply brine to the cargo cold diffuser
coils and the ship's stores spaces ; four
brine spray pumps, which draw from
the diflfuser sump discharge to the
diiifu.ser sprays; two brine pumps,
which supply brine to the air-condi-
tioning units ; two brine pumps, which
su])[ily brine to ship's service boxes ;
and one cargo brine recirculating
pump, which recirculates brine
through the cold diffusers for tem-
perature regulation when maintaining
temperatures higher than 10 degrees V.
This plant refrigerates about 40,000
gross cubic feet of cargo carried in
four compartments at 10 degrees F.,
40,000 cubic feet of sliip's stores in
19 spaces at various temperatures
from 8 degrees to 50 degrees F.,
1,700 cubic feet in 17 ship's service
boxes, makes 2,000 pounds of ice in

24 hours, supplies the scuttle butt and
the air-conditioning units.

There are four cold diflfuser units
of the brine spray type, one in each
cargo space. Each unit has a capacity
of 8,300 cubic feet per minute and
discharges the air to the space through
overhead ducts.

Generating Plant

The main generating plant consists
of four geared (General Electric)
turbo-generators each rated (M) kilo-
watts, 120/240 volts, 3-wire, direct
current with an overload rating of
125 per cent for two hours and 150
per cent for five minutes. The con-
nected load is as follows: motors,
3,465 kilowatts; galley, 839 kilowatts;
lighting, 765 kilowatts ; heating and
miscellaneous. 268 kilowatts ; total,
5,337 kilowatts.

The emergency generating plant
consists of a 156-kilowatt, 120/240-
volt, 3-wire, direct-current compound-
wound (Westinghouse) generator
coupled directly to a (General
Motors) diesel engine. It is located
in the dummy stack above the highest
deck. Fuel is supplied by gravity
from tanks located in the dummy
stack on the level above the engine,

IZ 13 14 15 le 17 18 19 20 l\ II 11 24 25 26
Scale for Speed in Knots

Speed and power curves as figured from
model tests.

and the generating set is independent
of any other auxiliary on the vessel.
Storage Batteries
For automatic and instantaneous
supply to the "preferred" emergency
circuits for light and power, there is
provided a 240-volt storage battery
with a capacity of 200 amperes con-

Artist's conception, U. S. liner America

JUNE, 1940

tinuously for two hours. For the
stateroom call bells and other low-
voltage interior communication sys-
tems there are provided duplicate
24-volt storage batteries. It is esti-
mated that the capacity of each bat-
ter}- is sufficient to operate the sys-
tem at normal demand for one week.
Two batteries similar in type, rating
and arrangement to those for the in-
terior communication systems are pro-
vided for the fire alarm sy.stem. All
batteries are located in the storage
battery room adjacent to the emer-
gency generator room, and are auto-
matically kept in a fully charged
condition.

Motor Generators

Two direct, alternating current mo-
tor generators each with an output
of 10 kilowatts (15 kilovolt-amperes),
120 volts, 60 cycles, single ])hase, are
provided for power supply to "Selsyn"
type telegraphs, motion picture equip-
ment and other appliances requiring
alternating current.

Distribution System

The main switchboard is of the
conventional "live-front" type with
fused lever switches up to a rating
of 200 amperes and carbon cir-
cuit breakers for feeders beyond the
capacity of 200-ampere fuses, all
mounted on marine finished asbestos
lumber panels. On each generator
panel is mounted a 3,000-ampere cir-
cuit breaker, a generator switch and
a full complement of pilot lights, in-
strument switches and instruments.

The emergency switchlxjard is of
the same type as the main switch-
board and is located in the emergency
generator room. For convenience, the
interior communication and batterv-
charging switchboar<ls are combined
with the emergency switchboard as
one structure, which contains also the
automatic bus transfer contactor for
battery supply to the preferred emer-
gency circuits.

Lighting System

The most unusual feature of the
lighting system for this vessel is the
extensive application of totally indi-
rect lighting and the consequent high
total wattage of lamps. Cabin and
touri.st-class public space lighting is
practically all of the indirect type,
using concealed coves and long
troughs extending in some cases the
full length of the room. The fixtures
in the principal cabin and tourist-class
public .spaces have alternate lamps

arranged on separate circuits to per-
mit subdued and even lighting by the
cutting out of one-half of the lamps.
In the cabin ball room, cabin lounge,
tourist lounge and third-class lounge,
this system is supplemented bv a
dimmer arrangement, permitting any
degree of illumination from full
bright to blackout. In the cabin
lounge and ball room the dimmers are
motor-operated and remotelv con-
trolled by master switches. For the
cabin lounge stage, foot and border
lights in color with dimmers are pro-
vided.

All staterooms and passages are
supplied by two independent circuits
so that none of these spaces can be
put in darkness by the failure of one
circuit. This is in addition to the
emergency exit lighting required
by law.

Lighting in passenger staterooms,
third-class public spaces, officers' and
crew's quarters, machinery spaces and
cargo spaces is of the conventional
type, except for the universal use of
anodized aluminum or solid bronze
lighting fixtures in lieu of the usual
plated finishes. In addition to the
usual complement of running, signal
and anchor lights, there are other
lights fitted to meet British and Ger-
man harbor regulations and Canal
rules. Floodlights are arranged for
illumination of the water along the
.ship's sides when handling lifeboats,
and for illumination of the two stacks.
The total number of lighting fixtures
is 7,278; the total number of lamps
is 14,500 of an aggregate of 765,(:XX)
watts.

AH power equipment, except for
certain portable or semi-portable
equijjment with motors of fractional
honsepower rating, operates on 230-
volt direct current, and is generally
of conventional type. Seven hundred
and fifty-one 12-inch, three-speed,
oscillating marine-type bracket fans
are provided. Fxclusive of bracket
fans, there is a total of 550 motors on
the vessel of ratings ranging from
>8 horsepower to 150 horse])Ower, the
total combined rating of which is
4,03S hor.sejKjwer.

Communication Systems

Provisions for interior and exterior
communication include unusually com-
plete facilities for the transmission of
orders for ship control and naviga-
tion, for detection of fire, for alarm
in case of emergency and for subse-

quent direction and control of pas-
sengers and crew, for comfort and
convenience of passengers and for
radio Cf)mmunication. The most mod-
ern navigating equipment is provided,
including (Sperry) gyro-pilot, Fath-
ometer, pitometer log and radio direc-
tion finder.

For ship control and navigation,
there are provided electrical self-
.synchronous telegraphs supplemented
by mechanical telegraphs, and "sound
powered" telephones supplemented by
voice tubes. In addition to its emer-
gency use for indicating dangerously
shallow water, the Fathometer is used
to determine the ship's position by
checking the contour of the ocean's
• bottom indicated by successive depth
readings against that shown on the
chart. The pitometer log indicates
the ship's speed in knots and in-
tegrates the distance traveled; with
the course recorder chart this instru-
ment provides an accurate basis for
dead reckoning when the weather
does not permit observations.

The fire alarm equipment is of the
latest supervised type and is similar
in design to the equipment developed
for naval vessels. On account of the
fireproof hull construction, thermo-
stats are not fitted in the staterooms,
but are fitted in the public spaces,
lockers and storerooms. The (Remler)
general announcing system provides
loud sjjeakers for direct communica-
tion from the ship's officers to the
fire-fighting crew quarters and to the
boat handling and embarkation sta-
tions. This should be of great assist-
ance in preventing panic in case of
collision, fire or other casualtv. An
independent system is provided for
radio broadcasting and making an-
nouncements of general interest to the
passengers.

The passengers' call bell system con-
sists of "steward" and "stewardess"
call buttons in each stateroom regis-
tering on local annunciators in the
passageways; each of these annunci-
ators has an extension call on group \
annunciators in pantries; each of these
grou]) annunciators has a further ex-
tension call on a single central super-
visory annunciator that may also be
used as the service annunciator dur-
ing ])eriods of minimum activity.

The radio equipment is designed
for both low- and high-frequency
transmission, and is arranged for two-
way ship-to-shore conversations.

(To be continued)

PACIFIC MARINE REVIEW

Pacijflc Mo^Muueit f^loiel

(Continued

banks, Morse cliesels, and are for Sal
\'entimiglia and Leonard Ventimig-
lia; and two of them carrj' 350-H.P.
Enterprise diesels, and are for John
Spidera and Sal Marianna, respec-
tively.

• Tacoma Boat Building Yard

At the plant of the Tacoma Boat
Building Co. wc find two 83-foot
seiners with 220-H.P. Atlas diesels
on subcontract ; an 83-foot seiner
with 260-H.P. Enterprise diesel for
Olaf Haney ; 2 halibut boats for
.Svare Janerd and Mr. Edwards, with
165-H.P. Gray diesel and 70-H.P.
Atlas diesels respectively ; and a 50-
ft. troller for Steward Davis of
Chinook, Wash., on the Columbia
River, with 150-H.P. Buda diesel.

A record season, with $700,000
worth of ships for Tacoma's busy
wood shipyards specializing in
strong hulls with diesel power.

• Joe Williamson of Seattle's
Marine Salon

Due to the rush with which the
big story on the E.xplorer was han-
dled in our April issue, we forgot to
mention that the entire job of pho-
tography on this ship, from keel
laying to the send-off on her shake-
down cruise, including all photos of
her equipment which appeared in
Pacific Marine Reviciv, was the
product of Joe Williamson, proprie-
tor of the Marine Salon of Seattle.

Joe — not Joseph — is an indefat-
igable marine photo specialist, hav-
ing negatives of over 9,000 ships
and marine men and equipment. His
side line is passport and marine sea-
scape work. Puget Sound tugboat
operators expectantly await Joe at
least twice a month, to turn up just
as a tug is quitting port for a two-
day voyage around Puget Sound,
where he stands for hours shooting
scenery and odd angles of passing
ships — on the forward deck, like an
old figurehead from a sailing ship.

I^ikc the fire-chaser, Joe is always
first when a boat has a collision. He
hires airplanes and si)ecdboats, and
delays ferryboat sailings, and can
paddle a canoe at 10 knots if there
is a marine smash-up to photograph.
It is getting so that Joe Williamson
has to spend an increasingly large

from Page 41)

amount of time in Federal Court as
witness for insurance companies,
and to help settle squabbles that
arise between shipyard and owner
during construction or remodeling.
• Huge Caisson Gate Launched

To wall off the outer end of one
of the largest graving docks in the
world, the naval dock at Bremerton
Navy Yard, one of the largest cais-
son gates e\er built, has been
launched at the plant of the Wins-
low Marine Railway and Drydock,
on Bainbridge Island.

The new caisson gate is a dia-
mond-shaped submarine, literally,
and draws 28 feet of water light, de-
spite its huge tonnage of scrap steel
and concrete ballast.

The gate will be finished and
painted at the plant before towing
to Bremerton, probably about
June 1.

• Columbia Channel Contract

The General Construction Co. of
Seattle, on a bid of $284,000, was
awarded a contract April 21 by the
LT. S. Engineers to dredge a 27-ft.
channel from Camas, Washington,
up-river to Bonneville, Ore., permit-
ting deeper-draft ships to operate to
The Dalles ])ort, Oregon.

• New Steamship Co.

Headed by D. S. Tobias, Horace
Hall and J. C. Irvine, the World
Steamship Co. was organized April
25 at Seattle with a capital of $50,-
200. The new company plans to buy,
sell and charter ships for the Pacific
Coast trade.

St/ie4ix^iU a^ ^ufui CUp/pje/iA,

(Continued from Page 47)

fastenings. A well-designed wooden
vessel needs considerable more
wood than the strength calculations
require, to provide fastening to keep
the wood members from sliding
upon each other. However, the in-
sulation of the vessel against heat
loss also requires more wood than
otherwise necessary, and if the in-
sulation feature is taken care of
there is ample wood for strength
purposes.

The Shearing Force Curves of a
wooden vessel always show where
trouble may be expected, and on
Sheet 3 the Shearing Force Curves
for the two conditions are super-
imposed and placed in relation to
the approximate lines of the vessel.

It will be noticed that the after
peaks of the Shearing Force Curves
come almost exactly at the place
where the ])ro])eller shafts ha\e
broken. Many of the vessels have
been fitted with Monel Metal pro-
])eller shafts, which so far have
given no trouble. The work of D. J.
McAdam, Jr., the eminent author-
ity on the subject, indicates that
Monel Metal will stand considerably
more abuse than steel, especially as
a pro])eller shaft running in a bent
condition, as indicated by the
curves, but even he states that, "the
corrosion fatigue limits mentioned

in my 1927 A.S.T.M. jiajjcr should
not be considered as limits below
which the metals would not fail."

When the machinery is installed
in the tuna clippers, the vessels are
bent more and more as the weights
go aboard, and when loaded the ves-
sel tends to straighten out, due to
lesser shearing force in the loaded
condition. This accounts for the
propeller shaft breaking when the
vessels are new. When a propeller
shaft is renewed the machinery
must be lined up again to get the
couplings to register with each
other, and after a vessel is seasoned
for a voyage or two the propeller
shaft should be uncoui)led and in-
s])ccted for alignment. The differ-
ence of the shearing forces at the
after maximum jioints of stress is
33,288 pounds.

The losses that have occurred by
damage at the forward maximum
points of stress of the curves have
been exactly what might be ex-
pected. The dift'erence between the
shearing forces, loaded and dis-
charged, at this ]>c)int is 80,157
pounds, and the hull <if the boat is
buckling locally. The movement
travels al(>ng a ])i])e to a threaded
coupling, and after a while it lets
go and floods the ship. The constant
reversal of the shearing forces every

JUNE, 1940

52c

lime the vessel is loaded and dis-
charged tends to work the fasten-
ings loose in the structure of the
ship.

Each one of the boats now in
service is a different problem to
compensate for the strains shown
by the curves, but for new boats
there are some suggestions that
would help to correct the condi-
tions :

(1) If the frames were made of
two flitches 8" thick with an 8" space
between, making them 24" centers,
they would have less tendency to
twist as the boat strained, due to
having a surface of 8" to fasten
against.

(2) The ceiling of the boat has to
be at least 5" thick, and should be
6", to take care of insulation against
heat losses. If it was made 5" thick
and edge fastened through 2 '4
planks with 5^" drift bolts 24" cen-
ters, it would keep the planks from
sliding upon each other. The other
way to do it is to fit two thicknesses
of 3" ceiling, the first bolted to the
frames with >i" drift bolts, and the
second through-bolted to the frames

with 5,s" clinched bolts. Between the
3" thicknesses there should be one
coat of standard emulsified asphalt
and one coat of troweled emulsified
asphalt, asbestos and 8-20 Navy
Specification cork dust. As the tem-
perature in the wells varies from 86
degrees to zero, the bolts will work
loose if there is not a cushion pro-
vided to take up the dift'erence in
length of them from the varyins;
temperatures.

(3) The rubber companies are
now making rubber expansion joints
to standard flanged pipe sizes. If
these are fitted in the pipe lines near
the sea valves, some of the move-
ment will be compensated for, and
the strain eased on the piping. Also,
the short length of rubber pipe
serves as a deterrent to the electro-
lytic action of the salt water where
different metals are in close prox-
imity. To use the expansion joints
eftectively, a piece of pipe about 4
to 8 feet long should be placed in
each pipe line with an expansion
joint on each end. This leaves the
piping system free to change align-
ment and direction.

Gear Cases for C-1 Motorships
Building at South San Francisco

For the five Maritime Commission
C-1 ships now building at the West-
ern Pipe & Steel Company, San Fran-
cisco, Farrel-Birmingham Company,
Inc., Ansonia, Conn., and Bufi^aJo, N.
Y., are furnishing five two-pinion re-
duction units in which the housings,
covers and bearing caps are made of
Farrel Meehanite.

Farrel Meehanite castings were
selected to be used in these gear drives
for several reasons. First, it has been
found that Meehanite has superior
sound and vibration-flampening ef-
fect. Tests show that Meehanite has
a dampening effect seven times that
of steel. Consequently the use of this
materia! contributes to the smooth,
quiet operation oi the projtulsion units.

Second, maximum stiffness and rig-
idity are assured by the use of Farrel
Meehanite housings because the en-
gineering design can be worked out to
take advantage of the inherent charac-
teristics of the metal and the method
of its manufacture. .Stiffness and
rigidity are of great imjmrtance in
keejjing the ])inions and gears in a Iwo-

pinion unit in strict alignment, which
results in longer life for the revolving
elements and less trouble with bear-
ings and accessories.

After the Meehanite casting is fin-
ished and cleaned of sand, it is placed
in a stress-relieving oven and all cast-
ing stresses and strains are relieved.

Cement molds for Farrel Meehanite gear cases
are made by the Randupson process.

_ This assures that the casting will not
change its shape after being machined
nor after it is installed in the vessel.

Farrel Meehanite, briefly, is a proc-
ess-inoculated iron containing a high
percentage of heavy melting steel
scrap and made in various processes
to meet specific requirements. The
housings of the propulsion gears for
the five ships are cast from 35M Mee-
hanite, and have a minimum tensile
strength of 40,000 lbs. per square inch
in the ladle test bars taken at the time
of casting. Some of the smaller cast-
ings are also made of 35M Meehanite,
and the bearing caps are made of 50M
Meehanite and have 50,000 lbs. or
more tensile strength.

Meehanite is used extensively in all
Farrel - Birmingham machinery be-
cause of its superior physical proper-
ties, ease of control of the melting
process to secure predetermined char-
acteristics, its close grain, uniform
density, freedom from hard spots and
spongy areas, easy machinability and
other advantages.

knm^ -

Gear case for the main diesel drive of C-1 ships building at Western Pipe 8C Steel Company.

PACIFIC MARIN K REVIEW

PACIFIC
MARINE

lieMeuAi

^id4t Ban ^la*toid.ca

When the Westinghouse Electric
& Manufacturing Company decided
"to put its executive offices on
wheels" for a study of industrial and
commercial problems and develop-
ments of the West Coast, it chose a
group of its topmost officers and ex-
ecutives to take the trip.

Among the group were :

A. W. Robertson, chairman of the
Board

Ralph Kelly, Vice President in
Charge of Sales

Marvin W. Smith, Vice President
in Charge of Engineering

L. W. Lyons, Treasurer

Andrew H. Phelps, General Man-
ager of Purchases and Traffic.

Purpose of the trip — to obtain a
first-hand impression of 1940 busi-
ness conditions in the West.

The announcement of the 15th An-
nual Reunion of the Veteran Steam-
boatmen's Association of the West, to
be held at Champoeg Park on Sunday,
June 30, presents some very interest-
ing data on the steamer Eliza Ander-
son. This old ship, whose keel was laid
in Portland in 1857, was the largest
low-pressure vessel built in Oregon.
She took 18 months to build, after
which she began a career of money-
making never equaled in the annals of
shipping.

The fare from Olympia to Victoria
was $20, and $15 from Seattle. Freight
on cattle was $15 per head, sheep
$2.50, other freight $5 and $10 per

MARVIN W. SMITH ANDREW H. PHELPS CHAS. A. DOSTAL

Vice President in Charge General Manager of Pacific Coast District

of Engineering Purchases and Traffic Manager

RALPH KELLY A. W. ROBERTSON

Vice President in Charge of Sales Chairman of the Board

ton. What with brisk traveling, the
old steamer piled up a monthly profit
of many thousands of dollars.

First serious opposition came from
the steamer Enterpri.se, but only lasted
for six months. Then the Anderson
was alone again, maintaining the rates
she had set. Several other comi)etitors
followed the Enterprise, but one by
one disappeared. In 1870 the Ander-
son was relieved by a new ship, but
emerged from obscurity in 1882 by
sinking at the Seattle wharf. She was
overhauled and put into service on
several runs, lasting through the Klon-
dike gold rush of 1897 and 1898, when

men went to sea in anything that
would float. On her first expedition to
Dutch Harbor, which turned out to be
a very hazardous voyage, the Ander-
son reached that port in a badly bat-
tered condition, and was unable to
(iroceed further. She remained at her
dock there until carried away from
her moorings and stranded on the
beach, which finished the career of
this spectacular ship.

It has been said that more men were
connected with the ship than with any
of the other early steamboats, to
which the announcement's listing bears
testimonv.

JUNE, 1940

TURF-TOSSERS VIE!

Those of us who pointed the old
compass toward Millbrae Golf and
Countn- Club on Thursday, May 16,
can look back on a grand day ! The
attraction was the Annual Golf Tour-
nament of The Mariners Club which
Russ Pratt and his committee served
up with all the trimmings . . . includ-
ing prizes galore, locker-room post-
mortems and a swell banquet topping
it all off!

Speaking of prizes — there w-ere
honors for practically every golfer!
Eddie Martin copped the low net with
an amazing 66.

There was plenty of good fellow-
ship around the festive board with im-
promptu entertainment aiding and
abetting Russ' hired music.

Here are the lucky ones :

1. Ed Martin 92-26-66

2. Charles Dilke 78- 9-69

3. Les Moody 82-13-69

4. Frank Lewi.s 91-22-69

5. Gene Essner 91-22-69

6. By Haviside 78- 9-69

7. Russ Pratt 83-13-70

8. Millard Hickman 98-27-71

9. Trev. Smith 81-10-71

10. \'ernon Showell 93-21-72

11. Don Staples 91-19-72

12. George Lacey 94-20-74

13. Louis Siverson 94-20-74

14. Paul Faulkner 99-21-78

15. A. J. Campbell 109-27-82

Guest Winners

1. Harrv M. Pfor>ich 80-14-66

2. Bill Hammond 88-17-71

Prize donors were as follows :
-American Chain Co.
Bethlehem .Shipbuilding Corp.
General Electric Comjiany
General Engineering & Dry Dock Co.
General Machinery & Supply Co.
Gilmore Steel & Supply Co.

MARINERS AHOY!
Luncheon Program Scheduled

The ne.xt luncheon meeting will
be held on Tuesday, June 11, at
the Red Room of the Fairmont
Hotel. An exceptional program
has been arranged with Comman-
der W. G. Bloom, Superintendent
of the Marine Training School at
Government Island in Alameda,
presenting The Accomplishments
and Objectives of the Marine
Training School.

Chairman of the Day is Wins-
low D. Conn. All members are
urged to attend I

Come aboard!

Haviside Co.

C. J. Hendry Co.

Moore Dry Dock Co.

Niderost & Taber

John A. Roebling's Sons Co. of Calif.

Rutledge Glissman Co.

United Engineering Co.

Congratulations to Russ Pratt for
a highly successful event I

New Member

Most recent shipmate to sign on
is E. A. Daniels, of 844 Folsom
.Street, ."^an Francisco.

In Memoriam
The passing of Leo Baldwin is
mourned by his many friends in The
Mariners Club. Over the years Leo
gave generously of his golden voice
for our enjoyment. He was always a
](jyal worker for the Club's welfare
and all of us are going to miss his
friendly smile and handclasp.

Memorial Day Observance

At 10 a. m. on Wednesday, May
29, The Mariners Club joined with
.San Francisco's Marine Exchange in
a ceremony commemorating the men
in the local marine held who have
passed away during the last year.

Chairman in behalf of our club was
Edward Macfarlan.

W. EDGAR MARTIN
Low Net Golfer in Tourney

04t QaaAi

Stationed in the Bay district during
the course of the construction of the
Navy Yard "floating crane" barge at
the plant of Pacific Dry Dock & Re-
pair Co. in Oakland is George F.
Wolfe, chief estimator, works divi-
sion of Dravo Corporation, Pitts-
burgh, Pa.

Mr. Wolfe is on the Coast to rep-
resent the Dravo organization in the
assembling of this pre-fabricated con-
struction job . . . and to consult with
Coast operators interested in similar
barge orders. The Dravo people are
developing a fine record in the design
of such hulls, many of which are be-
ing built for specific requirements in
accordance with the service for which
they are intended.

Mr. Wolfe, an authority on welding
processes, is chairman of the Dravo
Welding Committee. He is also Chair-
man of the Pittsburgh section of the
American Welding Society. Program
chairmen of California sections of the
A. W. S.— take note I

PACIFIC MARINE REVIEW

Winded BicUe^.

Scut ^na^icUca

Tirey L. Ford
President

Frazer A. Bailey
First Vice-President

Charles L. Wheeler
Second Vice-President

Eugene Hoffman

Secretary-Treasurer

BOARD OF GOVERNORS

Frazer A. Bailey
Capt. Henry Blackstone
John E. Gushing
Kenneth K. Dawson
Fred L. Doelker
Tirey L. Ford
Hugh Gallagher
A. S. Gunn
Edward H. Harms
George Jordan
Roger D. Lapham
Ira S. Lillick
Joseph A. Moore
Charles L. Wheeler

Memorable events during the month
of May set high standards of Propel-
ler activities as the Port of San Fran-
cisco scheduled three impressive pro-
grams.

The sponsoring of the graduation
exercises of the California Maritime
Academy held in the Gold Ballroom,
Fairmont Hotel, on the evening of
May third was the first notable en-
deavor of the month. In attendance

were members of the P)oard of Direc-
tors of the Pro])eller Club, Port of
San PVancisco ... of the California
Maritime Academy . . . officers of the
Schoolship California State, and dis-
tinguished guests who contributed to
the program of the evening.

A very impressive feature of the
[)rogram was the award of the Degree
of Doctor of Laws to Roger D.
Lapham, Chairman of the Board of
American-Hawaiian Steamship Com-
pany . . . which honor was officially
iDestowed by Robert H. Fouke,
Chairman of the Board of Governors
of the California Maritime Academy.

Edward H. Harms of McCormick
Steamship Company officiated as
Master of Ceremonies. Introductory
remarks were offered by Robert H.
Fouke, with additional addresses by
E. C. Mausshardt, District Manager,
Pacific Coast District, U. S. Mari-
time Commission, and Mr. Lapham.

Capt. William Fisher, Supervising
Inspector, I'ureau of Marine Inspec-
tion and Navigation, made the pres-
entation of degrees to the graduating
cadets and the presentation of awards
was conducted by P. H. Harding,
editor of The Log.

Members of the graduating class
were as follows :

GRADUATING CLASS 1940

Deck Co(/t'/.s— Russel H. Abbott,
John Clague, Lawrence E. Davis,
Frank V. Foot, Walter M. Fox,
Flll)hege A. Gendreau Jr., Russell
Meeker, Raymond W. Racouiliat, J.
D. .Schulman, R. H. Sonneman, Fred-
erick V. Thompson, Vernon N. Ur-
ban!, Frederick J. Welch, Richard B.
W'ilkie, Jack F. Wilson.

Engineering Cadets — William F.

Chapman, Alfred I"^. (iallant, Jr.,
Frederick C. (jilchrist, R. H. Greer,
Donald M. Haas, Charles H. J. Miller,
William J. Peck, Robert C. Puckett,
Joseph F. Shreve, Jr., Stanley Smul-
len, Rawson R. Snyder, William E.
Trantum.

AlcUi04uU

The second eventful program of
the Club's calendar for May was the
observance of National Maritime Day
in which activity the Port of San
Francisco joined with the Foreign
Trade Association of San Francisco,
The San Francisco Commercial Club
and the .San F'rancisco Junior Cham-
ber of Commerce.

Committee for National Maritime
Day was comprised by the follow-
ing: Ernest Draper Howard, Chair-
man; Philip Coxon, E. J. Macfarlan,
Eugene Hoffman, and Edward H.
Harms.

Highlight of the occasion was the
appearance of Admiral Land before
over one thousand of San Francisco's
business men . , . notables in maritime
and commercial circles ... at the
luncheon held in the main dining room
of the Commercial Club. This great
audience greeted the inspiring address
of our distinguished guest with a ris-
ing ovation.

(Jtlicial reception of Admiral Land
by the Propeller Port of San Fran-
cisco was the third event of the month
in the club's calendar. The Fairmont
Hotel was the setting of a delightful
dinner-dance, well attended by Pro-
peller members and their ladies . . .
with "everyone aboard" having a
grand time to the degree that this in-
itial "annual" has established a high

JUNE, 1940

standard for all succeeding yearly
formals.

Our guest of honor was introduced
hy President Tirey L. Ford, who gave
the only "speech" of the evening (in
fourteen seconds flat!) Admiral Land
found the program and its accom-
panying features an enjoyable climax
to a very busy day during which he
had \er\- few quiet moments. A press-
conference at 9:00 A. M. — at which
the Admiral appeared with a punctu-
ality indicative of his Navy training
. . . was immediately followed by an
inspection tour of all the shipyards on
San Francisco Bay engaged in the U.
S. M. C. construction. The luncheon-
reception at the Commercial Club was
followed by a trip on the "Slocum"
to The Moore Dry Dock Company's
yard in Oakland . . . thence to Treas-
ure Island where our distinguished
visitor was oflicially received by Mar-
shall Dill, president of the Golden
date International Exposition.

The Port of San Francisco was
honored by the presence of Ralph
Chandler, president of the Propeller
Port of Los Angeles, who airplaned
to the Bay district after his club's
noon-day observance of Xational
Maritime Day.

Committee in charge of this highly
successful program was headed by
Bernard DeRochie with Eugene Hoff-
man, secretary, Edward Harms, W.
Edgar Martin, Byron Picard and Cap-
tain Lewis Mesherry as stalwart
aides.

Secretary Hoffman arranged a col-
orful program of entertainment with
the artists appearing between dance
numbers.

Those who attended will long re-
member this first annual get-together !

Micromax and Speedomax Kayo-
tube Pyrometers, a forty-page catalog
(X-33B) issued by Leeds and North-
rop Company to show some of the
specialized temperature measuring
problems to which Rayotube detectors
are now being applied.

It pictures Rayotubes in a variety
of applications detecting temperatures
of work in motion : rod-stock during
hot-rolling; work passing through
continuous heat-treat furnaces; rails
on the rolls. It shows Rayotubes sight-
ing directly on many important sur-
faces : on the under side of open-
hearth roofs; on the lining of rotary

kilns ; on the retort of spiral-retort
furnaces. It shows Rayotubes mounted
at forge-furnaces ; at continuous cera-
mic kilns ; at beehive kilns ; at soaking
pits; at open-hearth checker-cham-
bers; and at many other industrial
heating units.

Diagrams show the various methods
of applying these detectors, and actual-
size color reproductions of chart-rec-
ords illustrate the features of Micro-
max and Speedomax instruments
which Rayotubes now make available
to many new applications.

The Crane Company, Chicago, has
recently effected great improvements
on their gasket marker.

This tool is now about 4 inches
longer than previously, and is made of
rust-proof spring brass, designed as a
handy tool for marking and outlining
gasket sizes on sheet packing. This
new marker eliminates the use of a
compass or a pair of dividers and the
necessity of referring to gasket tables
or the taking of more than one meas-
urement. All necessary information
for marking gaskets sizes is etched in
raised characters on the device.

It offers a handy, quick and con-
venient method for marking gaskets
for e.xtra heavy, medium, standard
and low pressure flanges, both ring
and full-face types up to and includ-
ing the 10" I. D. size. Other advan-
tages claimed are that it saves time
and waste of gasket materials. The
device is easy to use, and gasket di-
mensions can be marked quicker by
its use than by any other method.

For example : it is necessary to cut
a gasket for a 6" pipe, extra heavy
flange, ring style. The center of the
gasket is located by thrusting a thumb
tack or pin through the center hole at
bottom of marker. This pins the de-
vice to the sheet packing. Then a pen-
cil point is placed through the 6" hole
(on center line of marker, represent-
ing I. I), of jjipe), and a circle is
scribed.

The O. 1). line of the gasket is
found by [^lacing the jiencil jjoint in
the 6" hole, left hand column, repre-
senting ring O. D. for an e.xtra heavy
flange, ring style, and scribing a circle.

The gasket is now marked and
ready f(jr cutting with knife or shears.

A new line of municipal fire hose
announced by the B. F. Goodrich
Company and incorporating import-
ant improvements should be of inter-
est to maritime users of fire hose.

Greatest single result of the im-
provements is to provide greatly in-
creased flexibility under all weather
conditions without sacrifice of the
strength and wearing quality built
into the hose.

This has been accomplished through
a research program which led to the
•development of stronger and more
compact yarns and water-repellent
jacket treatments which do not harden
in zero temperatures.

Advantages of increased flexibility
are : The hose is much easier to
handle when coupling at the hydrant ;
can be handled quicker and easier on
the ladder; is racked in the trucks
with less effort and time ; and folds
closer in racking, permitting more
hose to be carried.

"Flame Cleaning and Dehydrating
Iron and Steel," an 8-page illustrated
booklet, has just been issued by Air
Reduction, New York.

The first part of the booklet is de-
voted to a reprint of a recent maga-
zine article, "Maintenance Painting on
the Golden Gate Bridge," written by
R. G. Cone, engineer. Golden Gate
Bridge and Highway District. The
article discusses the various problems
encountered in the task of keeping
the huge bridge in proper condition,
and what means were utilized to over-
come these problems. Mr. Cone ex-
])lains how Airco equipment was em-
ployed in flame-cleaning and dehy-
drating operations.

Rounding out the booklet is the
text of a paper delivered by F. H.
Frankland, chief engineer, American
Institute of Steel Construction, at the
annual meeting of the American Toll
Bridge Association. In his message,
entitled "The Cleaning and Painting
of Bridge Steel," Mr. Frankland dis-
cusses the economy of efficient main-
tenance of steel structures, and the
important part played by flame clean-
ing in this program.

Copies of this booklet, ADG-1073,
may be obtained on request.

I'ACIFIC MARINE REVIEW

Po^ 0^ ^axu^^pta

The March thnner and meeting of
the Propeller Club, Port of Tacoma,
was held on Wednesday evening.
May 22, at the Tacoma Club. This
meeting was changed from our regu-
lar Tuesday meeting date in order
that we might hold it on National
^laritime Day, May 22.

Immediately following a very fine
dinner, guests in attendance were
introduced to the Club, after which
Pres. Moore reported the signing of
a new member for our Club in the
person of J. M. Martinac of the
Martinac Shipbuilding Corp.

Ne.xt in order was the drawing of
the names of lucky winners in the
ticket raffle which was held for the
benefit of the Sea Scout Schooner
Albatross. The lucky winners were
John Olson of the Olson Tugboat
Com])any and Marsh Davis of the
Pacific Forest Industries.

The main feature of the evening
was the address by Captain Isak
Lystad, Master of the S.S. North
Star, who carried out an important
assignment in the recent expedition
to "Little America" in connection
with the U. S. Antarctic Service.

Comments from various members
who were present at this meeting
indicate that Captain Lystad's talk
was the most interesting ever heard
at our club meetings. He told very
graphically about his trip from Se-
attle to Boston where he supervised
the loading of the North Star and
of the trip from there to the South
Pole via New Zealand, and of the
unloading of the supplies at the two
bases at "Little America." He also
described his trip back to Seattle.

After the Captain's address, many
questions were asked him by the
listeners, after which the meeting
was adjourned.

CHAS C. CRAMP,

Secretary.

V/ILLIAM H. SCHULTZO

pointment of W. H. Schultze as

sales manager of the Marine Di-
vision.

Mr. Schultze has been associated
with the American Engineering
Company for the past twenty years
where he has held positions in the
employment, purchasing and sales
departments.

Before his association with the
American Engineering Company,
Mr. Schultze was connected with
several manufacturing companies
among which were J. L. Mott Com-
pany, John A. Roebling Sons Com-
pany, and the Merchants Shipbuild-
ing Corp. He served in the U. S.
Navy during the World War.

The American Engineering Com-
pany of Philadelphia, manufacturers
of Marine Deck Auxiliaries, Hele-
Shaw Pumps, Lo-Hed Hoists and
Taylor Stokers, announces the ap-

The International Paint Company
are announcing the appointment of
Capt. Gus Lambert as their general
factory representative for the Sales
Department.

His knowledge and long experi-
ence will be utilized to formulate
products to meet the exacting re-
quirements of yachtsmen. Interlux
Enamels, Super Spar Varnish, No-
skid Deck Paint and other yacht
])roducts will be under Capt. Lam-
bert's active supervision.

Amenlocui Malt J2.ine.
ApfixUtUi A. /?. JliniHeA,

I'Vom .Seattle comes word that
Lawrence C. Calvert, president of
American Mail Lines, Ltd., an-
nounced the appointment of A. R
Lintner as general manager of the
ret)rganized company. Mr. Lintner,
widely-known shipping executive of
the Pacific Coast, brings to his new
post an experience embracing the
Northwest and the Orient, and is
very conversant with problems of
transpacific trade and ship])ing.

Previously headquartered at Port-
land, Mr. Lintner has gone to Se-
attle to assume his duties with
AML. In the former city, he was
general manager of the Pacific-.\t-
lantic Steamship Company and the
States Steamship Company.

He was born in New ^'ork City
in 1893, graduated from college, and
began securing experience in engi-
neering, after which he joined the
construction department of the
Navy. Subsequently he was con-
nected with shipbuilding, and in
1917 moved to Seattle to join the
technical staff of the Seattle Con-
struction & Dry Dock Company.
When war broke out in 1918, his
long association with the U. S. Ship-
ping Board began in Seattle as head
of the technical section, and in 1922
he went with its ship operating de-
partment as executive assistant to
the Northern Pacific district direc-
tor. At the end of five years in this
capacity, promotion came as a re-
sult of his qualification for a higher
post, and Mr. Lintner was made dis-
trict director.

Resigning from the Board in 1929,
after 11 years' service, he went with
the States Steamship Company in
Portland, immediately being sent to
Kobe to take charge of that office.
Six years later he was appointed Se-
attle manager, and in 1937 was pro-
moted to the post of general man-
ager of that company and the
Pacific-Atlantic Steamship Comi)any
in Portland.

JUNE. 1940

57

Book Reviews

Marine Diesel Engine Standanis :
145 pages, 6" x 9", illustrated with 2'^
diagrams and charts, edited by M. J-
Reed and Otis A. Sibley and pub-
lished by Diesel Engine Manufactur-
ers' Association ; price, $2.00 net.

This is a carefully-prepared, well-
printed and nicely-bound book, pub-
lished to meet the need of an authen-
tic American reference on the .subject.
Provision of a somewhat standardized
terminology should minimize confu-
sion and misunderstanding. The Asso-
ciation greatly desires constructive
criticism of this their first published
volume, to the end that each succeed-
ing edition may more nearly attain
perfection.

The book is composed of 14 chap-
ters, a glossary of abbreviations and
a very complete index. The chapters
include such topics as:

Marine Diesels in Foreign and Do-
mestic Commerce ; Standard Per-
formances, Equipment, Definitions ;
Design and Construction; Classifica-
tion and Marine Inspection ; Applica-
tion in Ships ; Application in Dredges ;
F'uel for Marine Diesels; Foundations
and Seatings ; Propellers and Tor-
sional Vibrations; Starting Systems;
Cooling Systems; Fuel Systems; Lu-
bricating Systems and Intake and Ex-
haust Systems.

The treatment of all of these sub-
jects in the space allotted must ob-
viously be suggestive rather than con-
clusive. Every naval architect, marine
engineer and .ship operator should
have this book and should give it
careful study.

"1000 Ways to Make $1000";
478 pages, 6" x Sy/', with many illus-
trations; bound in silver cloth with
blue stampings ; edited by F. C. Min-
aker and published by The Dartnell
Corporation ; price, $2.50 net.

This is a very interesting compila-
tion <jf brief accounts of methods
whereby individuals turned spare time
into cash by C(jmmercializing their
hobbies, starting new ideas in service,
building up small business on the side,
selling in spare time, inventing, or
jiromoting direct mail orders.

The ])resent volume is a third re-
vised and enlarged edition of a book
first sold in 1936.

Methods range from "Starting a
Stamp Exchange" to "Raising Siam-
ese Fighting Ush" or "Providing
Meals for Pet Dogs."

.\n interesting and helpful book
that might prove a very profitable
studv for seagoing i)ersonnel. Even in
the old days of the 12-hour day afloat,
manv sailors found leisure to pursue
hobbies. Today both oflficers and
sailors have ample leisure time at sea,
which might be pleasurably and profit-
ably employed.

Lloyd's Register of .Imericaii
Yachts, published by Lloyd's Register,
New York, N. Y. Price $12 in can-
vas, $14 in blue cloth.

The 38th annual edition of Lloyd's
Register of .Uiiericaii )'achts will
contain particulars of over 7,200
yachts within the United States and
Canada, the largest number ever
listed. An interesting contrast is
made b)- comparing the new issue with
the first American Yacht Register,
that of Edward Fox in 1872, then a
booklet of 55 pages, listing 401 yachts
and 24 clubs.

Approximately 60 per cent of the
new boats launched since the publi-
cation of the last edition are power
craft, a class which is finding increas-
ing favor with many new converts to
yachting in its less exciting but per-
haps more pleasurable form.

The transfer of many of the great
power yachts to Canadian registry
will perhaps be especially noticed by
many who have long been accus-
tomed to the a])pearance of these ves-
sels in American waters.

Absence f)f any additions to the
racing yachts, not only of the Amer-
ica's Cup Class but in the medium
sizes, is also worthy of attention,
with no yachts racing under the Uni-
versal (Herreshoff) and none build-
ing for this service.

Included among the new power
yachts is Fifer, 104' 6" overall, built
by the Rurrard Dry Dock Compan\-,
Ltd., for Captain W. M. Crawford of
Vancouver, fitted with twin diesel
engines. Most of the remaining 40
per cent of new boats launched are
auxiliaries, the largest being V'igilant,
a ketch 93' 10" on the waterline, de-
signed by l'"l(lre(lge-Mclnnis, Inc.,

built for Dra}'ton Cochran of New
York bv Shelburne Shipbuilders, Ltd.,
of Sheiburne, N. S.

With an increase of 64 yacht clubs
and associations over that previously
recorded, the need that has arisen for
additional mooring and landing facili-
ties seems to be obvious, and burgees
of most of the new clubs are repro-
duced this Aear.

Reflection on the rapidly-increasing
interest in yachting would seem to
emphasize the usefulness of the Yacht
Register, containing not only s]iecific
information for reference purposes on
yachts and 3'achting organizations, but
also 70 flag plates, including private
signals and burgees in colors.

Handbook on Slings. This latest
publication by the Macwhyte Com-
])any was written specially for use by
safety men, superintendents, engi-
neers, ])urchasing agents and all others
concerned with handling problems
(where slings are eni])loyed). Con-
taining 56 pages of information, the
handbook includes many reference
tables and photographs.

Latest information on sling designs,
capacity and weight com|)arisons of
slings, wire rope and chain ; tables for
safe working loads; typical assem-
blies ; crane signals ; breaking strength
and weight comparisons — these are
typical f)f the information contained
in the handbook.

Copies may be had by simply writ-
ing, (jn com])any letterhead, giving
name and title and mentioning Pacific
Marine Review, to Macwhyte Com-
pany, Kenosha, Wisconsin.

Handbook of Sif/nals, a group of
five cards, bound by .spiral wire, im-
])rinted in four colors, compiled by
Captain R. E. Dobie ; price, $1.(K).

This is a very handy compilation f)f
the essential information for deck
officers of the American Merchant
Marine in acquiring a working knowl-
edge of Hag, manual, blinker and sema-
[)hore signaling and signal reading.

Captain Dobie operates a naviga-
tion and engineering school in San
Francisco to j)repare candidates for
license and raise of gi"ade examina-
tions. He has prepared this book es-
l>ecially to cover the ])resent demand
that American Merchant Marine offi-
cers become more familiar with stand-
.'ird sign.aling al se;i.

PACIFIC MARINE REVIEW

News of "The Bilge Club" So^Ua^ McS.,^

By William A. Mason

Lieut. Commander, U. S. Navy

(Retired)

BILGE CLUB HOLDS ANNUAL
MEETING

The Bilge Club held its annual
meeting of the membership at the
California Yacht Club, Wilmington,
Cal., on Tuesday evening, May 7,
for the purpose of transaction of
necessary business and the election
of a new board of directors for the
ensuing year.

The report of the Secretary and
the Treasurer indicated a healthy
growth during the year just com-
pleted. Membership showed a net
gain of 25 over the preceding year
and a comfortable balance was re-
ported in the treasury.

As a result of the elections, Lloyd
Moore of the General Petroleum
Corporation will head the Club as
its new President and Chairman of
the Board. Moore is a veteran offi-
cer of the Club, having previously
served as its Secretary and as a
member of the Board. He succeeds
Dan Dobler, of the Texas Oil
Company.

Other officers elected were : Board
members — Dan Dobler, Texas Oil
Company ; John R. Eidom, Hancock
Oil Company; Fred G. Archbold,
Lloyd's Register of Shipping, all of
whom were members of last year's
Board, and the additional new mem-
bers:

Captain T. W. Peters, marine super-
intendent of the Standard Oil Com-
pany ; James Craig, Craig Shipbuild-
ing and Dry Dock Company; E. R.
Nelson, Los Angeles Shipbuilding
Company.

Other officers elected by the
Board of Directors were : Secretary,
Floyd Nelson, Texas Oil Company;
Treasurer, E. J. McKee, Western
Natural Gasolene Corporation.

A tentative date for the Eleventh
Annual Barbecue and Golf Tourna-
ment has been set for Saturday,
lune 29, at the Palos Verdes Golf
Club.

BILGE CLUB PREPARES FOR
ANNUAL BARBECUE

At a meeting of the Elks Club in
San Pedro Chairman Lloyd Moore
and his Board of Directors laid plans
for the forthcoming Eleventh An-
nual Barbecue and Golf Tourna-
ment. This event will be held at
the Palos Verdes Golf Club on Sat-
urday, June 29.

The following members were ap-
pointed on the general committee :

W. H. Wickersham, honorary
general chairman

Lloyd J. Moore, general chairman

J. M. Costello, assistant general
chairman

J. Malsecd, chairman of tourna-
ment

J. M. Costello, chairman of tug-
of-war

G. C. Cable, chairman of tennis

E. R. Nelson, chairman of pro-
gram

John Eidom, chairman of baseball

Hal Bowen, chairman of prizes

Daniel Dobler, chairman of bar-
becue

W. A. Mason, chairman of pub-
licity

Al Drew, chairman of entertain-
ment

Ed Hanay, chairman of handicaps
(official starter)

W. S. Rash, chairman of horse-
shoes

James Craig, chairman of rules

Frank Cavanaugh, chairman of
grounds

T. W. Peters, chairman of at-
tendance

F. G. Archbold, chairman of re-
ception

Floyd Nelson and E. J. McKee,
at gate.

The chairmen of the various gen-
eral committees were instructed to
name additional members of their
various committees.

Captain C. S. McDowell (U.S.N.
Retired;, widely known shipbuild-
ing consultant with Consolidated
Steel Corporation, Maywood, Cali-
fornia, has made arrangements (ef-
fective May 1) whereby he will no
longer be actively associated with
that concern, allowing more time
for his interest in furthering South-
ern California shipbuilding and
other national defense engineering
projects.

Captain McDowell's widely her-
alded accomplishment in negotiat-
ing a 4-ship $7,<S00,000 shipbuilding
contract for Consolidated Steel, sig-
naled the revival of shipbuilding in
.Southern California, previously dead
more than 20 years.

Recognized nationally as a major
engineering project organizer and
as a shipbuilding expert, Captain
^McDowell, previous to associating
with Consolidated, was supervising
engineer in charge of designing,
construction and erection of the
world's largest (200 inch) telescope
on Palomar Mountain, San Diego
County, California. Because of the
national defense as well as scientific
value of that project he was loaned
by the U. S. Navy to the Rockefeller
Foundation for that assignment.

George J. Robinson, 70, former
president of Robins Dry Dock &
Repair Co., Erie Basin, Brooklyn,
and a member of the board of direc-
tors of Todd Shipyards Corporation,
died May 21 at St. Peter's Hospital,
Brooklyn.

Mr. Robinson, long prominent
and a colorful figure in the shipping
industry of the nation, started his
career as an ironworker at the age
of 14 with the firm of Handren &
Robins, predecessor organization of
the John N. Robins Company, which
in turn became the Robins Dry Dock
&• Repair Company.

Except for a four year interval
during which he worked at the
Brooklyn Navy Yard, Mr. Robinson
devoted all his services to the Rob-
ins Company until his retirement in

J I N E . 19 4 0

Steady As Tou Go!

(Continued from Page 4?)

The owner, charterer, agent, mas-
ter or other licensed officer of any
vessel involved in a marine casualty
or accident shall retain the voyage
records of the vessel, including both
rough and smooth deck and engine
room logs, bell books, navigation
charts, navigator's work book, com-
pass deviation cards, stowage dia-
grams, records of draft, aids to mari-
ners, radiograms sent and received
and the radio log and crew's and
passenger's list, which upon request
shall be produced for the inspection
of the board or its agent whenever
required.

If the director shall find that such
licensed officer or holder of certifi-
cate of service or efficiency is incom-
petent or has been guilty of misbe-
havior, negligence or unskillfulness,
or has endangered life, or has will-
fully violated any of the provisions
of this title or any of the regulations
issued thereunder, or any other law
or regulation providing for safety at
sea, he shall, in a written order re-
citing said findings, suspend or re-
voke the license or certificate of ser-
vice or efficiency of the holder of
such certificate.

Any person whose license or cer-
tificate of service or efficiency is sus-
pended or revoked may within thirty
days appeal from the order of the
said director to the Secretary of
Commerce. On such appeal, the ap-
pellant shall be allowed to be repre-
sented by counsel. The Secretary of
Commerce may alter or modify any
finding of the Board which conduct-
ed the investigation, or of the direc-
tor of the Bureau of Marine Inspec-
tion and Navigation, but the deci-
sion of the Secretary of Commerce
shall be based solely on the testi-
mony received by the said Board,
and shall recite the findings of fact
on which it is based.

QUESTION

What is the law concerning death
from negligence, misconduct, etc.?

ANSWER

Every captain, en^Mneer, pilot or
other person emi)loyed on any steam-

boat or vessel, by whose miscon-
duct, negligence or inattention to his
duties on such vessel the life of any
person is destroyed, and every own-
er, charterer, inspector or other ])ub-
lie officer, through whose fraud,
neglect, connivance, misconduct or
violation of law the life of any per-
son is destroyed, shall be fined nul
more than $10,000, or imprisoned
not more than ten years, or both :
Provided, That when the owner or
charterer of any steamboat or vessel
shall be a corporation, any execu-
tive officer of such corporation, for
the time being actually charged with
the control and management of the
operation, equipment or navigation
of such steamboat or vessel, who
knowingly and willfully caused or
allowed such fraud, neglect, conniv-
ance, misconduct or violation of law
by which the life of any person is
destroyed, shall be fined not more
than $10,000, or imprisoned not
more than ten years, or both.

Whenever the death of a person
shall be caused by wrongful act,
neglect or default occurring on the
high seas beyond a marine league
from the shore of any State, or the
District of Columbia, or the Terri-
tories or dependencies of the United
States, the personal representative
of the decedent may maintain a suit
of damages in the district courts of
the United States, in admiralty, for
the exclusive benefit of the de-
cedent's wife, husband, parent, child
or dependent relative against the
\essel, person or corporation which
would have been liable if death had
not ensued.

QUESTION

What is the penalty for willful
breach of duty; druinkenness ?

ANSWER

.\ny master of, or any seaman or
apjirentice belonging to, any mer-
chant vessel who, by willful breach
of duty, or by reason of drunken-
ness, does any act tending to the im-
mediate loss or destruction of, or
serious damage to, such vessel, or
U-ndin<j: inniiediately i" endanger the

life or limb of any person belonging
to or on board of such vessel ; or
who, by willful breach of duty, or
by neglect of duty, or by reason of
drunkenness, refuses or omits to do
any lawful act proper and requisite
to be done by him for preserving
such vessel from immediate loss, de-
struction or serious damage, or for
])reserving any person belonging to
or on board of such ship from imme-
diate danger to life or limb, shall, for
every such offense, be deemed guilty
of a misdemeanor, punishable by im-
p r i s o n m e n t for not more than
twelve months.

QUESTION

What is the law concerning sub-
marine cables?

ANSWER

The master of any vessel which,
while engaged in laying or repairing
submarine cables, shall fail to ob-
serve the rules concerning signals
that have been or shall hereafter be
adopted by the parties to the con-
vention with a view to preventing
collisions at sea; or the master of
any vessel that, perceiving, or being
able to perceive, the said signals dis-
played upon a vessel engaged in re-
pairing a cable, shall not withdraw
to or keep a distance of at least one
nautical mile ; or the master of any
vessel that, seeing or being able to
see, buoys intended to mark the po-
sition of a cable when being laid or
when out of order or broken, shall
not keep a distance of at least a
quarter of a nautical mile, shall be
guilty of a misdemeanor, and on
conviction thereof, shall be liable to
imprisonment for a term not exceed-
ing one month, or to a fine of not
exceeding $500.

Any person who through negli-
gence breaks or injures a submarine
cable shall be liable to a fine of $500,
or imprisonment of three months, or
both.

Any person who shall willfully
break or injure a submarine cable
shall be guilty of a misdemeanor,
and liable to a fine of $5,000, or im-
jirisonment not exceeding two years,
or both.

\

NN

//

PACIFIC M A R 1 N K REVIEW

June. 1940

PACIFIC MARINE REVIEW

-LIJCKENBACH-

FAST WEEKLY FREIGHT AND PASSENGER SERVICE BETWEEN

BOSTON, PHILADELPHIA, MANHATTAN, BROOKLYN AND PACIFIC COAST PORTS

Regular sailings from and to Providence

FORTNIGHTLY SERVICE BETWEEN

HOUSTON, MOBILE, NEW ORLEANS AND PACIFIC COAST PORTS

FREQUENT SAILINGS TO AND FROM TAMPA

LVCKENBACH LIiXES

100 Bush Street, San Francisco
Head Office: 120 Wall Street, New York

d^^l^

DIESEL EQUIPMENT

MARKET-PLACE

• Dependable used Diesels, power machinery and
equipment.

• Four great distribution and service depots, coast to
coast coverage.

• We buy and sell. Send us your offerings. Advise us
your requirements, we can quickly locate the equip-
ment you need.

• Qualified engine experts and service men.

Courtesy to brokers and agents
Address inquiries to Dept. PM-4

DIESEL POWER & MACHINERY CO.

From Coast to Coast

CHICAGO, 201 2 Larrabee St.; MEMPHIS, 419 Monroe St.; NEW YORK,
31-30 Queens Blvd., L I. City; LOS ANGELES, 2115 San Fernando Rd.

T. S. Neii-son, President D. S. Neilson, Vice-Pres.

Berkeley

Steel Construction Co., Inc.

•

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Specification to Lloyds, American Bureau of Shipping
or A.S.M.E.

Second and Camelia Sts. - - - Berkeley, California
Phones BErkeley 1662.34-5

THE SEA!

Sea water and salt spray eat into paint,
gobbling up film and opening the way
to decay and corrosion. Wood and
metal surfaces must be protected with
hard, salt-resisting, weather-fighting
paints! For maximum durability and
preservation use . . .

DUTCH BOY

MARINE

FINISHES

lifetime Vacation
fn MjfaimimhMi^W

Four to five days of this South-Sea "Midsummer
Night's Dream". Beginning and ending with
enchanting passage over peaceful seas, on saje
American ships. All within a two-wee\ trip
from California!*

fares: (each way) California to Honolulu
First Class from $123 - Cabin Class from $85
MATSON SOUTH PACIFIC CRUISES. Per-
sonally-escorted every four weeks to New Zealand
and Australia via Hawaii, Samoa and Fiji. Over
17,000 miles ... 48 days ... 12 fascinating shore
excursions. All-inclusive-cost, complete cruise.
First Class, jrom Se-SO for certain summer sailings.

SHIPPERS: Swift, efficient freight senice. modern refrigerating
facilities, via the LURLINE and MATSONIA to Hawaii, via the MARI-
POSA and MONTEREY to New Zealand and Australia, by way of Samoa
and Fiji. Also rcKular, frequent freiBhter sailings from Pacific Coast

Made possible by
two special sail-
ings from San

M O NTEREy!
June 12: S.S.
MARIPOSA. July
111. A vacation
gem to capture
now at the office
of your TRAVEL
AGENT.

por

Every deuil from your TRAVEL AGENT, or:

MATSON NAVIGATION COMPANY
THE OCEANIC STEAMSHIP COMPANY

San Francisco. Ixis Angeles. San Diego. Seattle, Portland

W^

S.S. LLRLINE
S.S. MARIPOSA

S.S. MONTEREY
S.S. MATSONIA

VIA SAMOA • FUI

Your Problems Answered

(Continued from Page 43)

could fabricate the top half of the
section flat with bottom half as
shown, and the load at B would be
the same. This is obvious, because
if the lower half loaded points B
heavier than the flat upper half, due
to the greater surface of the lower
half, there would be a tremendous
force downward due to this ditYeren-
tial loading. We know that the
downward force is not changed by
the shape of a pressure vessel.

Hence the total load due to pres-
D
sure is B + B = PD, but T = R

PD
and load at one point is B = 2,

PD
hence load B at one point is 2 =
P D

2 = PR.

The strength of the metal at this
r>oint is the tensile strength S x the
area. The area is 1" x thickness T.

Area = T.

Strength of section is ST.

If we adjust the pressure P up-
wards until the metal breaks, we
would make the load at B equal to
the strength at this point, or PR =

Engineers' Licenses for
April

JUNEAU
Name and Grade Class Conditinn

A. W. Nelson. 3d Asst MS. any GT RG

HONOLULU

C. R. Collins. Isl Asst SS. any GT RG

SEATTLE

E. n. Barker. Chief MS, any GT O

r*. J. Byrne. Chief MS. any GT O

H. A. McLaskey. 2nd Asst SS. any GT PG

F. Z. Rogers, 3d Asst SS. any GT O

PORTLAND

G. P. ThorbefK, Ist Aast. MS. 1200 GT O

3d Asst. MS. any GT

SAN PEDRO

A. Coleman. Chief SS. 400 GT RG

MS. 750 GT
J. P. /.immerman. 3d Asst SS. any GT O

C. Hanken, Chief MS. 750 GT O

SAN FRANCISCO

W. H. Baldwin. Chief SS. any GT RG

H. \. Salley. Chief SS. any GT RG

A. G. Sorlom. Chief SS. any GT RG

J. Van der Dursen. Chief SS. any GT RG

B. Rousseau. Chief SS, any GT RG

D. Buchanan. Jr., Ist Asst. SS. any GT RG

Chief MS. anyGT O

G. N. Rutherford. Isl Asst. SS. any GT RG

Chief MS. any GT

E. C. Sandstrom. 2nd Asst. SS. any GT O

I). E. Bu-^anan. 2nd Asst SS. any GT RG

W. I,. Whitson. 2nd Avsl SS. any GT RG

J. W. B-ani. 2nd Asst ««!. any GT RG

J. Holliday. Chief Ms. any GT O

W. J. J<-nder«. Chief MS. any GT o

C. E Adair, fhief MS -n. (JT RG
Abbreviations: SS is steanu-r; MS is motorship;

GT is Bros, tonn-^e: O is nrii^inal license: RG is
raise of grade. All of these lirenscs arc for orean

ST

ST, from which P = R.

This is a very important relation
to remember, because we will recog-
nize it in all the formulas of Gen-
eral Rules and Regulations involv-
ing a cylinder or pipe. Memorize
this formula and you will find all
others only modifications and ad-
justments.

We must reduce the pressure P
below the maximum by a factor F.

1
That is, W must be F x P.

Also, we must multiply P by a

decimal or percentage expressing
the fact that the riveted joint is al-
ways slightly weaker than the par-
ent metal. This etificiency factor E
is added into the formula as W =
P X E.

Combining both E and F into the
STE
general formula, wc have W = RF.
(See second footnote.)

Our next article will discuss the
four different values of E, represent-
ing the four possibilities of failure
of the riveted joint. Also a study of
the loading in the metal in a longi-
tudinal direction, showing that it
will always be only half the loading
in a circumferential direction and
need not be studied in calculating
W.

Balanced Action

Diaphragm Packless Valves

A new line offered by the Henry
\'alve Company, Chicago, is a
diaphragm packless valve series
with a "balancing-action" that as-
sures positive valve opening under
all pressure conditions.

Diaphragm packless valves offer
the only hermetic seal for volatile
gases and liquids. Their value lies
in the fact that they have no stem
]jacking, and consequently this
source of leaks is eliminated. The
diaphragms furnish a perfect seal
whether the valve is open or closed.
.Since a leaky valve may be Ji fire
hazard, an expense and a menace to
health, packless valves are recom-
mended for refrigeration gases,
cooking and heating gases, gasoline
and other fluids which are danger-
ous and hard to handle.

The "Balanced-Action"' valve at-
tacks the problem in a straightfor-
ward manner. In these valves, pres-
sures above and below the seat are
equalized at the instant of opening.
To accomjjlish this, a balancing
channel is provided through the axis
of the stem. When the valve is
closed, the top port of this channel
is sealed by contact with the bottom
diaphragm, a ])ositive mctal-to-
metal seal. When the handwheel is
turned to n])en the valve, the di-
ajihragms, because of ])rcssure be-
neath ihem and their own snap

action, rise and expose the upper
port of the balancing channel. The
high pressure above the seat is in-
stantly released through the channel
to the lower pressure area below the
seat, equalizing the pressures and
allowing the valve to open easily.

Since this design permits the use
of a very light spring, the di-
aphragm will be subjected to less
wear. Also a non-rotating floating
bearing plate is used in the upper
stem. Instead of the stem itself,
this plate bears on the diaphragm,
eliminating torsional wear and
strain. Diaphragm life has been
further lengthened by the unique
construction of the diaphragm as-
sembly. There are four laminated
diaphragms : the top of phosphor
bronze to minimize wear, the bot-
tom of stainless steel to guard
against corrosion, while the center
laminations are of a special soft
bronze to provide a self-sealing ac-
lion, making the diaphragm assem-
bl\' pun cture-and- fracture-proof.

The new valves are more com-
pact in design and lighter in weight,
and are made in all standard types,
2-way, .1-way and angle, in the fol-
lowing size range: Mare fittings,
Ia" to y^" \ solder connections.
If O.D. to ]'/x" ().!).; male pipe
tliread, '4" to 1".

V A C I !• I (J M A R I N K R K V I K W

June. 1940

PACIFIC MARINE REVIEW

BIRD -ARCHER CO. of Calif., Inc.

BOILER WATER TREATMENT

Specialists in Marine Feed Water Problems

fVe liave successfully treated and serviced the boilers of every new high

pressure steamer built for Pacific Coast operation in recent years.

"SERVICE BACKED BY EXPERIENCE"

P^lV'^ , 19 FREMONT STREET. SAN FRANCISCO Wilmington

Portland Honolulu

Agents for "BACITE" Cold Set Cement for the insulation of living quarters aboard ship.

France Metal Packing

Defers Maintenance Costs

Floating rings constructed of a suitable
metal produce unequalled sealing proper-
ties and keep rods like new for years.
Applied without disconnecting rods and
stems. Write for details.

THE FRANCE PACKING COMPANY

Tacony, Phila., Penna.

Branch Offices in Principal Cities

Sole Authorized Representatives:

San Francisco — Hercules Equip-
ment & Rubber Co., 550 - 3id

Street — EXbrook 2575

Seattle — Guy M. Thompson. 1241
South Alaskan Way — Phone
MAin 1870

Portland— E. B. Huston, 127 S.W.

First Ave.— Phone ATwater 6754
Los Angeles— A. C. Elder, 2714

South Hill St. — PRospect 9529
New York City— France Packing

Company, Room 107-E. 30 Church

St. — Cortlandt 7-6827

Orig/na/ FRANCE

]»IETAI. PACKIXn

ANOTHER DULUX SHIP
ONTHEHORIZOH,CAP'N

MANY BIG LINERS ARE

USING IT-
DULUX SAVES MONEY

• More and more ship operators are specifying DULUX be-
cause this durable finish can take it. DULUX saves money on
ships because it needs fewer repaintings . . . keeps paint
overhead costs lower than ever before. DULUX keeps its fine
appearance in spite of battering seas, hot sun, salt spray, salt
air, discoloring harbor gases. It is resistant to chipping and
cracking.

For full information, see your Du Pont representative, or
write: E. I. du Pont de Nemours 86 Co. (Inc.), 235 Second
Ct., San Francisco. 2419 South Grand Avenue, Los Angeles.
525 Boren Avenue North, Seattle.

MARINE
FINISHES

Canvas laid in FERDICO CANVAS
CEMENT provides a truly SEAWORTHY
surface. Use it also as a filler, and thereby
decrease by more than 7.5 ^/r the amount of
paint required to fill the pores of the fabric.

Let us tell you how you can avoid the
difficulty of removing old canvas. Write
for free informative pamphlet, '"Laying
Canvas."

iSv^^^^^ ^f

^mmmm

RALSTON R. CUNNINGHAM C
73 Columbia St.
Seattle. Wash.

599 Albany street - Est. 1873- Boston .Masi.

GEORGE S. LACY
li Cdlilornia Street.
San Francisco, Calif.

A Novel

Pilot - Controlled

Fuel Pump Regulator

Installation of a specially-designed
pilot-controlled fuel oil pump regula-
tor on the freighter Harry Lucken-
bach was recently made by Staples &
Pfeiflfer, Ltd., of San Francisco. The
installation in the steam line to the
oil pump of the main pump regulator
with three pilot valves, as shown in
the photograph, gave full regulation
of the fuel oil pump, resulting in au-
tomatic boiler steam control.

As this is a new and original ap-
plication, a full description is given
here of its operation. This regulation
controls the variation of the oil supply
to the burners in accordance with the
steam demands. The oil pressure is au-
tomatically varied with set low fire
and high fire adjustable limits in' ac-
cordance with changes in the steam
pressure. Only the exact amount of oil
necessary to maintain the desired
steam is supplied to the burners.

The usual practice has been to em-
ploy a pump governor on the steam
line to the pump with the oil discharge
connected to the diaphragm head, to
hold a .steady oil pressure. Adjust-
ment of this pressure would be man-
ual to suit steam requirements. This
has many good features and holds a
fairly steady steam pressure, but is
automatic only in holding steady oil
pressures. The new application is the
opposite of this.

Pilot-controlled pump reg-
ulator on S. S. Harry
Luckenbach.

A steam-actuated pilot valve is con-
nected to the diaphragm chamber of
the main valve, with special bleed port
connections to the outlet side. Two ex-
tra pilot valves are employed, one con-
trolling the low atomizing oil pressures
set at ICK) lbs. minimum so that fires
will not be extinguished, and the other
acting as a high oil pressure controller
to meet peak steam requirements.
Once these two oil pilots are set, no
further adjustment is necessary, since
they act as safety pilots for low and
high fire conditions only.

The main steam pilot is the real
controlling element, acting on the
slightest change of initial main steam
pressure, and increasing or decreasing
the pressure on the balanced dia-
phragm of the main valve which con-
trols the fuel oil pumps.

Main steam pressure is kept con-
stant regardless of steam demands
through the smooth and steady opera-
tion of the single-seated steam pilot
valve. The main valve and all pilot
valves are of cast steel construction
with packless stainless steel valve trim
for resistance to wear, and diaphragm
troubles are eliminated by the llexible
control.

A slight increase or decrease of llie
steafly fuel oil pump pressure C(jn-

trols the mechanical atomizing oil
burners, which in turn control the
main steam pressure and keeps it con-
.stant.

The same principle can be applied :
to control forced-draft fan engines ;
to control oil temperatures; and to
protect oil heaters from carbonizing
through the positive closing ofif of
valves, especially when coming into
port and maneuvering.

Following is a record of the per-
formance of these valves while at sea,
as compiled by Mark Strosk, chief en-
gineer of the Harry Luckenbach :

Readings taken at four-hour inter-
vals on run between San Francisco
and San Pedro. R.p.m. at main en-
gines, 110.6 average for run to San
Pedro. Pump size, 7j^" x 5" x 6", hor-
izontal duplex type. Stroke per min-
ute, 30.

The pump steam pressures show
the range of the main valve action.
Burner and pum.p oil pressures show
requirements to hold constant steam
pressure.

This complete equipment was fur-
nished by Staples & Pfeiffer, Ltd., in-
cluding the special Spence regulators
and ])ilot valves. Installation was by
the ship's engineering personnel, un-
der .Staples & Pfeiffer's supervision.

I , I , I , E

I I I I I I I I I I T

Initial

Pump

Burner

Pump

Hif/h Oil

Lo7i' Oil

S lea 1)1

S/caiii

and Oil

Oil

Pilot, Set

Pilot, Set

I'rcssurc

I'rcssurc

I'rcssitre

Pressure

Pressure

Pressure

26.S lbs.

ISO lbs.

230 lbs.

to 220 lbs.

300 lbs.

100 lbs.

2r,.s lbs.

170 lbs.

220 lbs.

to 215 lbs.

300 lbs.

100 lbs.

265 lbs.

160 lbs.

220 lbs.

to 210 lbs.

300 lbs.

100 lbs.

265 lbs.

1 50 lbs.

215 lbs.

to 2(K) lbs.

.300 lbs.

100 lbs.

Diagram showing arrangement of three pilots

Record of performance, S. S. Harry Luckenbach.

64

PACIFIC MARINE REVIEW

June. 1940

PACIFIC MARINE REVIEW

65

TOUMEY

Representing

BENDIX MARINE PRODUCTS CO.

Successors to

CHAS. CORY CORPORATION

Stgneling, Comntunlceting end Lighting Equipment

PNEUMERCATOR CORPORATION (New York)

Gauges: Liquid Level, Ships Draft, Pressure,

Boiler Water Level

PLANT MILLS DIRECTION INDICATOR

AND ENGINEER'S ALARM

GArfield8l02 SAN FRANCISCO 1 15-1 17 S+euart St.

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING ... . SEARCHLIGHT PROJECTORS . . . .
SOUND POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

Planf Mills Indicators will positively
eliminate error in sending and re-
ceiving of signals from the Bridge
to Engine Room.

Send jor complete catalog!

PLANT MILLS INDICATOR CORPN.

Williams, Oimond & Co.

General Agents

262 California St.

San Francisco

DISTRIBUTORS
Tourney Electric <S. Eng. Co.

115 Steuart St.
San Francisco

11

In fube cleaners as in every-
thing else, nothing takes the
place of experience.

ELLIOTT COMPANY

LAGONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

Factory Sales and Service Maintained

813 RIALTO BLDG., SAN FRANCISCO

Phone SUtter 5213

Los Angeles. 1732 E. 7th St. Seattle, Wn., 414 Vance BIdg.

7^ KELVIN
WHITE

4 i*^^ 90 ST/tT€ S¥. t9
^^ BOSTON

Capt. Frank Jansen, 1361 South Flower St., Los Angeles

George E. Butler Co., 356 California Street, San Francisco

The McCaffrey Company, 825 Columbia Street, San Diego

Max Kuner Company, 812 First Avenue, Seattle

SAVE TIME and MONEY

Speed up loading and un-
loading with Chiksan 6a//-
Bearing Swing Joints and
Dork Risers. Pressure and
vacuum tight. Turn easily in
all weather. Never require
tightening or adjustment.
5 styles; 4" and 6" sizes in i
malleable iron; 4" to 10"
sizes in steel.

Distributed by Crane Co.

CHIKSAN TOOL CO. ?r,^,^

There is an Isherwood System for every type

of mercantile vessel

Eminently suitable for Oil Tankers

Over 500,000 deadweight tons — Freighters

and Tankers — on order

Sir Joseph W. Isherwood & Co.

LIMITED
4 Lloyds Ave., London E.C.3 17 Battery PI., New York

San Francisco Bar Pilots

"Adventuress," "California," "Gracie S"
RADIO — K F S

SIGNALS FOR PILOTS

In Fog — Blow four whistles and lay to.

l{ hen Clear— Qurn blue light or give four flashes on Morse

lamp.
Daylight — Set Jack at foremast.

SIGNALS DISPLAYED BY
PILOT BOATS

When on Station Under Sail — A white light is cirried at

masthead.
!f'hen Under Power — A red light under white; a flare or

torch is also burned frequently.
TEI-EPHONES— Pilot Office from 9:00 «.m. to 4:00 p.m.— DOairUi
5436. Cliambcr of Conunem from 4:00 p.m. U 9:00 ».m. end on
Sunday! and Holidar*— EXbrook 4311.

Building in
American Yards

Direct Reports from Yards as oj May 1, 1940.

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

NEW CONSTRUCTION:

Five C-1 cargo vessels for U. S. Maritime
Commission. Full scantling steam propulsion
type. Keel for first ship laid January 19,
1940.

COMMERCL\L IRON WORKS

412 Southeast Stephens St.
Portland, Ore.
NEW CONSTRUCTION:
One 20' x 60' steel gasoline barge for

U. S. Engineers, Bonneville, Ore. Comple-
tion about July 1, 1940.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.

NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels

for U. S. Maritime Commission.

FELLOWS AND STEWART, INC.
Wilmington, Calif.

NEW CONSTRUCTION:
Two 44-foot standardized sloops, "Island
Clipper" class.

One 55-foot ketch-rig yacht.

GENERAL ENGINEERING & DRY
DOCK CO.
Foot of Schiller Street
Alameda, Calif.
DRYDOCK .AND ROUTINE REPAIRS:
Tugs Sea Giant and Despatch No. 6,
Tahoe. Solano. Kadiak, Dump Barge No. 16,
Shawnee, Dredge San Pedro. El Aquario,
Delarof, Sequoia.

HARBOR BOAT BUILDING CO.
Berth 264, Fish Harbor
Terminal Island, Calif.

NEW CONSTRUCTION:

Democracy, purse seine fishing boat for
Anton Kursar and partners: length 92',
breadth 24', depth 11'; 1 .SO gross tons; Fair-
banks-Morse dicsel, 320 H.P.: 10 knots
speed; cost $75,000. Launched April 1,
1940: delivery date May 20, 1940.

Hull No. 65, (una bait boat for Van Camp
Sea Food and Balestreri partners; length
100', breadth 25', depth 11'; 150 gross tons;
Fairbanks-Morse diesel, 300 H.P.: 10 knots
speed; cost $160,000. Delivery date Octo-
ber, 1940.

LAKE UNION DRY DOCK & MACHINE

WORKS

Fairview and Galer Streets

Seattle, W.ish.

DRYDOCK AND ROUTINE REPAIRS:
Canco, Cornelia, Manzinata, Boxer, 14 can-
nery boats, Alaska Pacific Packing Co. fleet,
Norco.

LOS ANGELES SHIPBUILDING 8C
DRY DOCK CORP.
Los Angeles Harbor
San Pedro, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Yacht Volador, Nyholt, Yacht Haida,
Velma, Cascade, S. O. Barge No. 7, Yacht
Happy Days, Hallanger, Dagmar Salen,
H. D. Collier.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19, 1939.

Gudgeon, submarine (SS211); keel laid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Order received for construction of two
fuel barges (Y044 and Y045), dated July 11,
1939. Keel laid. No. Y044, April 1, 1940.

Order received for construction of one
seaplane wrecking derrick (YSD14), dated
January 22, 1940.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hulls Nos. 195, Sea Arrow, and 196, Sea
Star; two '-argo vessels for U. S. Maritime
Commis.sion; LOA 492' 0", LBP 465', breadth
molded 69' 6", depth molded 42' 6", SHP
normal 8500, SHP max. 9350, dis. 17,600
tons, deadweight 11,926 tons; steam turbine
propelled. No. 195 launched September 15,
1939: No. 196 launched December 22, 1939.

Hulls Nos. 197 and 198, two C-3 vessels
for U. S. Maritime Commission LOA 492'
0", LBP 465', breadth molded 69' 6", depth
molded 42' 6". Keel laid, No. 197, February
5, 1940.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);
standard displacement 1600 tons. Keel laid
January 3, 1939.

Monsscn (DD436); keel laid July 12
1939.

Ala (YT139). Launched November 6,
1939.

Barnegat (AVPlO); keel laid October 27,
1939.

Biscayne (AVPll); keel laid October 27,
1939.

Ships authorized, work not started: Casco
(AVP12), and Mackinac (AVP13).

SEATTLE-TACOMA SHIPBUILDING
CORP.

1801- 16th Ave., Southwest
Seattle, Wash.

NEW CONSTRUCTION:

Hulls Nos. 1-5, five C-1 cargo vessels for

U. S. Maritime Commission. Single screw;
full scantling diesel propulsion type. Two
General-M.A.N. 2,100-H.P. diesels; 14 knots
speed. Keel laying dates, March 5, April 15,
August 26, September 26, 1940, and Febru'
ary 26, 1941. Launching dates, August 1,
September 1, 1940, and February 1, March 1,
July 1, 1941. Delivery dates, January 1,
February 1, June 1, July 1 and October 1,
1941.

TODD SEATTLE DRY DOCKS, INC.
Harbor Island
Seattle, Wash.

DRYDOCK AND ROUTINE REPAIRS:
Dorothy Luckenbach, U.S.C.G.C. Haida,
Alaska, Clevedon, F. J. Luckenbach, Cor-
dova, Derblay, Indra, Denali, Heian Maru,
Barge DL No. 33, Harry Luckenbach, Jacob
Luckenbach, Susan V. Luckenbach, Chetze-
moka. Stag Hound, Tanana, North Wind.

WESTERN BOAT BUILDING CO., INC.

2505 East 11th Street
Tacoma, Wash.

NEW CONSTRUCTION:

Hull No. 141, Western Pacific, bait boat
for tuna fishing for Western Pacific Co.,
San Diego, Calif.; 100' x 26'; 350-H.P. Su'
perior engine. Delivery date, July 1, 1940.

Hull No. 142, St. Francis, purse seine
fishing boat for Hubert Ursich, Tacoma,
Wash,; 93' x 24'; 380-H.P. Enterprise engine.
Delivery date, July 1, 1940.

Hull No. 143, purse seine fishing boat for
Spin. Babich, Gig Harbor, Wash.; 95' x 25';
4(l(l-H.P. .'Vtlas engine. Launching date,
June 1, 1940.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.

NEW CONSTRUCTION:

Hulls Nos. 57-61, five C-1 cargo vessels

PACIFIC MARINE REVIEW

June. 1940

PACIFIC MARINE REVIEW

SPECIFIED FOR ALL
REQUIREMENTS

265/ot. coil. IB" III
laid Wa.
Manila- 16.000 U
Small (oil standard
200 fm. coil i' Wall
Manila.

STAPLES & PFEIFFER, Ltd

Engineers ... Manufacturers

PUMP GOVERNORS — REDrCIXG VALVES

Oil Rurning Equipment - Duplex Oil Strainers
Heat Exchangers - Relief Valves - Rerylliuni Diaphragms

Marine Representatives: SPENCE ENGINEERING COMPANY

SPENCE "Pilot" Regulation of steam, oil, water, temperature and draft.

We furnish surveys and estimates on S & P and Spence Equipment for Marine Equipment

on request.

ft^e repuir all ntahes of Pressure Regulating Valves, Puntp Governors, and
Oil Burners — I Day's Service

528 BRYANT STREET SAN FRANCISCO, CAL

S&P

TELEPHONE
DOuglas 0825

HOW STERN TUBE LUBRICATION
lengthens life of

LIGNUM -VITAE BUSHINGS

YES, THE Lignum -Vitae
bushings can last two,
often three times longer.
Because mud, sand and salt
water are sealed out of
Shell-lubricated stern tubes
by a collar of water-resist-
ant grease. Shaft wear is
amazingly reduced. Bear-
ings operate cooler.

Shell's method of Stern
Tube Lubrication costs lit-
tle to install. Pays for itself
over and over in replace-
ment savings. For complete
details phone your nearest
Shell office, or write direct
to Industrial Lubricants
Division, Shell Building.
San Francisco, California.

MARINE LUBRICANTS

Backed by th^
dependable Fuller
name— a complete
line of brushes
meeting the needs
of professional
painters and the
special require-
ments of industry.

FULL€R
PAIINTS

theu Unt'

for U. S. Maritime Commission. Full scant-
ling diesel propulsion type; single screw; two
Busch-Sulzer 2,100-H.P. engines. Keel laying
dates, February 5, February 19, July 1, No-
vember 10, 1940; and March 1, 1941.
Launching dates, July 30, August 31, Novem-
ber 10, 1940; March 15 and July 15, 1941.
Delivery dates, January 16, March 17, May
16, July 15 and September 13, 1941.

Atlantic, Lakes, Rivers

AMERICAN BRroCE COMPANY
Pittsburgh. Pa.

NEW CONSTRUCTION:

Twenty coal barges 175' x 26' x 11' for
Carnegie-ininois Steel Co.

Three oil barges 240' x 50' x 12' for
Campbell Transportation Co., Pittsburgh, Pa.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 177 and 178, DD423 and
DD424, two 1620-ton destroyers for U. S
Na\y. Dehvery dates August and October,
1940, respectively.

Hulls Nos. 180-181, DD429 and DD430;
two 1620 ton destroyers for U. S. Navy.
Delivery dates, December, 1940, and Febru-
ary. 1941, respectively.

Hulls Nos. 182-183, DD437 and DD438,
two 1620-ton destroyers for U. S. Navy.
Delivery dates, June 15, 1941, and August
15, 1941.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

Hulls Nos. 1470, Benson, and 1471, Mayo,
two 1,600-ton destroyers for U. S. Navy.

Hull No. 1477, Express, cargo vessel for
American Export Lines, Inc.; 450' B.P. x
66' X 42' 3"; I6J/2 knots speed, geared tur-
bines and water tube boilers; 14,500 tons.
Launched March 9, 1940. Delivered April
18, 1940.

Hull No. 1478, Massachusetts; 35,000-ton
banleship for U. S. Navy.

Hulls Nos. 1479, San Diego, and 1480,
San Juan, two 6,000-ton cruisers for U. S.
Navy.

Hulls Nos. 1481-1484, four cargo vessels
for U. S. Maritime Commission: 450' B.P. x
66 X 42' 3"; 16J/2 knots; geared turbines and
water tube boilers; 14,500 tons.

Hulls Nos. 1485-1487, three tankers 502'
X 68' X 37'; 21,000 tons.

Hulls Nos. 1488-1491, four tankers for
Sinclair Navigation Co.; 10,700 tons dwt.

Hulls Nos. 1492-1493, two tankers for
Sinclair Navigation Co.; 15,450 tons dwt.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:

Hulls Nos. 4330, Esso Annapolis; and
4331, Esso Albany; two 16,300 dwt. ton
tankers for Standard Oil Co. of N. J.; 18
knots speed. Launching dates. No. 4330,
September 9, 1939; No. 4331, April 27,
1940.

Hulls Nos. 4337, Delbrasil; No. 4338,
Delorleans; and No. 4339, Delargentino;
three passenger and cargo ships for Missis-
sippi Shipping Co. Launching dates. No.
4537, December 16, 1939; No. 4338, Feb-
ruary 17. 1940. Delivery dates. No. 4337,
June 1, 1940; No. 4338, September 1, 1940;
No. 4339, December 1, 1940.

Hull No. 4349, Esso Augusta, tanker for
Standard Oil Co. of N. J. 13,000 tons dwt.:
13 knots. Launching date June 15, 1940.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Staten Island, N. Y.

NEW CONSTRUCTION:

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Launching dates October 1 and
December 1, 1940; and April 1, July 1 and
September 1, 1941, respectively. DeHvery
dates April 1, June 1, August 1, November
1, 1941; and January 1, 1942, respectively.
All above dates tentative.

IRA S. BUSHEY & SONS, INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

One steel tug 100 x 25' x 12'; 805 HP.
Fairbanks-Morse engine. Delivered.

One wooden deck scow 118' x 36' x 10'
for builder's account. Delivery date, May
29, 1940.

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 805 H.P. engines; for builder's ac-
count. Delivery dates August and September,
1940.

DEFOE BOAT & MOTOR WORKS
Bay City, Mich.

NEW CONSTRUCTION:

Hull No. 166, sub-chaser PC-451, for
U. S. Navy. Length 170'. Delivery date,
June, 1940.

Hull No. 167, sub-chaser PC-452, length
174', for U. S. Navy.

THE DRAVO CORPORATION

Ei;gineering Works Division
Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1572, one welded flush deck
cargo box barge 130' x 30' x 7' 6" for stock;
2 50 gross tons.

Hulls Nos. 1627-1628, two welded steel
coal barges, 134' x 34' x 17', for stock; 1534
gross tons.

Hull No. 1651, one 1300-H.P. steel hull
diesel towboat for Union Barge Line Corp.,
Pittsburgh, Pa.; 550 gross tons.

Hull No. 1652, one 25-ton floating crane
for U, S. Navy, Mare Island, Calif.; 335
gross tons.

Hulls Nos. 1655-1656, two welded steel
carfloats 3 30' x 40' x 11' for Long Island RR,
Philadelphia, Pa.; 2606 gross tons.

Hull No. 1659, one welded steel oil barge
148' X 38' X 9' for Pacific Dry Dock 6? Re-
pair Co., .San Francisco, Calif.; 426 gross
tons.

Hull No. 1674, one 700-H.P. twin screw
diesel towboat hull 13 5' x 26' x 8' for

Wheeling Steel Corp., Wheeling, W. Va.;
290 gross tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Navy
Dcpt., Washington, D. C; 1598 gross tons.

Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x U' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1690-1691, two welded steel
deck lighters 80' x 30' x 9' for Pennsylvania
R.R.; 354 gross tons.

Hulls Nos. 1692-1701, ten welded steel car
floats 250' X 34' x 9' 1" for Pennsylvania
R.R.; 5940 gross tons.

Hulls Nos. 1710-1711, two type W-7
welded coal barges 175' x 26' x 10' 8" for
stock; 943 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 135' x 27' x 11' 9" for
Semet Solvay Company, 290 gross tons.

Hull No. 1717, one welded steel derrick
boat hull 100' x 36' x 7' for Anthony
O'Boyle, Inc., N. Y. C; 220 gross tons.

Hulls Nos. 1718-1724, seven welded steel
gasoline barges 195' x 35' x 9' 6" for Camp-
bell Transportation Co., Pittsburgh, Pa.; 3976
gross tons.

Hulls Nos. 1726-1735, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
stock; 4720 gross tons.

Hull No. 1736, one welded steel oil fuel
storage barge for Brooklyn Edison Co.; 375
gross tons.

Hulls Nos. 1737-1739, three welded steel
oil barges, 195' x 35' x 9' 9", for stock; 598
gross tons.

THE FEDERAL SHIPBUILDING
AND DRY DOCK COMPANY

Kearny, N. J.
NEW CONSTRUCTION;
Hulls Nos. 160, Plunkett; and 161,
Kearny; two torpedo boat destroyers for the

United States Navy. Launched March 9,
1940.

Hulls Nos. 163, Frederick Lykes; 164,
Doctor Lykes; 165, Almeria Lykes; 166 and
167; five C-3 cargo vessels for U. S. Mari-
time Commission. No. 166 keel laid March
4, 1940. Launching dates, No. 163, February
24, 1940; No. 164, April 6, 1940; No. 165,
April 27, 1940. No. 163 delivered.

Hulls Nos. 168-169, two 6000 ton cruisers
for U. S. Navy.

Hulls Nos. 170-171, two torpedo boat de-
stroyers for the United States Navy. Keels
laid March 18, 1940.

Hulls Nos. 172-176, five C-1 cargo vessels
for U. S. Maritime Commission. Keel laid.
No. 172, January 22, 1940.

Hulls Nos. 177 and 178, two tankers
for the Standard Oil Co. of N. J. Keels laid
December 26, 1939; launched May 25, 1940.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

Hulls Nos. 187-188, two cargo ships for
Matson Navigation Co.

Hull No. 189, one tanker for Pan Ameri-
can Petroleum and Transport Co.; 13,000
dwt. tons.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION:

Hulls Nos. 253 to 256, four C-3 cargo

PACIFIC MARINE REVIEW

June. 1940

PACIFIC MARINE REVIEW

IN WELDING CIRCLES
TO G-E ELECTRODES

In hundreds of fabrication plants all over the
country, G-E electrodes are proving their fitness
on the toughest applications. Your assurance of
the high quality of G-E electrodes is the fact that
their use is permitted on work requiring the
approval of Hartford Steam Boiler Inspection 86
Insurance Co., Bureau of Marine Inspection and
Navigation, American Bureau of Shipping, Lloyds'
Register of Shipping, Southwestern Laboratories,
and other recognized authorities.

Local stocks are maintained by your nearest
distributor for immediate delivery. You'll find it
convenient and profitable to take advantage of
this reliable source of electrode values.

When you need modern, high-quality electrodes,
or arc welders — direct-current, alternating-current,
or atomic-hydrogen — or help with your welding
problems, call on your G-E arc-welding distributor,
or write General Electric, Schenectady, N. Y.

WESTERN DISTRIBUTORS

VICTOR EQUIPMENT CO. San Francisco Los Angeles Fresno

J. E. HASELTINE & COMPANY Portland Seattle Tacoma

THE GALIGHER COMPANY Salt Lake City

Visit the 1940 Go/den Gate International exposition,
painted with light by Genera/ Electric

GENERAL ® ELECTRIC

When in Philadelphia, come
■j-o The Barclay, Philadelphia's
most distinctive hotel. After
you leave, you'll count the
days until you can return
again, -for this delightful resi-
dence provides the ultimate
in luxurious living.

RITTENHOUSE SQUARE

PHILADELPHIA

Arthur T. Murray, Managing Director
RATES ON REQUEST

VIKIIVG
MAR|]\[E
PUMPS

We would like to introdure you to the complete
line of Viking Rotary Pumps for Marine Tenuinal
and Barge service. We are anxious to show how-
Viking can furnish you with a wide selection of
capacities, in both single and twin unit models
. . . we would like to point out Viking's rugged,
sturdy construction that guarantees constant per-
formance even under the toughest working con-
ditions. Viking is equipped to deliver standaril
marine pumps immediately . . . special pumps,
of specified metals, mountings and drive arrange-
ments, can be furnished in a hurry. Let us know
your problem . . . write the Viking Pump Com-
pany, Cedar Falls, Iowa.

PACIFIC COAST DISTRIBUTORS:

Viking Pump Company

anta h\- Avo.. I.os Angek-s, Calif.

De Laval Pacific Co.
Ul Beale St., San I-'ranclsco, Calif.

Tradt Mark—
The Sign Of A
tJenuine Vikinu

vessels. Completion dates November, 1940;
and January, March and May, 1941.

Hulls Nos. 265 to 268. four C-3 IN pas-
senger and cargo vessels tor U. S. Lines. De-
livery dates March 15, April 15, June 15 and
August 1. 1941.

Hull No. 271, ferryboat for Police Jury,
Parish of Plaquemines, Pointe-A-La-Hache,
La.; 105' X 35' x 5'. Completion date, May
15. 1940.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
X 7' 6". Estimated completion date, August
1, 1940.

Hulls Nos. 275-276, two oil barges, 93' X
36' X 10' 6", for Panama Canal, Washington,
D. C. Delivered.

Hull No. 277, derrick barge 80' x 38' x 6'
for Doulluc y Ewin, New Orleans, La. Esti-
mated completion date May 15, 1940.

Hull No. 278. mooring barge 100' x 30'
X 5' for Standard Oil Co. of Ind., Chicago,
111. Estimated completion date May 12, 1940.

Two oil barges, 195' x 35' x 9' 9", for
Ashland Oil Co. Completion date. May 25,
1940.

One oil barge, 195' x 35' x 9' 9", for C. J.
King, Dothan, Ala. Completion date, June
I, 1940.

One oil barge, 225' x 35' x 10' 0", for
Standard Oil Co. of Kentucky. Completion
date, July 22, 1940.

Six sand and gravel barges, 1 10' x 26'
X 6' 6", for Tennessee Valley Sand and
Gravel Co. Completion date, June 1, 1940.

LEVINGSTON SHIPBUILDING CO.
Orange, Texas

NEW CONSTRUCTION:

Four all-welded unmanned barges 173' x
39' X 8' 6" for Pan American Refining Co.
Delivery date May, 1940.

One steel single-screw diesel tugboat 70' x
19' X 8' for Pan American Refining Co.; 450
B HP. Delivery date May, 1940.

One electric ferry 185' IVi x 55' x 15' 6"
for Electric Ferries, Inc. Powered with 950-
H.P. General Motors diesel with one 750-
H.P. propelling motor. Delivery date, May,
1940.

Two all- welded unmanned barges 173' x
39' X 8' 6", for Higman Towing Co., Orange,
Texas. Delivery date. May, 1940.

One all-welded steel tugboat 48' x 12' 3"
X 6' 2" for Atlantic, Gulf ii Pacific Company,
N. Y.; 165 HP. Delivery date May, 1940.

One all-welded steel tugboat 37' 7" x 14'
X 7' 6" for Atlantic, Gulf 6? Pacific Co., N.
Y.; 240 HP. Delivery date May, 1940.

MANITOWOC SHIP BUILDING CO.

Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'
X 23.5'. Approximate dates, launching date,
September 15, 1940; delivery date, January
4, 1941.

One steel twin screw diesel towboat,
140' X 35' X 8' 6". Delivery date, Novem-
ber, 1940

NEWPORT NEWS SHIPBUILDING a:
DRVDOCK CO.

Newport News, Va.

NEW CONSTRUCTION:

Hull No. 369, America, twin screw mail,
passenger and cargo liner for United States
Lines Co.; length 723', beam 92', depth 45'.
Launched August 31, 1939; delivery date,
July 2, 1940.

Hulls Nos. 370, 371 and 372, three oil
tankers for Standard Oil Company of New
Jersey; gross tonnage about 11,500 tons;
L.B.P. 525', breadth molded 75', depth
molded 39'. Keel laid, No. 372, February 5,
1940. Launching dates, No. 370, September
29, 1939; No. 371, January 26, 1940. No.
370 delivered April 20, 1940.

Hull No. 378, battleship 58, Indiana, for
U, S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
384, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", depth
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 380, November 13, 1939; No. 381,
December 26, 1939: No. 382, February 5,
1940. Estimated launching date. No. 379,
June 7, 1940.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U. S. Mari-
time Commi.ssion; length 465', breadth 69'
6", depth 42' 6"; gross tonnage about 9100
tons.

Hulls Nos. 387-388, two single-screw
cargo vessels for Matson Navigation Co.
Length 465', breadth 69' 6", depth 42' 6";
gross tonnage about 7,700.

Hull No. 389, one single-screw cargo ves-
sel for International Freighting Corp., Inc.
Length 435', breadth 63', depth 40' 6";
gross tonnage about 8,000.

THE NEW YORK SHIPBUILDING

CORPORATION

Camden, N. J.

NEW CONSTRUCTION:

One destroyer tender for U. S. Navy.
Launched May, 1939; delivered.

One seaplane tender for U. S. Navy;
launched April, 1940.

One destroyer tender for U. S. Navy.
Launched December 9, 1939.

One seaplane tender for U. S. Navy; or-
der placed October 14, 1938.

One battleship for U. S. Navy. Keel laid
July, 1939.

One repair ship for U. S. Navy; order
placed July 20, 1939.

Two cruisers for U. S. Navy; order placed
March, 1940.

THE MARYLAND DRYDOCK CO.

Baltimore, Md.
DRYDOCK AND ROUTINE REPAIRS:
China Arrow.

THE PUSEY & JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp; 1600 gross
tons; 300' x 65' x 20'; steam UnaFlow pro-
pulsion; 3600 H.P.; 16-knots speed; cost
$l,000,0f)0. Launching date August I, 1940;
delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000

gross tons; 413' x 60' x 37' 6"; turbine prii-
pulsion; 4000 H.P.; 14-knots speed; cost
$1,928,000. Launching date November 1,
19';0; delivery dates January and March,
1941, respectively.

Hulls Nos. 1077 and 1078, two tugs for
Donaldson Towing 6? Lighterage Co.; 205
gross tons; 95' 6" x 24' x 14' 9"; steam Una-
Flow propulsion; 600 H.P.; 13-knots speed;
cost .$200,000 each. Launching date May 21,
1940; delivery date June, 1940.

Hull No. 1079, tug for Long Island R.R.
Co.; 105' X 24' X 12' 11"; 210 gross tons;
Una-Flow steam machinery; 800 S.H.P.; 11
knots speed. Launching date October 15,
1940: delivery date December, 1940.

Hulls Nos. 1080-1081, two automobile and
passenger ferries for Delaware-New Jersey
Ferry Co.; 206' x 65' x 16'; 750 gross tons;
Una-Flow steam machinery; 1400 S.H.P.; 15
m.p.h. speed. Launching date December,
1940; delivery date 1941.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION:

Hull No. 135, one single-screw diesel
cargo vessel for U. S. Maritime Commis-
sion, C-3 design. Equipped with Busch Sul-
jer engines. Delivery date. May, 1940.

Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;
diesel propelled; equipped with Sun-Doxford
engines. Delivery dates April, May, June and
July, 1941.

Hull No. 150, one 16-knot tanker for
Texas Co.; single screw steam turbine; 13,285
tons dwt. Delivery date, June, 1940.

Hulls Nos. 191-192, two single screw
steam turbine railroad car carriers for Sea-
train Lines, Inc. Delivery dates. May 15 and
June 25, 1940.

Hull No. 193, one tanker for Standard
Oil Co. of Calif.; 7,000 dwt. tons. Delivery
date March, 1941.

Hull No. 194, one tanker for Atlantic Re-
fining Co.; 19,400 tons. Delivery date July
10, 1940.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co. of N. J.; 1,800 tons. De-
livery dates March and June, 1941.

Hull No. 196, one tanker for Sun Oil
Co.; 1,800 tons. Delivery date December 1,
1940.

Hull No. 198, one tanker for Texas Co.;
13,78.'^ tons. Delivery date July, 1941.

Hulls Nos. 199-206, eight cargo vessels
for U. S. Maritime Commission; 7,500 tons.

TAMPA SHIPBUILDING &

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 33-36, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons; diesel pow-
ered. Launching dates. No. 33, October 31,
1939; No. 34, January 10, 1940.

Hulls Nos. 37-40, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons.

pacific: MARINE REVIEW

r

PACIFIC

mnRinE
Review

JULY
1940

;OUTH
MERICA

incc

LTA LINE

MISSISSIPPI

NEW S.S. DELBRASIL ENTERING THE^
BEAUTIFUL HARBOR, RIO DE JANEIRO

/it jtf044A. Ae/UMCA :
THE MAGNIFICENT NEW LINERS

DELBRASIL
DELTARGENTINO

Hm

j&-^

^i&.

TWO FISTED
POWER

Another hidden plus value in
Tubbs and Portland Marine Rope

In the boxing ring, two-fisted power of
perfectly coordinated muscles means the
difference between the "champ" and the
mediocre fighter.

In a product such as rope just such two-
fisted power is a vital hidden value. It
is this power and ruggedness that gives
real "champion class" rope its ability to
stand up and take the hardest punishment
— and come back for more!

You will find built into every strand ol
Tubbs and Portland Marine Rope two-
fisted power to give you the maximum
service. It is another of those many
hidden plus values that give you more for
your Marine rope dollar — that have
earned for Tubbs Extra Superior Manila
and Portland Cloverleaf Manila the title
of "champ" in every port of the Pacific.

UBBS CORDAGE CO.]

200 Bush Street, San Francisco

PORTLAND CORDAGE CO

Official Organ

Pacific American
Steamship Associai-ion

Shipowners Association
of the Pacific Coast

PACIFIC

mflRin€

R€VI6W

Contents - July, 1940

Editorial Comment:

Privilege Becomes Responsibility 29

An Inspiring Record 30

Moore Delivers Sea Arrow 32

Radio Equipment on Sea Arrow 39

American Shipping and Shipbuilding 40

S. S. Delbrasil 42

Economical Welding Applications in Shipyards 48

Sinews of Steel 50

One from Madeira, a Notable Tuna Clipper 51

Your Problems Answered 52

Marine Boilers II Formulas for Working Pressure.
By "The Chief"

Steady As You Go! 54

Cargo and Stowage Questions I Ventilation.
By "The Skipper"

Largest All-Welded Pacific Coast Hull 56

Specializing in Heavy Lifts 58

The United States Passenger Liner America — Some Notes on

Her Auxiliaries and Equipment 59

America's First Diesel Power Lifeboat 63

On the Ways 64

Latest News from Americ.in Shipyards

The American Pathfinder of the Seas 67

Building in American Yards 80

Miscellaneous: Deck Officers' Licenses for May, 54; Chief Con-
structor, U. S. Coast Guard, Retires, 68; Engineers' Licenses

for May, 78.

PUBLISHED AT 500 SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March 3, 1879. Published on the 1st of
each month. Advertising and editorial forms clo.sc on the l.'ith. Subscription price, one year: Domestic, Sl.-'iO; foreign, $2.50; two years:
Domestic, $2..')0; foreign, $4.00: three years: Domestic, $3.00: foreign, $.i..50; single copies, 25c. Chas. F. A. Mann, Northwest Represen-
tative, 1110 Puget Sound Bank Bldg., Tacoma, Washington. New York Office, Rooms 202-203, 170 Broadway;

Telephone COrdlandt 7-3579.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash,
17 Battery Place: Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C., at the news stand of the Carlton Hotel,

16th and K Streets.

J. S. Hines

President and Publisher

B. N. DeRochie

Assistant Publisher

Paul Faulkner

Advertising Manager

Alexander J. Dickie

Editor

F. Dryden Moore

Assistant Editor

PACIFIC MARINE REVIEW

July, 1940

There's No Slipping Hazard in the Galley

HEN the "ESSO BOSTON" and
several sister ships were built tdr the
Standard Oil Company of New Jersey by the
Federal Shipbuilding 6? Dry Dock Company,
walking safety was assured in the galleys by
Alundum Floor Tile. Spilled liquids cause
no slippinf^ hazard, for even when wet this
tile gives a firm, sure footing. And it will
never wear smooth and slippery in the spots
where traffic is concentrated. Catalog A gives
full information.

CRAIG SHIPBUILDING COMPANY

LONG BEACH, CALIFORNIA

Builders and Repairers of
Steel and ^^ooden Ships

Drydock Capacity
2500 Tons

VOLUME 37
No. 7

PRCIFIC

mflRinG
Review

JULY
1940

/I StUnulcUifUf, (leco^d

In his report of May 15, outlining to his Board
of Governors the activities of the first four months
of 1940, Alnion E. Roth, president, graphically
summarizes as follows the constructive work of the
San Francisco Employers' Council.

During the period covered by the report, the
records shows that the Council has:

Served 1,423 firms, employing 28,899 persons, in
matters affecting employer-employee relations;

Settled amicably without losses to employers or
employees a total of 48 controversies ;

Completed 26 collective labor agreements, and
handled 45 collective negotiations involving 551
firms and 8,330 employees; and

Sponsored 565 meetings with employer and em-
ployee representatives, most of which were held
in the offices of the Council.

During the four-month period, there were seven
strikes held in San Francisco, in only two of which
was the Council concerned as negotiating agent
prior to the strike.

The Council began its work on February 20,
1939. Since that time it has successfully negotiated
or has now under process of negotiation 128 col-

lective agreements, and has amicably settled
through negotiation, adjustment or arbitration, 195
controversies.

This is a very inspiring record of cooperation in
industry, and reflects great credit on the Em-
ployers' Council and on its chief executive.

As we go to press, definite word comes of allo-
cations of several Navy jobs to Pacific Coast yards
in addition to the contracts listed in our On the
Ways and Building in American Yards sections.

On June 29 Mare Island was awarded four sub-
marines under the Navy expansion program au-
thorized by the Vinson Act. On the same day, two
destroyers were awarded to the San Francisco plant
of the Shipbuilding Division of the Bethlehem
Steel Company.

Undoubtedly also Puget Sound Navy Yard was
awarded its share of the huge program allocated
to private yards and Navy yards on June 29. The
total private yard negotiated price awards let by
the U. S. Navy on that date include the ships listed
below.

Electric Boat 13 submarines at % 2,790,000 $36,270,000

Bethlehem Fore River 4 cruisers at 23,618,000 94,472,000

Do 4 cruisers at 18,573,000 74,292,000

Bethlehem Staten Island 2 destroyers at 7,431,000 14,862,000

Bethlehem San Francisco 2 destroyers at 5,977,000 11,954,000

New York Shipbuilding Corp 3 cruisers at 18,657,800 55,973,400

Do 1 seaplane tender 14,260,500

Federal Shipbuilding & Dry Dock Co. ... 6 destroyers at 7,159,700 42,938,200

Do 2 destroyers at 8,500,000 17.000,000

Do 2 destroyers at 5,277,000 10,554,000

Bath iron Works 6 destroyers at 6,813,200 40,879,200

$383,455,300
Totals: 11 cruisers, 13 submarines, 1 seaplane tender, 20 destroyers.

P^UolieXfe. H flei/px^^^AjJuiU^f

Coast Guard Graduates Hear Some Plain, Old-Fashioned Truth

To the nineteen young men graduates of the 1940
class of the United States Coast Guard Academy at
Xew London, Connecticut, came some brave and true
words from Herbert E. Gaston as they listened to his
"charge" on their acceptance of commissions in the
Coast Guard Service. Mr. Gaston is Assistant Sec-
retary of the Treasury.

In view of the present world situation, this address
becomes in a very real sense a "charge'' to every
American citizen, and deserves a much larger audience
than the 19 graduates and the friends gathered to do
them honor.

As published in the Coast Ciiard Bulletin, Mr. Gas-
ton's address follows:

If I could give you an}- gift at all, it would be the
gift of a certain way of thinking about your commis-
sion in the service of the United States as an officer
of the Coast Guard. I would have you think of it,
not as a debt to any one or to many, not as a responsi-
bility hanging as a dead weight around your neck, but
as a glorious opportunity, a break, the friendly pat on
the shoulder that says to you, "Get in there now, and
do your stuff."

You will reject automatically the notion that now
you have made the grade and you can rest on your
oars and live a life of ease and some honor as a sort
of pensioner of the public. You will reject it because
you will know instinctively that there's nothing to it ;
that that way of life just isn't any good, or any fun.

that it has no satisfaction in it, that it is no life for
a man.

Instead, you will want to do a bang-up good job on
every assignment and every detail you have ; j^ou will
want to reflect on how you could have done it better.

Men and Ships Exacting Masters

You will have responsibility for ships, which are
machines, and for men. Both of them are exacting
masters. It may seem strange to you that I speak
of the men who will work under you rather than your
superior officers as your future masters. Those who
have known responsibility for the lives and welfare of
men know what I mean.

You will command men. You will command them
under a form of military discipline. That discipline
exists for no other reason than that it is the best sys-
tem that has been found for doing an exacting job
well, because the job itself creates and demands dis-
cipline. The higher you rise, the more stern the dis-
cipline which the job imposes. You were not selected
for command because of any assumed social super-
iority, but through a searching system of examina-
tion and training to fit you for command. You have
the opportunity to prove that no mistake was made.

The Coast Guard, more than any other Service,
typifies the soul and character of the American na-
tion and the American people through its combination
of virtues molded into a benevolent organization of

The United States Coast Guard
operate? one of the largest fleets in
America. They have:

35 cruising cutters

117 patrol boats

42 lightships

65 lighthouse tenders

32 harbot craft

4 training vessels

4 special craft

a total of 319 vessels.

A cruising cutter, U. S. Coast Guard.

I' A <; I I' I C MARINE REVIEW

strength and courage devoted to the service of man-
kind.

There is a different doctrine at large in the world
today. It is that nations need recognize no code of
honor, no duty that strength owes to weakness, no
right of free men to live a life of freedom, but that
might is the only law which men should respect and
that it is a law of nature that might should trample
and beat down all that stands in its path. This, we
are told, is the principle and the law by which nations
exist.

Just to say that we are Americans is enough to
say that we reject that doctrine utterly, that we reject
it with scorn, with contempt, and with pity. It is re-
pudiated by our history, by the life of every man who
has served our country nobly in peace and every man
who has died gallantly for our country in war. It is
a denial of civilization, a denial of every step of man's
l)rogress from the cave and the jungle. It is a doc-
trine of men turned beasts.

I speak of this because it has an application to your
careers. You are to follow the waj-s of peace in pro-
tecting men's liberties and protecting men's lives.
But you are to be prepared also to protect them in the
sterner test of war if war should ever become neces-
sary to defend America's existence and .America's way
of life against an alien tyranny.

In that again, if it should befall you, you will typify
the spirit of our Nation, which seeks peace and pur-
sues with determination the benevolent and construc-
ti\ e way of peace, but has the will and the strength
to meet any aggressor who would challenge our lib-
erties.

Always Prepared

You have a motto which means "always prepared.''
I hope that each of you will take it as a personal motto
for himself. Neither ships nor people are ever pre-
pared by accident for what is to come. It is always
by intention and by work. The extent to which the
Coast Guard is always prepared will depend always
on the extent to which each one of you and each one
of your shipmates is prepared for any task that he may
have to perform. Initiative is and always must be
a most highly valued quality in any military service
as well as in any civilian service — and that's some-
thing that we must never forget. Initiative comes
from the individual. It is a part of individual think-
ing and individual character. We want unity of action
— yes. We want a well integrated organization. But
integration and unity themselves are products of the
thinking of individual men. We act in concert, but
we think alone.

In this respect, the aims of our Service are again
typical of the aims of our democracy, which gives
freedom to the individual to think and to speak with
freedom and without duress — even to criticize harshly
existing institutions, existing ways of doing things, so
that the brains of all may be utilized to promote pro-
gress. There is no aristrocracy, no system of caste or
rank in the intellectual world, except the aristocracy
and the rank created by the fact that some men are
willing and able to think more effectively and more

fruitfully than others. And those who are able in this
respect are able largely because they have been will-
ing to undertake the labor and the hardships of think-
ing and learning.

Get Your Thinking Straight

This thought leads me to revert to the theme on
which I touched a moment ago. It is very much in
my mind, and I think in yours, because it contains a
compulsion — a terrible compulsion — upon us, to get
our thinking straight.

We have seen and are seeing unity of action make
of dictatorships a menace to all the world. We need
not think the menace must always be confined to an-
other world and that it does not threaten us. It does
threaten us, from within if not from without ; and I
am inclined to think that the most subtle and there-
fore the most dangerous aspect of the threat is the
danger that we Americans might be persuaded that
the ways of democracy are of necessity weak and in-
effective for their own defense and that they must
give way to the methods of dictatorship, that we must
sacrifice freedom of thinking to get unity of action.

The record of history teaches no such lesson. It
teaches quite the contrary. Humanity has progressed
where there has been freedom to think, freedom to
exchange ideas, freedom to progress. These modern
forms of military totalitarian dictatorships are using
the arts of civilization to lay waste civilization. The
very weapons that they turn against peaceful peoples
were forged in the laboratories and the studies of
peaceful and freedom-loving people, \irtually every
atom of scientific knowledge that makes these war
machines frightful was stolen from the minds and
hands of peaceful men working in intellectual and
physical freedom for the advancement of mankind.
These menacing monsters are not the ultimate fruit
of civilization. They are foul parasites on the body of
civilization, drawing their strength from the accom-
plishments that men of peace have wrought.

They are a new thing in this modern world. They
are but a few years old. No matter how black the
situation may look today, we have no reason and no
right to think that they will conquer and corrupt the
world to their system. We have every reason in the
light of history to believe that they will be crushed
or will fall of their own weight. Nature will not ac-
cept the domination of brute force. If that were true,
man would never have existed. How can any system
which throttles thought endure or live long? Must
it not perish in its time, as any other parasite must
perish?

Let us have unity, but not without freedom. Let us
protect freedom through the concert of action of free
men. Let us be prepared.

For all that may come of opportunity to build the
greatest of joys and satisfactions, which is work well
done and work done in the interest of human welfare
and human progress — not in the interest of hate or
tyranny — may each of you always be prepared — and
may God go with you.

JULY, 1940

In Pacific Coast shipbuilding cir-
cles, June, 1940, is a notable month
marked with the name Moore. In
that month the Moore Dry Dock
Company launched a large cargo
vessel, laid the keel for another, and
held the trial trip of a third. These
vessels are U. S. Maritime Commis-
sion C-3, geared turbine drive, shel-
ter deck type cargo carriers, of
which a fourth is in the water at
Moore's outfitting dock having ma-
chinery and equipment installed.

The three vessels of this group
that are already launched were
christened Sea Arrow. Sea Star and

Sea /ln4044A —

Sea Arrow stack.

I Photo by Bird)

Sea Panther. Pictures illustrating
this article were all taken on the
Sea Arrow, and show very nicely
the remarkably fine workmanship
and finish of that vessel. Sea Arrow
is a Number One ship in several
respects :

(1) She is the first vessel of the
U. S. Maritime Commission pro-
gram to be built on the Pacific
Coast.

(2) She has the first high pres-
sure marine steam power plant to
be installed on the Pacific Coast.

(3) She is the first large cargo
vessel built on the Pacific Coast

Moore Dry Dock Company

First High - Pressure

Built in a Pacific

with over half the joints in the hull
welded.

(4) She is the first large mer-
chant vessel built in a Pacific Coast
yard to be equipped with all the
modern American safety require-
ments and fireproof construction.

These facts, coupled with the long
famine of new construction in Pa-
cific Coast shipbuilding plants, have
caused a great deal of interest in the
progress of the Sea Arrow. Would
the shipyard be able to get skilled
workers? Would these workers be
able to master the new shipbuilding
technique? Would Pacific Coast
marine mechanics be able to install
high-pressure steam systems satis-
factorily? Would the first plant be
full of "bugs," and so put a black

S. S. Sea Arrow on her preliminary trials on San Francisco Bay.

(Pholo by Moulin)

PACIFIC MARINE REVIEW

C'3 ^eJluen^d

Holds Successful Trials on
Steam Cargo Carrier
Coast Shipyard

eye on future contract prospects?
These and a hundred more ques-
tions were in many minds and not a
few mouths. They are now very
satisfactorily answered in a finished
ship, and a more beautifully finished
ship than Sea Arrow would be hard
to find.

On her trials she was pretty well
loaded with experts. The official
trial board from the Maritime Com-
mission and their large corps of ob-
servers. The guarantee engineers
and installation men of the machin-
ery and equipment manufacturers.
The shipyard trial crew. All hard-
boiled, technical, and little given to
verbal bouquets. But everywhere
one heard praise of the workman-
ship; remarks on the interest taken
by mechanics; comment on the
rather remarkable circumstance that
during the dock trial just one small
gasket blew, and the full vacuum on
both main and auxiliary condensers
was obtained with no adjustments
on the first attempt.

As we go to press, word comes
that Sea Arrow has gone well above
her required speed on trials, and has
earned a bonus by keeping well be-
low her guaranteed fuel consump-
tion rate.

We congratuhitc the Moore Dry
Dock Company and all of those who
have worked with them to produce
this beautiful ship and these excel-
lent results.

Characteristics of Sea Arrow are
shown in table herewith. In general
she is a single-screw steel cargo
vessel of the shelter deck type, with

Bow view at out-
fitting pier.

(Photo by Moulin)

raked stem and cruiser stern, driven
by geared steam turbines. Her total
disijlacemcnt at 28 feet 7^ inches
mean draft is 17,600 tons, and
breaks down into: light weight of
hull and machinery, 5680 tons; and
total deadweight carrying capacity,
11,920 tons. The total deadweight

includes: fuel oil capacity, 1629
tons ; fresh water cajiacity, 70 tons ;
distilled water capacity, 14 tons ;
boiler feed water capacity, 314 tons;
crew, stores and effects, 33 tons ;
and deadweight cargo capacity, ap-
proximately 98()0 tons.

Seven watertight bulkheads di-

Principal Characteristics

Length overall 492 — 0

Length between perpendiculars 465 — 0

Beam molded 69 — 6

Depth molded, shelter deck 42 — 6

Depth molded, freeboard deck 33 — 6

Draft, loaded 28— T'A'

Full load displacement (approx. ) 17,600 tons

Gross measurement (approx.) 7,680 tons

Net measurement (approx.) 4,5.50 tons

Light weight of vessel 5,680 tons

Total deadweight capacity 11,920 tons

Cargo deadweight at 28' — IV2" draft 9,860 tons

Propulsion power, normal 8,500 slip

Propulsion power, maximum 10,625 shp

Sustained sea speed 16'/2 knots

Cruising radius at 16'/2 knots 12,000 miles

Normal crew 43

Passenger capacity 12

JULY, 1940

vide the hull into eight compart-
ments. From bow to stern these
are: the fore peak: hold Xo. 1. with
hatch opening 20' 0" x 36' 0", and
with 105,593 cu. ft. capacity : hold
Xo. 2, with hatchway 24' 0" x 30' 0".
and with 134,141 cu. ft. capacity ;
hold Xo. 3, with hatchway 24' 0" x
37' 6", and 180,642 cu. ft. ; the engine
room or machinerv space; hold Xo.
4, with hatchway 24' 0" x 30' 0", and
142,8(i0 cu. ft. : hold Xo. 5 with
hatchway 24' 0" x 40' 0", and 110,853
cu. ft. ; and the after peak.

In tween deck spaces over the ma-
chinery compartment there is an ad-
ditional dry cargo capacity of 12. 27(i
cu. ft. Xo provision is made in this
design for refrigerated cargo. In
holds Xo. 2 and Xo. 5, oil-tight deep
tanks are installed for liquid cargo
in bulk. The two tanks under Xo.
2 hold have a combined capacity for
1560 tons, and the tank under Xo.
5 hold will take 270 tons.

Perishable ship's stores are kept
in refrigeration chambers on the

shelter deck amidships, where they
are readily accessible to the galley.
There are six of these chambers, of
the following capacities and speci-
fied temperature ranges : meat room,
1180 cu. ft., 22°-26° F. ; vegetable
room, 1180 cu. ft., 35°-40° F. ; dairy
room, 260 cu. ft., 40°-50° F. ; thaw-
ing room, 370 cu. ft., 40°-50°F. ; ice
room, 200 cu. ft., 20° F. ; and fish
room, 260 cu. ft., 20° F. All of
these conditions are maintained
by a direct expansion s\stem in-
stalled by the York Ice Machinery
Corporation, using Freon 12 rcfrig
erant and served by a York 4" x 4"
compressor driven by a 7.5-hp
W'estinghouse motor.

Hatch Covers and Cargo Handling

On the shelter deck, all hatch cov-
ers are the Tutin type, of welded
steel box section construction.
These covers span the entire width
of the hatch, and are self-supporting
without strong backs. Two jacks
with wheeled base lift each section

clear and roll it lo the end of hatch,
where the co\ ers are stowed while
cargo is being worked. With the
aid of these jacks, two men, one on
each side of hatch, easily handle
these large steel covers. The stow-
age of this type of hatch cover
lea\es the deck perfectly clear for
cargo handling operations. All the
tween deck hatches are fitted with
standard hatch boards and strong
backs.

There are five sets of king posts,
fitted with 16 five-ton and one 30-
ton cargo booms served by 16 Amer-
ican Engineering Co. winches. The
booms and king posts are of tubular
steel, and were supplied by the Col-
umbia Steel Co. These winches are
of the single-drum type, with drums
22" in diameter and 20 inches long,
ami with a single 18-inch gypsy
head on the drum shaft extension.
They are dri\en by 50-hp General
Electric water])roof motors, and are
designed to handle 3720 pounds at a
speed of 330 fpm, and 7450 lbs. at

(rho(o hy Moulin.)
An unusual high lighted photograph of the lower tween deck space in Hold No. 1, showing details of construction and equipinent.

PACIFIC M A K I N F. R K V 1 K W

Cargo gear,
hatch covers,
king posts,
booms, houses,
and winches in
systematic,
streamlined
arrangement on
shelter deck,
looking forward
from bridge.

(Photo by Bird.)

250 fpm. Two units are fitted with
double gearing, and will lift 14,430
lbs. at 105 fpm. As will be noted in
the deck views herewith, the
winches are all installed on the shel-
ter deck directly in line with the
king posts. The operating control
stand is inboard of winches and
practically on fore and aft center
line of the ship. All resistors in con-
nection with winch control are in-
stalled inside the deck erections
between each pair of king posts.

The windlass, furnished by the
American Engineering Company, is
of the horizontal spur gear type
driven by a 70-hp General Electric
motor, and will lift the two 10,640-
pound Baldt anchors simultaneously
from a dejtth of 30 fathoms at a
speed of 30 fpm. Naco cast steel
stud link anchor chain is used.

An American Engineering 24"
capstan of the re\ersible type, lo-
cated aft on the shelter deck, is
driven through a vertical shaft by
reduction gear, worm drive, and 50-
hp General Electric motor installed
on the second deck. This capstan
will exert a 29,000-lb. pull at a rope
speed of 30 fpm.

Steering equipment is modern and
veiy complete. The steering engine is
the well-known American Engineering
Company electro-hydraulic unit, ar-
ranged to be controlled from the wheel

house either by hydraulic telemotor
for manual steering, or by the Sperry
gyro pilot control for automatic course
keeping. Direct manual control is ar-
ranged from a station aft on the shel-
ter deck or from a trick wheel in the
steering engine room. The hydraulic

pumps which actuate the rams oper-
ating the rudder are installed in
duplicate, each pump being driven
by a 50-hp General Electric motor.
This gear will swing the rudder
from hard over to hard over in 30
seconds when the ship is going 18
knots.

The rudder is of the contraguide
type, and, together with the stern post,
provides a contrapropeller that is de-
signed to greatly increase propulsive
efficiency.

The deck views indicate the com-
plete elimination of the standard ven-
tilating cowl. In these ships all ventil-
ation is mechanical, and is maintained
by American Blower Corp. Sirocco
fans driven by Diehl motors. For ven-
tilation of cargo holds, the fans are
located in the deck erections between
the king posts.

All of the rooms for officers, crew
and passengers in the amidships deck
house are served by an air condition-
ing installation located in the after end
of house on boat deck. A Flexitube
Aerofin unit for heating or cooling and
controlling humidity of the air is
served by two Sirocco fans driven by
Diehl motors operated under Cutler
Hammer controls. The combined ca-

American Engineering Co. anchor windlass and Naco anchor chain,
forecastle of Sea Arrow.

(Phoioby Bird.)

J tr L Y. 19 4 0

^-TJ^'

;// /

Pipe and conduit installation in shelter deck
passage.

(Photo by Bird.)

pacity of the fans is 9410 cu. ft. of air
per minute.

Satisfactory conditions are main-
tained in galleys, toilets and bathrooms
by an exhaust mechanical ventilation
system.

Officers, passengers and crew are all
housed in the midship deck erection.
The rooms are all of fireproof con-
struction and the furnishings are of in-
combustible materials. Every man in
the crew has a good berth, an individ-
ual locker, hot and cold water piped
to room, ample bath and sanitan,- facil-
ities. The bulkhead and ceiling panels

in all rooms are of Johns-Manville
Marinite, metal faced, and painted in
pleasing combinations.

Four large staterooms, each with
private bathroom, jirovide very com-
fortable accommodations for 12 pas-
sengers.

A large, electrically-equipped galley,
and two pantries, serve the various
messrooms. The galley ranges, bake
ovens, bain marie, and other electric
equipment was furnished by the Edi-
son General Electric Appliance Com-
panv. All joiner work in the accom-
modations was furnished by Hopeman
Bros, of New York.

The locations of quarters are : deck
and engine room crew, galley, galley-
stores, crew's mess, petty officers'
mess, and hospital, on shelter deck ;
deck and engine room officers' rooms,
officers' pantry, officers' mess and
lounge, cadet's rooms and junior offi-
cers' rooms, on cabin deck ; captain's
quarters, passenger staterooms, radio
room, radio operator's room, gyro
room, room for air conditioning unit,
and lobby, on boat deck ; wheel house,
chart room and games deck, on bridge
deck.

Navigating and Safety Equipment

Most modern and very complete
navigating and safety equipment is
provided on this vessel.

Kearfott double sash pilot house
windows with Kearfott motor-drive
window wiper are installed for the en-
closed portion of bridge.

A .Sperry Mark IV master gyro con-
trols repeaters on the flying bridge, in
the wheel house, in the chart room.
A Spern- gyro pilot takes charge
whenever automatic course-keeping is

desired. A .Sperry course recorder
keeps a continuous record of the ac-
tual courses taken by the ship.

A Bendix-Cory rudder angle indi-
cator shows the exact position and mo-
tion of the rudder to the navigating
oft'icer. Bendix-Cory mechanical en-
gine njom telegraphs faithfully trans-
mit orders from the bridge to the op-
erating platform in the engine room.

A Bendi.x-Cory general alarm sys-
tem enables the officer on the bridge
to rally the entire crew in an emer-
genc\'. -V Bendix automatic system
controls the whistle for signal pur-
poses.

A Fathometer echo sounding instru-
ment supplied by the Submarine Sig-
nal Company enables the navigating
oft'icer to have a practically continu-
ous indication of the water depth un-
der the ship's keel.

The ship's radio equipment is de-
scribed in a separate article.

A Lietz rotary resilient brake elec-
trically-driven sounding machine,
manufactured by the A. Lietz Com-
pany of San Francisco, is installed un-
der the port side wing bridge on the
boat deck.

.\ Crouse-Hinds docking spotlight
is mounted at each end of the bridge,
and a Westinghouse searchlight is in-
stalled on the flying bridge.

The Richaudio smoke detection sys-
tem, furnished by Walter Kidde &
Company Inc., covers every cargo
space. It continuously samples air from
each of these spaces, and should any
air sample show smoke, an audible
alarm will instantly sound, and the of-
ficer in charge can promptly apply
steam smothering to the space indi-
cated.

Captain's suite, stairway in lobby, officers' mess and lounge. Interiors on Sea Arrow feature simple line and color, combined with very neat

workmanship, to produce a comfortable, homey effect.

PACIFIC MARINE REVIEW

IS a steaming cajiac-

This all-electric galley, with its stainless steel and Monel trim, its tiled floor, gleaming white
walls and fine ventilation, should delight the heart of any seagoing chef.

A battery of Walter Kidde "Lux"
carbon dioxide cylinders is installed
on the second deck just forward of
the machinery space, and is piped to
the machinery compartment for pro-
tection against oil or grease fires. A
two-cylinder Lux hose rack is in-
stalled on the boiler flat.

For emergency abandonment of
ship, there is provided a pair of 28-
foot Welin metallic lifeboats, each of
which hangs from Welin Crescent
davits, one on each side of boat deck.
The two boats have ample capacity to
take care of entire complement of
ship's crew and passengers. These
boats are fitted with screw propellers
operated by manual gear. An 18-foot
Welin metallic workboat is also pro-
vided.

Machinery Installation

In general, the power plant of the
Sea Arrow comprises a pair of water
tube marine boilers supplying steam
to a cross compound turbine which
drives the single propeller shaft
through double reduction gearing. The
entire ])lant is in one comjiartment. the
boilers being mounted aft of and
above the turbine reduction gears. x-Mi
controls are centralized at an operat-
ing [jlatform on the forward bulkhead
of the machinery sjjace, so that an en-
gineer on watch there has a complete
view of both turbines and boilers.

Steam for all purposes on Sea Ar-
row is provided by two "D" type Fos-
ter Wheeler marine water tube steam
generators, each of which has a nor-
mal capacity of 37,500 pounds of
steam per hour at 465 psi pressure and
765° F. temperature. Under maximum

load, each unit
ity of 56,250 pph.

The steaming unit consists of a 42-
inch-diameter steam drum, connected
through vertical groups of water tubes
to a water drum directly below it. A
furnace is built at one side of the tube
bank and completely water-cooled by
means of closely-.spaced tubes, form-
ing tiie front, rear and side walls, as
well as roof. These tubes discharge
into the steam drum and are connected
into the main boiler circulation
through a system of tubes, below the
floor of the furnace, leading from the
water drum to headers at the bottom
<jf the water walls. The floor tubes are
covered with high-temperature refrac-
tory, which forms tlie floor of the fur-
nace. Fach furnace is fired with three
Todd Variable Capacity oil burners
arranged in a vertical row, and the re-
sulting high, narrow sheet of flame af-
fords maximum opportunity for radia-
tion of heat to the water walls of the
furnace and to the first rows of tubes
in the boiler tank.

Gases leaving the furnace pass
through three rows of widely-s{)aced
vertical 2" boiler tubes, which prevent
slagging and reduce gas temperatures
moderately before the superheater is
reached. Beyond the superheater, a
vertical baffle deflects the gases up-

Spaciousness, convenient arrangement of equipment and broad range of vision characterize
the wheel house on Sea Arrow.

JULY, 1940

ward to the top of the last bank of
vertical boiler tubes. The gas flow is
then downward through the 14 rows
of 1 14-inch tubes to the economizer
entrance, and then upward through
the economizer and the air preheater
to the stack.

The economizer is made up of 2"
seamless drawn steel tubes upon which
are shnmk gilled ring castings. Com-
bustion air makes two passes through
the preheater tubes, and then flows di-
rectlv to the burners through a short
duct built into the face of the boiler
casing. Forced draft is furnished by
two motor driven Sturtevant blowers.

These boilers as installed on Sea
Arrow are held in a rigid frame and
heavily insulated throughout. Over the
insulation is a substantial steel casing
of removable panels. Each boiler is
fitted with 11 ^'ulcan automatic me-
chanical soot blowers. Stack tempera-
ture of gases is approximately 275° F.
The two generators are set back to
back athwartship so that their uptakes
are both directly below the stack.

\\'ager smoke indicators are in-
stalled, and Masoneilan combustion
control with Hall feed water treat-
ment.

This steam generating equipment
supplies steam to the propulsion tur-
bine at throttle pressure of 440 psi and
throttle total temperature of 740° F.
The turbine is a De Laval Steam Tur-
bine Company unit with a normal rat-
ing of 8500 shaft horsepower deliv-
ered to the propeller shaft at 85 qim.
The turbine unit comprises: one high-
pressure turbine of 11 stages; one low-
pressure turbine of 7 stages ; and one
double reduction gear connected to the
turbines through fle.xible mechanical
couplings. When the propeller shaft is
turning 85 rpm, the high-pressure tur-
bine rotor revolves 5012 rpm, and the
low-pressure rotor 3459 rj)m. An
astern element of 3 stages is built into
the low-pressure casing.

The profjeller is a .solid four-bladed
bronze wheel 21 feet 7 inches in diam-
eter and having a pitch of 21 feet, 6
inches. This wheel was cast by the
Doran Company of .Seattle.

From the low-pressure turbine cas-
ing, steam exhausts into a Worthing-
ton conden.ser of the two-pass marine
type, having a cooling surface of 78rX)
.sc|. ft. and a capacity rating of 53,700
lbs. per hour at 28^ inches vacuum
and 75' I-', injection pressure with
cooling water velocity at 7 27y feet per
second and 85 per cent clean tubes.

This condenser had no dift'iculty ex-
ceeding its guaranteed vacuum on the
full power and overload trials of Sea
.\rrow.

The main condenser is served by
W'orthington complete air ejector unit
with inter and after condensers, and
bv \\"orthington vertical centrifugal
circulating and condensate pumps
driven by Westinghouse motors. The
condensate feedwater goes through
four stages of heating before entering
the economizer :

First it is used as a cooler for the
drainage from feedwater heaters, and
absorbs enough heat to raise its tem-
perature from 92° F. to 98.3° F. ; then
it goes to a Davis "Paracoil" heater,
which uses 8-pound steam and raises
the feed from 98.3° to 168° F. ; then
to a Worthington deaerating feed-
water heater, which is installed well
up in the engine room casing and is
supplied with bled steam at 25 pounds,
increasing the feed temperature to
240° F. ; and thence to a Davis En-
gineering Co. heater that uses steam
at KX) pounds and raises the feed tem-
perature to 310° F. The Worthington
deaerating heater has a surge capacity
of 645 gallons, and acts as the closed
hot well of the system.

A Davis evaporator is installed to
supplement the make-up feed supply.
The main feed pump is a Worthing-
ton 4.5 by 8-inch triplex single-acting
plunger type driven through gearing
by a 75-hp Westinghouse motor.

All of the general service pumps are
Worthington centrifugal vertical shaft
type driven by Westinghouse motors.
The lubricating oil system for the
turbine bearings, gears and gear bear-
ings is of the gravity type. All lubri-
cating oil from the turbines and gears
flows to a sump under the gear casing,
from which it is pumped up to the
lube oil service tanks by either of two
De Laval "IMO" pumps driven by
15-hp Westinghouse motors. For con-
ditioning the lubricating oil in this sys-
tem, there are installed: one Davis
lubricating oil heater; two Davis lu-
bricating oil coolers ; and a De Laval
centrifugal oil purifier.

.Since this is the first high-pressure
steam marine power plant installed on
the I'acific Coast, it is interesting to
note that in some of the installation
items that are greatly affected by the
unusual steam conditions. Pacific
Coast firms were ready to serve.

One instance is the Plant Rubber &
Asbestos Company. 'J'his linn did the

job of covering the high-temperature
steam lines with "Prasco" high-tem-
perature covering, and of jacketing
this covering with asbestos cloth
sewed with copper wire. They also
supplied and applied all insulation cov-
ering for steam e.\haust pipes, fire
lines, cold storage lines and all other
pipes requiring insulation against heat
leakage.

The Hercules Ei|uipnient & Rubber
Co. provided thousands of ga.skets and
hundreds of pounds of rubber from
their manufacturing divisions in San
Francisco for use in the construction
and the steam plant installations of
Sea Arrow and her sister ships.
. The Federated Metals Division of
the American Smelting & Refining Co.
furnished the Selby diesel babbit for
the line shaft bearings.

Auxiliary Power Plant

From the above description, it will
have been noted that the Sea Arrow
has a large load of connected electrical
power. As we figure it, this load, in-
cluding galley and lights, approximates
17(X) horsepower.

To carry this load, which, of course,
is never in total simultaneous opera-
tion, there are installed on the dynamo
flat in Sea Arrow's engine room two
300-kw, 120-240-volt turbo-generator
sets.

The turbines are De Laval, taking
steam at 440 psi and 740° F. total
temperature, and each exhausting into
a Worthington marine t}-pe 2-pass
condenser at 28>^ inches vacuum. The
generators are Crocker Wheeler di-
rect current, three-wire, compound-
wound machines. Current from these
generating sets is distributed through
a dead front switchboard furnished by
the L T. E. Circuit Breaker Co.

For the power and light required in
emergency, a diesel generating set is
in.stalled on the shelter deck level.
This set comprises a 20-horsepower
Hill diesel engine directly connected
to a 7.5-kw Electro Dynamic gen-
erator.

Sea y\rrow is the first of four sis-
ters. Three are in the water, and one
is fast taking shape on the ways. The
successful result of the trials of this
first vessel is a demonstration of the
skill and efi^iciency of the organization
at the M(xjre Dry Dock Company, and
certainly stamps that firm as being
fully abreast of the new technique in
modern shipbuilding and worthy of
additional contracts in the C S. Mari-
time C'liiiniission iirogram.

PACIFIC MARINE RKVIEW

04t Bed /In^uuu

All Maritime Commission ships are
practically Naval auxiliaries. The
eciuipment of these vessels is selected,
iiisi)ected and installed with great
care. This e(|uipment must measure
up not only to the demands of the
merchant trades in which the vessel
is to be enjfaged, but also to the de-
mands of Na\al re(|uirements if and
when the vessel is calleil into emer-
gency service.

The Radiomarine Corporation of
j\merica is therefore justifiably proud
tliat equipment designed and built by
them has been chosen by the Maritime
Commission to take care of all wire-
less communication and radio naviga-
tion for the fine steamer Sea Arrow,
recently completed at the Moore Dry
Dock Company's Oakland yard.

The pictures illustrating this article
show all the important items of this
installation. Dominating the radio
room is the T\pe No. ET 8010A inter-
mediate frequency combination main
and emergency transmitter. This
transmitter, rated at 200 watts, has an
actual output of 310 watts antenna
jjower when discharging into the stan-
dard Federal Communications Com-

mission specified antenna having a
capacity of 750 nimfd and a resistance
of 4 ohms. The frequency range is
375 to 5(J(J kc.

A T\pe X(j. ET 8002C 150-watt
high frequency tran.smitter with a
range from 5510 to 16,680 kc is also
installed, together with the latest type
intermediate fretiuency and high fre-
quency receivers.

This group of instruments as in-
stalled on Sea Arrow is calculated to
keep the shij) in constant communica-
tion with either end of any voyage on
w hich she may be called to serve.

.\ T\ pe A. R. 8600 radio auto alarm
is installed, and is so connected that
whenever the operator is ofif duty, cer-
tain radio signals will ring alarm bells
in the radio room, in the radio oper-
ator's room and on the bridge.

For radio navigation. Sea Arrow
has the R. M. C. radio direction finder
Type A. R. 8707 with controls, and
Sperry gyro compass repeater, in the
chart room, and directional revolving
loop antenna on the flying bridge. The
results with this instrument are accu-
rate in finding bearings on the radio
beacon signals from lighthouses, and

Radio direction finder in chart room.

enable safe navigation in fog condi-
tions.

The Maritime Commission has con-
tracted with Radiomarine Corporation
of America to su])ply all radio com-
munication equipment for all the C-1
type vessels on order. This includes 38
vessels, 19 on the Pacific Coast and
19 on the Atlantic and Culf Coasts.

Above: The radio room, showing complete equipment, except radio
alarm, which is shown separately at right.

JULY, 1940

American

For a factual, up-to-date commen-
tary on the status of American ship-
ping and shipbuilding, we turn nat-
urally to the monthly Bulletin of the
American Bureau of Shipping, from
which (June, 19-R), issue) are taken
the graphs and tables illustrating this
article.

Figure 1 shows the employment of

cent of the freighters, and only a lit-
tle over 2 per cent of the tankers.

The tankers are ICX) per cent pri-
vately owned. Nearly 90 per cent of
these hulk carriers are in coastwise
service, lYi per cent are in nearby
foreign trades, and only Yi of one per
cent in overseas foreign service.

During the past three months there

SUMMARY OF THE

EMPLOYMENT OF AMERICAN STEAM AND MOTOR MERCHANT VESSELS

OF 1,000 GROSS TONS AND OVER AS OF MARCH 31st, 1940

(Does not include Lake or River Tonnage)

SfmVti

Combination Passenger
and Freight

Freighters

Tankers

Total

So.

Gross Tons

No.

Cross Tons

No.

Gross Tons

No.

Gross Tons

PRIVATELY OWMED

Nearby Foreign (a)

Overseas Foreign

Coastwise

Laid Up Vessels

26
34
42

28

169,306
360,541
236.326
150,846

51
206
374

54

200,392
1,181,305
1,678,539

161,049

30

2

329

9

199,032

13,657

2,329,996

62,663

107'

242

745"

91...

568,730
1,555,503
4,244,861

374,558

Total Privately Owned

130

917,019

685

3,221,285

370

2,605,348

1,185

6,743.652

GOVERNMENT OWNED

Nearby Foreign (a)
0\-erseas Foreign
Coastwise
Govt. Ser\-ice
Laid Up Vessels

3b
3

lOc

30.063
61,411

158,636

31

Id

117

184,612

6,211
683,933

-

^

3
34

1

127

30,063
246,023

6,211
842,569

Total Govemraent Owned

16

250,110

149

874,756

-

-

165

1,124,866

Total American Fleet

146

1,167,129

834

4,096,041

370

2,605,348

1,350

7,868,518

(a) Nearby includes Canada, Mexico. Central America, West Indies
and North Coast South America to and including the Guianas

(b) Panama R. R. Vessels (c) Includes 2 Panama R. R. Vessels
(d) Loaned to War Dept.

Courtesy U. S. Maritime Commission, Division of Research.

Fig. 1.

the American Merchant Marine fleet
as of March 1, 1940. In the three
months since this table was compiled,
a considerable tonnage of the .ships
represented therein has been sold for-
eign, most of it coming from the clas-
siticatitjns of "I'rivately-owned laid-
up vessels" and '"Coastwise vessels."
This table shows that, of the total
fleet, a])proximately 14 per cent is
f iovernment owned, 86 per cent is pri-
vately owned, 15 per cent is laid up, and
85 per cent is active. ()i the Govern-
ment-owned fleet, 75 per cent is laid
ujj, and of the privately-owned fleet 5y>
per cent is designated as idle. It is in-
teresting also to note that in the jiri-
vately-owned fleet 16 per cent of the
cargo-])assenger type are idle, 5 per

Note:-Vessels under 2,000 Gross Tons included:

• 3 Vessels 4,659 Gross Tons

•> 44 Vessels 64,721 Gross Tons.

•" 21 Vessels 29,590 Gross Tons.

has been considerable dislocation of
these services, and a similar table as
of July 1 would probably show great
changes, but this table is a fairly nor-
mal showing for the American Mer-
chant Marine.

Figure 2 shows in diagram form the
growth of American shipbuilding ac-
tivity during the past 18 months, as
measured in number and in gross ton-
nage of vessels under construction
and/or contract. This diagram shows
an interesting trend, the tonnage re-
maining fairly constant from January
to August, 1939, and doubling in the
September, October, November peri-
od, then holding steady for four
months until March, 1940, and taking
a steep, upward jump from March to
June.

It is interesting to note that, where-
as the steep rise in the last cjuarter of
1939 was largely due to Maritime
Commission contracts, the jump mark-
ing the second quarter of 1940 was
chiefly caused by private tanker con-
tracts.

Figure 3 shows the break-down of
contracts existing on June 1 as to type
of ship and nature of propulsion
power. From the standpoint of deep
sea tonnage, we are interested only in
the cargo, passenger and tanker types.

Gross
tonnage

1,500,000

Vessels Under Construction and/or Under Contract in United States Yards
to American Bureau of Shipping Classification, and Other Vessels over
1,000 Gross Tons, as of the first of each month.

;

:

1,000,000

1

:

:

i M ;

: 1 .

500,000

:

:

J F M A M
1939

Dotted Line — Number of Ships
Solid Line — Gross Tonnage

; J

Fig. 2.

RECAPITULATION OF CONSTRUCTION CONTRACTS IN EXISTENCE
AS TO TYPE AND PROPELLING POWER

Type

No.

Gross Tons

(Est.)

Steam
No. H. P.

Turbo-Electric
No. H. P.

Diesel
No. H. P.

Diesel Electric
No. H. P.

Cargo

93

680,700

65

394,100

-

-

28

156,000

-

-

Passenger

21

204,300

17

170.500

-

-

4

34,000

-

-

Tanker

63

607,460

51

334.460

2

10,000

10

69,900

-

-

Tug

14

2.440

-

-

-

-

13

7,980

1

1.000

Towboat

14

4,680

I

1,500

-

-

13

11.570

-

-

Ferry

3

5,610

1

3.840

-

-

1

260

1

750

Carferry

1

6,000

1

6,0C0

-

-

-

-

-

-

Trawler

1

250

-

-

-

-

1

500

-

-

Schooner

1

95

-

-

-

-

1

120

-

-

Oil Barge

38

20.250

-

-

-

-

-

-

-

-

Cargo Barge

15

8,475

-

-

-

-

-

-

-

-

Coal Barge

29

12,430

-

-

-

-

-

-

-

-

Deck Barge

5

965

-

-

-

-

-

-

-

-

Salvage Barge

1

395

-

-

-

-

-

-

-

-

Derrick Barge

1

385

-

-

-

-

-

-

-

-

Totals

300

1,554,435

136

910,400

2

10,000

71

280,330

2

1.750

Self Propelled Vessels — 2H — 1
Non-propelled Vessels — 89 —

,511,535 gross tons.
42,900 gross tons.

Fig. 3.

totaling 177 vessels and 1,492,460
gross tons. In these three types the
figures indicate that there are now on
contract the following percentages of
existing tonnage : tankers, 23 per cent ;
cargo vessels, 16 per cent ; passenger
vessels, 17 per cent. Considering that
85 per cent of our existing fleet is
now considered practically obsolete,
these percentages of new construction
to existing tonnage seem hardly ade-
quate. This is all the more apparent
when we look at the present status of
the Maritime Commission program as
revealed in Fig. 4.

In the totals column of Fig. 3 we
see that the Maritime Commission as
of June 1 had contracted with Amer-
ican shipyards to build 156 vessels.
The Maritime Commission started a
shipbuilding program three years ago
calling for 50() merchant vessels in 10
years. The intention at that time was
that this program should produce an
orderly delivery of 50 ships per year.
As of June 1, with practically three
years gone out of the 10-year period,
there are only V? ships delivered, 9
more launched and still in builders
hands, and keels for 39 more laid in
the shipyards of America.

It is very obvious that this Mari-
time Commission program must be
speeded up if we are to add 500 ships
to the American Merchant Marine
during the 10-year jieriod. To do that,
we must finish and deliver 463 ships
in the next seven years, or an average
of 66 ships a year.

That this program is slower than
planned is due to no fault of the U. S.
Maritime Commission. It is due rather
to public and Congressional apathy to-
wards the program, and to that com-
bination of factors which produce high
costs in American shipbuilding. Both
of these causes are now losing consid-
erable weight through the impact of
world conditions, and we shall veiy
soon see a great demand for speeding
up the merchant shipbuilding program,
just as we are now witnessing a great
demand for the building of all classes
of Naval vessels to double our Navy.

The 1937 report of the U. S. Mari-

time Commission, wherein the i)re.sent
10-year shipbuilding program was in-
itiated, carefully surveyed the needs
of the American Merchant Marine,
and came to the conclusion that at
least l.(XX) ves.sels would be neeiled
within the next 10 years for commer-
cially necessary replacements of obso-
lete and fully deteriorated vessels. At
the same time, they concluded that
such a Heet would be too great an ef-
fort financially for the U. S. Govern-
ment to undertake along with its other
responsibilities. In order to put the ef-
fort on a national defen.se basis, thev
called Navy experts into consultation
and determinefl that the minimum
neeils for national defense during ihe
next 10 years would be 500 vessels.

At that time not even the most op-
timistic admiral had any idea of
doubling the Navy in four years, as is
now proposed. With this doubling of
the Navy it will, of course, be neces-
sary to i)rovide a large merchant fleet,
and with Congress in its present mood,
ready to appropriate billions for Naval
shipbuilding, it is entirely reasonable
to suppose that many more millions
will be appropriated for Merchant
Marine auxiliary Naval ships.

This would mean expansion of
American shi])building plant, and
many signs of this are appearing at
suitable locations on all our coasts,
both in expansion of existing yards
and preparation for building new
plants.

America is on the edge of that ship-
building boom which experts have
been foretelling for the past five years.

STATUS OF UNITED STATES MARITIME COMMISSION SHIPBUILDING
PROGRAM — June 1, 1940

Type of Vessel

Contracts Awarded

Keels'
Laid

Launched

No.

G. T.

D. W. T.

Passenger — U. S. Lines

• 1

24,800

13,000

1

1

-

Passenger & Cargo — Mississippi
Shipping Company

6

47,868

52,260

^

2

1

Passenger & Cargo. C-3

15

159.500

143,198

8

-

-

Cargo, C-3

18

140,394

224,050

16

10

7

Cargo, C-2

40

260,138

373,521

20

18

16

Cargo. C-IB

34

234,600

307,250

13

-

-

Cargo. C-IA

4

20,112

29,800

2

-

-

Cargo. American Export Lines

12

78,688

107,200

8

4

4

Cargo, Seas Shipping Company

6

40,200

57,600

2

-

-

Tanker

20

220,439

347,575

12

11

9

"^olals

156

1.226,739

1,655.454

85

46

37

•As of May 1. 1940.

H- 4

JULY, 1940

'tJUi>^rf-

Early in June, the jMississippi
Shipping Company placed in service
the S.S. Delbrasil, the first of three
fine cargo and passenger liners
building at the Sparrows Point Yard
of the Shipbuilding Division of the
Bethlehem Steel Company, Ltd.
These ships were especially de-
signed for the owners' trade run be-
tween New Orleans and ports on
the East Coast of South America,
known as the Delta Line. Named
in conformity with the service, the
other two have been christened De-
lorleans and Deltargentino.

The Mississippi Shipping Com-
pany, organized in 1919 by business-
men of New Orleans, has had a
healthy expansion under the cap-
able management of N. O. Pedrick,
who, during the entire early history
of the enterprise, was its general
manager, and is now its president.

^^■hen the U. S. Maritime Com-
mission called for the cooperation of
private owners in rebuilding the
merchant marine, Mr. Pedrick was
one of the first to respond. He im-
mediately opened negotiations for
the building of three vessels, and
employed the services of V. M.
Friede, N. A., of New Orleans, to
prejjare a design in close cooper-
ation with officials of the shipping
comjjany.

Mr. Friede carried out this design
Cwhich was accepted by owners and
Commission), and also supervised
the construction at Sparrows Point.

The design of Delbrasil is unique
in at least two respects. First, she

Maritime Commission's First Cargo

The Mississippi Shipping Company

Vessels for the New Orleans

Principal Characteristics

Length OA 492'-0"

Length BP 465'-0"

Beam molded 65'-6"

Depth molded 39'-9"

Load draft 25'-6"

Displacement, tons 14,210

Gross tonnage 8,300

Net tonnage 5,100

Sheer, forward 9'-0"

Sheer, aft 2'-4"

Camber 6"

Shp, maximum 8,600

Shp, normal 7,800

.Sea speed, knots 16.5

Passengers 67

Crew 78

is the first combination cargo and
passenger vessel designed and built
in America to conform with all the
latest regulations for safety and ef-
ficiency required and recommended
by various Government agencies.
.She rates the highest classification
of American Bureau of Shipping;
compiles with all rules and regula-
tions of the Bureau of Marine In-
spection and Navigation and of Sen-
ate Report 184; and incorporates the
National Defense features approved
and recommended by the U. S. Navy
for shi]js of her class.

Second, the entire decoration lay-
out for public rooms and staterooms
was developed by the naval arch-
itect in cooperation with officials of
the steamship line, so that the de-
tails of decoration and of hull struc-
ture could be integrated and com-

pletely covered in the specifications.
Final color schemes were developed
by Mr. Friede in collaboration
with Mr. Bisbee of the Bethlehem
Steel Company.

The principal characteristics of
Delbrazil are shown in the table
herewith. In general, she is a two-
compartment steel vessel of the
shelter deck type, transversely
framed, with raked stem and fantail
stern. She has three complete decks
— shelter deck, main deck and lower
deck. All decks have nine feet sheer
forward and two feet, four inches
aft. The shelter deck and super-
structure decks have six inches
camber; the main and lower decks
have no camber. Shell plating and
superstructure are riveted, but the
majority of joints in deck and bulk-
head plating and in all framing are
welded.

Cargo Spaces

The hull below the main deck is
divided by 10 biUkheads into 11 spaces.
From the stem aft, these spaces
and their respective lengths are:
forepeak fresh water tank, 32 feet ;
cargo hold number one, 58 feet, 6
inches; hold number two, 45 feet, 0
inches; hold number three, 60 feet;
fuel oil tank, 20 feet; boiler room,
25 feet, 0 inches; engine room, 35
feet, 0 inches ; hold number four, 67
feet, 6 inches ; hold number five, 35
feet, 0 inches ; hold number six, 55
feet, 0 inches ; and after peak tank,
32 feet, 0 inches.

Number one hatch is IS feet
across and 25 feet long. With the
exception of number four above the
lower deck, all ritlicr hatches are 24

I' A C I F I f: MARINE REVIEW

and Passenger Liner is Delivered to
as First In a Program of Six Such
--South American Ports Run

feet across, and range in length from
20 feet to 35 feet. Through the main,
shelter and bridge decks, number
four is a trunked hatch with a flush
cover — forming part of the games
area on the after end of bridge deck.

These hatches are operated by
fourteen 5-ton cargo booms hung on
king posts and served by fourteen
American Engineering Co. cargo
winches each driven by a General
Electric Co. 50-hp motor. The two
winches located at the forward end
of number two hatch are backgeared
to handle loads up to 30 tons, and
a 30-ton boom is stowed there, with
arrangements for shipping it when
heavy lifts have to be made.

In the lower 'tween decks of num-
ber four hold, 10,000 cubic feet of
refrigerated cargo space is arranged
in two compartments.

Propulsion Machinery

The propulsion plant consists of
a single-screw propeller driven
through double-reduction gearing
by a high-speed, cross-compound

steam turbine taking steam from
two water tube boilers.

For steam generation, Delbrazil
depends on two Babcock & Wilcox
single-pass, marine-type water tube
boilers, with water wall side tubes,
U-tube type superheaters and hor-
izontal air heaters. Each boiler is
equipped with four B & W Decagon
oil burners. The boilers are installed
with the drums fore and aft, which
setting permits a wide firing aisle
along the ship's centerline. Diamond
soot blowers are fitted.

The boilers are designed for 500
psi, but the turbines will be oper-
ated with steam at a gage pressure
of 450 psi and 750° F. total temper-
ature. Each boiler has a water heat-
ing surface of 5,615 square feet, and
an air heating surface of 3,322
square feet. The combined normal
output is approximately 69,000 lbs.
per hour. Desuperheating coils
within the main drums furnish sat-
urated steam when needed for steam
dri\e auxiliaries. These boilers were

Apexiorized by the Dampncy Com-
pany of America. The burners are
served by a Ouimby pump. Bailey
automatic combustion control is in-
stalled.

Steam from these boilers drives a
General Electric Co. cross-com-
pound turbine designed to deliver a
maximum 8,600 shp when the pro-
peller is turning 112 r])m. The pro-
peller is a four-bladed solid bronze
wheel 19 feet, 3 inches in diameter
and 17 feet effective pitch, and de-
signed to give the vessel a sustained
sea speed of 16.5 knots when turning
105 r])m and absorbing 7,800 .shp.

An astern element is incorporated
in the low-pressure turbine casing,
and is capable of developing at least
40 per cent of the normal ahead
power. A main thrust bearing of
the Kingsbury type is installed in
the forward end of the low-speed
gear casing.

Mounted athwartshi])s directly
below the low-pressure turbine cas-
ing, and supported entirely by the

S. S. Delbrasil on her trial runs exceeded 17.5 knots.

Top. down; Holier front ;md combusti*>n con-
trol panel; main turbines, looking aft from
port side; main turbines, looking for^^'ard
from starboard side; and lower engine room
level, showing condenser and pumps.

exhaust flange of that easing, is a
Bethlehem eondenser having a total
eooling surface of 8,500 square feet.
Served by a C. H. Wheeler Co. air
ejector unit, this condenser will hold
a vaccum of 28y2 inches Hg. when
sujiplied with 14,500 gpm of cooling
water at 75° F. by the Worthington
main circulating pump.

.\ Warren pump delivers the con-
densate to an Elliott first stage
deaerating feed water heater of the
vertical marine direct-contact type
with self-adjusting steam atomizing
nozzles. Supplied with steam bled
from the main turbines at 10 lbs.
pressure, and with inlet water to the
vent condenser at 95° F., this unit
will deliver 78,500 lbs. per hour of
feed water at 240° F. The heater
tank has a storage capacity of 1.500
gallons.

From this first-stage heater tank,
two Warren multi-stage centrifugal
feed pumps driven by Westinghouse
turbines force the hot feed water
through a second-stage Bethlehem
heater of the closed vertical tubular
four-pass type with 168 square feet
of heating surface. This heater is
served by steam at 70 psi gage bled
from the main turbine, and delivers
the feed to the boiler at 300° F.

For make-up feed, two evapor-
ators are installed on the engine
room flat port side. Both are Davis
Paracoil, one for raw fresh water,
the other for salt. A Davis Paracoil
distiller reduces the vapor from the
salt water evaporator to fresh d's-
tilled water.

Adequate lubrication for the tur-
bine bearings and gear teeth and bear-
ings is assured by a well-designed sys-
tem for handling the flow of lubricat-
ing (jil. The sump tank is located un-
der the main gear, and has sufficient
capacity to assure ample submergence
of the service pump under all condi-
tions up to a 20° list. The pump is a
Ouimby. It pumps the oil up to a pair
of gravity tanks and two storage tanks
in the engine room casing, each of
which has a capacity for 1,(XX) gallons.
The gravity tanks are equipped with
steam heating coils .so that they may
he used as settling tanks, if required.
Two Bethlehem oil coolers are in-
stalled, each having a capacity, under
normal conditions, for cooling .^00
gpm of oil from 140° to 120°.

I'or cleaning the oil, a Sharjiles oil
purifier and an (>\\ healer are installed

on the lower engine room level. This
combination will clarify 2(K) gph of
luliricating oil.

The majority of the service pumps
in the engine room are electrically
driven, and were supplied by the War-
ren Steam Pump Company. Those not
already mentioned include : the auxil-
iary condensate pump ; the auxiliary
feed pump ; the auxiliary circulating
pump ; the fuel oil transfer and stand-
bv fuel oil service pumps ; the fire, fire
and bilge, and bilge and ballast pumps ;
and the general service piunps.

Fresh water, ice water circulating,
and hot water circulating pumps were
supplied by Allis Chalmers.
• To furnish electric power for auxil-
iary machinery, and for lighting, cook-
ing and heating purposes, two geared
turbine General Electric direct-current
generating sets are installed on the
starboard engine room flat. Each of
these sets has a capacity of 350 kw.
Under normal operation at sea, these
turbines will operate on high-pressure
superheated steam with same pressure
and temperature conditions as the
main propulsion unit, and will exhaust
to the main condenser. An auxiliary
desuperheated steam line is provided
for these turbines, and a Bethlehem
auxiliary condenser is installed for
port use.

Carrier refrigerating machinery for
the cooled cargo spaces, for ship's
stores and for air conditioning, is in-
stalled on the lower engine room level,
port side. Refrigeration on Delbrasil
is divided into three loads : ship's
stores, which require approximately 4
tons refrigerating capacity; cargo,
which requires approximately 618
tons ; and air conditioning, which
takes approximately 12.6 tons. Three
Carrier Freon compressors, each
driven by a 15-hp. General Electric
motcjr, are installed with proper auxil-
iaries to take care of this load.

A fully-equip])ed machine shop is
installed on the engine room flat, port
side. The tools include a Le Blond
lathe, a Stepto shaper, a Cincinnati
tool grinder and a Champion drilling
machine.

Safety Equipment

In fire ])r(jtection, this vessel meets
all re(|uirements of LI. .S. Government
agencies and of the .Senate Report
184. All paneling and joiner work is
of metal or metal-clad Marinite. Two
class A-1 tire-resisting bulkheads with
automatic stlf-closini; lire doors divide

PACIFIC MARINE RFVIKW

the accommodation si>aces into three
zones. Non-combustible fixtures
and furniture are used throughout.

For fire detection in the cargo
spaces .and boiler room, a Lux-Rich
system is installed, with smoke detec-
tion cabinet in the wheel house and
audible alarm in wheel house and in
engine room. In these spaces a com-
plete Lux COo smothering system is
provided, and also a steam smothering
system for extreme emergency.

In public spaces and in staterooms,
a Bendix fire-detecting system is used.
A complete one-hour patrol system is
laid out to cover all vital parts of the
vessel. All route stations on this sys-
tem are equipped with Detex watch
clock boxes. Fire mains with adequate
pressure and quantity are laid out to
cover all of the upper part of the ves-
sel, with adequate provision of hose
reels and nozzles.

A fire control station in the wheel
house coordinates the use of all fire-
fighting equipment and regulates all
mechanical ventilation to aid in fire
smothering. Mine Safety Appliance
Co. self-contained oxygen breathing
apparatus are carried in sufficient
numbers to permit their use b}- the en-
gine room personnel and by enough of
the deck crew to reach the fire.

For light and power in emergencies,
a 75-kw. direct-current generator
driven by a .Superior diesel engine is
installed in the dummy stack at the
hurricane deck level. The emergency
switchboard controls all emergency
circuits, and floats this emergency
generator set on the line with an
Exide storage battery of sufficient ca-
pacity to carry the necessary emer-
gency lighting and start the diesel en-
gine.

On the boat deck, four Welin life-
boats are carried on Welin type C-2
Crescent davits, 2 on the port side and

2 starboard. The forward boat on the
port side is driven by a Gray marine
diesel engine and is fitted with com-
plete R. C. A. receiving and transmit-
ting radio equipment. These boats are
26 feet long, with a beam of 8 feet,
3-5^ inches, and a depth of 3 feet, 7, ".4
inches. The diesel-drive boat will ac-
commodate 26 persons, and the other

3 boats will take 46 each. The davits
are served by motor-driven double-
headed winches and wire falls.

In addition to the boats, there are 2
Welin life rafts with a capacity for
20 persons each. Thus the total float-
ing capacitx' in an emergency is 204

Dynamo flat, featuring two turbo generators and the switchboard.

persons, or forty per cent in e.xcess of
the total passenger capacity plus the
maximum crew.

A (Iraybar Electric public address
system is installed, covering all public
rooms and safety stations, and the an-
nunciator system is by Bendix.

A complete system of electrically-
operating watertight doors for access
through watertight bulkheads was fur-
nished by the Heintz Manufacturing
Co. Controls for operation of these
doors were supplied by Cutler-Ham-
mer Inc.

Deck Machinery and Equipment

The fourteen cargo winches have
already been described. The balance
of the deck machinery includes:

Two 35-hp. American Engineering
Co. single-drum warping winches lo-
cated on the after end of the shelter
deck and having a rope pull capacity
of 29,000 pounds at 30 fpm.

An A-E-Co. 75-hp. spur-geared
windlass fitted with two wildcats and
two warping heads. This windlass is
fitted with 2y8'' Naco malleable cast
steel anchor chain, and is capable of
lifting both anchors from a depth of
30 fathoms at a chain speed of 30
fpm.

The Manila cordage was su]>plied
b\- Columbia Rope Co. The blocks
are P.oston and Lockjxjrt,

Navigating Equipment

.Ml of the essential accessories to
correct navigation of a modern steam-
ship are installed in the wheel house
and chart room of Uelbrasil.

The standarfl binnacles, magnetic
compasses, electric .sounding machine,
deep .sea lead and hand lead were sup-

])lied by the Kelvin and Wilfrid O.
White Co.

Sperry Gyroscope Co. Inc. supplied
the master gyro compass and repeat-
ers, the Gyro Pilot and the course re-
corder.

A Fathometer sonic depth indicator
was installed by the .Sulimarine .Signal
Co.

Bendix mechanical telegrai)hs con-
vey signals between wheel house and
engine room.

Henschel rudder angle and .shaft
revolution indicators show the navi-
gator just what his rudder and his
engines are doing.

Radiomarine Corporation provided
transmitting and receiving ap])aratus
of sufficient power to keep the vessel
in immediate communication with ter-
minal ports at any point in her route.
A R. M. C. radio direction finder is
installed.

A Leslie-Tyfon whistle is mounted
on the stack.

The steering gear, furnished by the
American Engineering Co., is of the
electro-hydraulic opi)osed-ram type
with the rams mounted athwartship.
The main steering gear has two power
units, each consisting of a variable
stroke hydraulic ]iump driven bj' a
40-hp. General FJectric Co. motor.
The main steering gear control is from
a hydraulic telemcjtor stand in the
wheel house to a receiving unit in the
steering gear room, and from a two-
unit Sperry Gyro Pilot, with trans-
mitter in the wheel house and receiver
connected to the mechanical control
in the steering gear room. A stand is

JULY, 1940

Public Rooms on Passenger-Cargo Liner Delbrasil

PACIFIC MARINE REVIEW

also provided on the shelter deck aft
witli mechanical connection to the dif-
ferential control. An auxiliary hand-
hydraulic steering gear, consisting of
rams and cylinders separate from the
main ram and connected to an inde-
pendent tiller, is operated from tlie
after shelter deck. Each of the main
steering gear power units is capable
of moving the rudder from hard-over
to hard-over, a total of 70°, in 30 sec-
onds, with the ves.sel going ahead at
17}'2 knots.

Ventilation

In order to assure maximum com-
fort for the passengers and crew, the
exposed portions of shell and deck are
insulated, and air space is left between
the shell and sheathing. Mechanical
supply and exhaust is provided for all
passenger, crew and public spaces; the
air outlets in the staterooms is effected
through anemo lights, with individu-
ally-controlled dampers. Large oscil-
lating fans and two Kearfott type
windows in each stateroom are also
provided, thus assuring absolute cross
ventilation and comfort for the pas-
sengers. The dining room, in addition
to being mechanically ventilated, is air
conditioned by Carrier, so that it is
comfortable even on the hottest days.
Passenger Accommodations

Although the ship carries only 67
passengers, the accommodations and
public spaces are comparable to those
of many a large ocean liner. The pas-
senger entrance hall, located on the
.shelter deck, is two decks high, and
from this radiate the port and star-
board alleywav's leading to the state-
rooms. Especially-designed aluminum
accommodation ladders are provided
in way of the entrance hall for em-
barkation of passengers. In this con-
nection it is interesting to note that
because the Mississippi River at cer-
tain periods has very low water, drop-
ping the entrance hall below the levee
height, it was necessary to provide an
additional entrance gate on the boat
deck. Two staircases lead from the
entrance hall down to the main dining
room, which seats 70, and the private
dining room, which seats 10. The main
(lining room runs the full width of the
ship, has a large dome over the center
which accentuates its spaciousness,
and is completely air conditioned.
Service Spaces

Immediately aft of the dining room
is the service pantry, and, aft of that,
the galley. Both spaces are laid out so

thai etiicicnl, ])rompt servicing of crew
and ])assengers is possible at all times.
-Ml trim, sinks and dre.s.sers are of
M(inel, i)resenting a very smart ap-
pearance. .Ml ecjuipment of galley,
l)antry and bakery, which is adjacent
to the galle\-, is electrically operated,
with etiuipment sui)plied by the ]£di-
son (General Electric Appliance Co.
Inc.

The galley and ])anlrv are provided
with direct expansi(jn, refrigerated
s])aces for daily use, to be supplied
from the ship's refrigerated spaces,
which have a total cajjacity of 2,875
cubic feet in four independent enclos-
ures. l'"ull\-equip])ed separate pan-
tries are provided for the officers',
crew's, stewards' and petty officers'
messrooms, and on the bridge deck is
another pantry, servicing both the
deck and barroom.

There are two laundries aboard, one
for the use of pas.sengers, located on
the main deck amidship, equipped
with machinery supplied b)' the Amer-
ican Laundry Company; and the sec-
ond, for the crew's use, in the crew's
space aft. A print shop, mail room and
ship-lo-shore telephone are among the
many other passenger conveniences on
the vessel.

The staterooms, 26 in number, are
unusually large, and are arranged for
single, double or triple occupancy, and
in several instances may be converted
into two-room or three-room suites.
All are outside rooms, each having in-
dependent bath, built-in wardrobes
faced with full-length mirrors, me-
chanical ventilation, shell and deck in-
sulation, and tasteful modern furni-
ture. They are equipped with large
beds, fitted with Simmons innerspring
mattresses. The floor is generously
carpeted with green seamless rugs.
For the partition bulkheads. Prima
Vera and plain P'ormica surfaces are
used, while the suites are furnished in
Harewood. Light colors with blue-
banded trim are used for the furni-
ture, thus giving the feeling of cool
spaciousness so essential to the trop-
ical trade. On the shelter deck are lo-
cated the barber shop and beauty \nir-
lor, two-ward passenger hospital, jnib-
lic toilets and various other enclosures.

A grand stairca.se leads from the
entrance hall to the lounge, which
overlooks the hall and with it provides
a .spacious and attractive public s]Kice.
The after end of the bridge deck
house is occupied by the \eranda cafe,

bar and smoking room, from which
access is had to the broad promenade
and play deck nmning completely
around the house, and aflfording ample
room for deck chairs and games. The
forward end of this deck is complete-
ly glass enclosed with Kearfott win-
dows.

On the boat deck, in addition to the
wheel house, the chart room and the
deck officers' quarters, is the swim-
ming pool, made from Byer's W'rought
Iron, tiled around the edges and sides,
and appropriately surrounded with
outdoor tables, chairs and awnings.

Interior Decoration

The expressed motif throughout the
vessel is modern but not modernistic.
Tastefully located in the entrance
hall, lounge, dining room and veranda
cafe are murals by a prominent artist,
deiiicting scenes encountered at the
various ports of call, as New Orleans,
Rio de Janeiro and Buenos Aires.
Mirrors are also u.sed in these loca-
tions to enhance their beauty and size.

In the thickly-carpeted lounge the
paneling is of Harewood, and at the
forward end is a mural above the
marble fireplace, in front of which is
a semicircular sofa. Throughout the
lounge, various pieces of attractive
furniture are placed so that there is
no clustering or crowding. The theme
of the murals is carried out in small
fixtures throughout the lounge. In the
music corner, at the after end, is a
specially-designed Steinway piano.

The cafe, at the after end of the
liridge deck house, is reached from
either the promenade deck or from the
passenger quarters. At the forward
end of the cafe is a maple dance floor,
and on the forward bulkhead is
mounted a golden-colored mirror with
illuminated glass blocks below it. Here
again aluminum furniture is used, ex-
cept for the built-in sofas, which are
richly upholstered in leather.

On the port side of the cafe is the
entrance to the barroom, which is
fitted with a curved bar finished in
Formica. In addition to the stools in
front of it, there are three built-in
tables and benches to suit against the
outboard bulkhead. Smartly appointed
in black and red, with indirect light-
ing, this space presents a very striking
appearance.

The smoking room, located to star-
board, has deeply-upholstered furni-
ture and a large poker table in the
center.

J li L Y . 19 4 0

at Work in Progressive

Because of the increased demands
in the merchant marine program,
new revolutionary developments in
the design of welding machines have
been introduced, making it possible
more economically to utilize arc
units to do different kinds of
welding.

By employing two arc welding
units, so placed that it is possible
to operate them as single machines
or as a parallel combine, the output
can be economically regulated. This
combine unit lends itself readily in
ship construction, because here the
majority of the welding is in the
overhead and vertical positions on
some shifts, while the heavier weld-
ing, requiring larger electrodes, is
down-hand work and is performed
on the next shift. In this con-
nection, by so arranging the
welding crews, the initial invest-
ment is considerably reduced. For
example, it has actually been deter-
mined that by forming a wielding
crew in the ratio of one to two
operators on three different shifts,
when using double units as a com-
bine— as compared to using single
large welding sets — it is possible to
effect a savings as high as 32 per

Pacific Coast Shipyards

In the modem technique of shipbuilding,
the welder is assuming an increasingly impor-
tant role.

Above: Some welding combines at work
on a C-1 hull at Western Pipe & Steel yard.
South San Francisco.

At left: Some unstackcd arc units used for
work in the ship's hull during the outfitting
period on S. S. Sea Star at Moore Dry
Dock Co.

PACIFIC MARINE REVIEW

The Unionmelt machine welding pro-
cess has many advantages over hand
welding. These, however, depend to a
great degree on an efficiently-regulated
source of electric current. Here we see
the application of the D. C. combine to
this process applied on fillet welding at
Moore Dry Dock Co.

rtesy Harnischfet^er Corp.)

cent. Ordinarily, two 200-amperc
arc welders are double-decked and
then controlled by means of a switch
and proper output adjustment
switch to operate the two units as
a combine for use either as two 200-
ampere units, taking care of over-
head and vertical work, or as a 400-
ampere unit for the heavy down-
hand welding.

Success of these combines has
been due to simplicity of design and
operative features which include
high electrical efficiency and easy
connection of each combine to one
outlet, usually employed for a single
large welding set. These units arc
usually set for welding by means of
a single control on each welder,
which makes it possible to operate
two units as a combine by merely
connecting the single controls. An
investigation of the volt ampere
characteristics reveals that with this
type the units are easily paralleled,
since the slope of the V-A charac-

teristics curves is the same, and all
possess a high open circuit voltage.

After the hull is launched, an im-
portant phase of welding develops
during the fit-up period. Since the
majority of the welding is with
smaller sizes of electrodes during
this stage, the parallel combine sets
can either be used in the stacked
position as single units or can be
dismantled and used as single sets
in various places. Another of the
outstanding advantages in a wide-
spread use of these 200-ampcrc units
is their easy portability and com-
])actness, insuring a valuable saving
in floor space during the busy out-
fitting period.

An interesting development in the
automatic welding process has been
the use of a D. C. arc welder as the
source of welding energy. This
combine is being used by one of the
shipvards on the West Coast for
welding light plate fillet welds, as
well as some of the heax'ier plates.

Ii.\[)o>ed to winter gales on the
North Atlantic and to moist heat of
the tropics — subjected to overheating
due to hurried loadings in port, and in
constant contact with the corrosive
influence of salt air and spray on the
open sea — such are the grueling con-
ditions under which "\i-Resisl" cargo
winch brake drums have served for
eight long years without any sign of
failure.

In 1931, 48 solenoid brake wheels
were cast from this corrosion-resistant
nickel-copper-chromium iron by (len-
eral Electric Co., and installed on
Lidgerwood winches aboard the S.S.
Chiriqui and other ships of the l_'nited
Fruit Company. The drums still show
a smooth, uncorroded surface. A uni-
form coefficient of friction, in addi-
tion to its corrosion- and heat-resist-
ing qualities, is another advantage
which Ni-Resi.st has demonstrated in
this type of service.

J IM, Y. 19 4 0

Sme^APi ol Steel

Bethlehem Steel Company Produces a Sound Film on the
Manufacture and Use of Wire Rope

Bethlehem Steel Company, which
added the manufacture of wire rope
to its activities three years ago, is
now completing an industrial mo-
tion picture on the making and use
of this product. With the acquisi-
tion in 1937 of the \\'illiamsport
Wire Rope Company, Williamsport,
Pa., now the Williamsport Division,
Bethlehem became one of the few
manufacturers of wire rope having
its own steel-making facilities.

Beginning with the handling of
the iron ore, the new picture, "Sin-
ews of Steel," will show the princi-
pal operations in steel-making, plac-
ing particular emphasis on the fact
that steel for wire rope is made
especially to meet the requirements
of that product. The rolling of rod
from the billet on high-speed contin-
uous mills, and the processing of rod
into wire for making into wire rope,
are covered in detail. Close-ups and
section views of wire-drawing oper-
ations show the drawing of wire to
the smallest sizes.

The principle of wire rope making
is shown in the sequences taken in
the rope mill, where the course of
the wire is followed as it is formed

One of the new wire rope machines at Williamsport.

into strand and the strand into rope.
By means of close-ups and engineer-
ing drawings, the intricacies of wire
rope engineering are touched on in
an effort to make the picture as good
a source of information on the sub-

Two buiidmg ways in an American shipyard, illustrating the use of wire rope.

ject as is possible. Illustrations of
the tnany uses to which wire rope is
put in industry are also included.

The motion picture is being made
at a most opportune time, for, dur-
ing the past year, a number of
changes and improvements have
been made at Williamsport increas-
ing the efificiency and capacity of
the plant. A new cleaning unit used
in the preparation of rod for draw-
ing into wire has recently been put
in scrxicc, and a number of addi-
tions of equipment and changes in
existing machines made in the
strand and rope-making depart-
ments. .Several new rope-making
machines have been installed, which,
with other additions, hax'c increased
the capacity of tlic jilant fur tlie lar-
ger sizes of roi)e.

"Sinews of Steel" will be a sound
film, four reels in length and in 16
mm size. Tt is being made for pre-
sentatiiin at meetings of jobbers and
dealers, technical societies, trade as-
sociations, and college and represen-
tative ci\ic gr()U])s.

PACIFIC MARINE REVIE"W

One From Madeira^

A Notable
Tuna Clipper

Built by the Harbor Boat Buikl-
ing Company at Terminal Island,
California, the tinia clipper Ma-
dcirense (one from Madeira) was
delivered to her owners, Manuel F.
\'orreia, Manuel G. Cordosa, An-
tonio Francisco, John Francisco and
A. C. Pires, all of San Pedro, Cali-
fornia, in March, 1940.

The ^ladeirense is 124 feet long
by 27 feet beam, and has a capacity
for 220 tons of sharp-frozen tuna.
She makes 12 knots sustained sea
speed fully loaded, and has a cruis-
ing radius of 8,000 miles.

Her power plant consists of one
600-hp, 6-cylinder, 12x15 Model 33D
Fairbanks-Morse diesel engine oper-
ating at 400 rpm for propulsion serv-
ice. She is supplied with two Model
46A8 F-M 6-cylinder, SxlOi^ diesels
each directly connected to a 125-kw,
125-volt Fairbanks-Morse direct-cur
rent generator. Also installed is one
4-cylinder Model 36A4i4 F-M diesel
directly connected to one 20-kw,
125-volt F-M generator, which takes
care of port service requirements.

All of the units above mentioned,
including pump scavenging main
engine, are furnished with indirect
cooling through the use of Schutte-
Koerting heat exchangers, thereby
eliminating jacket scaling and sim-
ilar difficulties due to use of salt
water. Accurate and definite con-
trol of cooling water temperature is
l)rovided. Exhaust silencers were
furnished by Burgess.

Either one of the 125-kw generat-
ing sets has capacity to carry the
complete electrical load, thereby af-
fording 100 per cent standby, which
is particularly desirable in tuna fish-
ing operati(^>ns.

Engine room of Madeirense.

Madeirense
on trials.

All engines are i)rotected with tiar-
rett signal devices, indicating through
audible signal devices failure or ex-
cessive jacket water temperature,
and also failure or low oil pressures.

The cargo space below deck is di-
vided into eight compartments, four
each on both port and starboard
side respectively, with further pro-
vision for fish storage in the bait
tanks mounted aft and on top of the
deck. All of these compartments
are provided with holding and freez-
ing coils, and circulation for brine
is provided through Fairbanks-
Morse pumps and motors individ-
ually applied to each cargo well.
This system provides an individual
freezing unit in each well instead of
the conventional type employing one
central freezing coil with distribu-
tion lines to the wells. This arrange-
ment permits definite isolation of
the wells, and is particularly desir-
able when green fish have been
taken on board, and permits any
contaminated well to be definitely
controlled without the possibility of
affecting other wells.

The refrigeration system was fur-
nished and installed by the Baker
Ice Machine Co. of Los Angeles,
Calif., and consists of three am-
monia compressors, V-belt driven
by Fairbanks-Morse motors, for
cargo freezing, and also one galley
ice machine ])roviding refrigeration
for the galley and crew provision
storage requirements. The refrig-
eration system has been so engin-
eered and designed that fish tem-

peratures can be reduced from 29°
to 12° in twelve hours.

Provision for carrying bait is ar-
ranged in the bait wells below deck
when not used for fish storage, and
also bait tanks above deck when not
used for fish storage, and bait water
is supplied by two 12-inch F-M ver-
tical propeller jjumps fitted with
bronze propellers, Monel shafts,
galvanized column, and driven by
30-hp, 1,150-rpm, 115-volt, solid-
shaft, type DZM Fairbanks-Morse
motors, with shunt field control. The
pumps have a capacity of 3,800
gpm, assuring ample supply of raw
sea water for bait life.

All other pumps and motors, such
as bilge, general service, condenser,
brine and fuel oil transfer, are Fair-
banks-Morse, as also are the do-
mestic water plants.

To afford proper ventilation in
the engine room, there has been pro-
vided a ventilating fan made by Ilg„
which affords a complete change of
air in the engine room every l^/s
minutes.

The propeller for the Madeirense
was furnished by William l.ambie
of Wilmington, California.

All fuel oil, lubricating oil, fresh
water and air receiver tanks were
furnished by the National Tank &
Mfg. Co. of Los Angeles.

John Rados, president of the Har-
bor Boat Building Company, was
responsible for the construction of
the Madeirense, with the assistance
of Myles Rados, architect in charge
of design. They have provided spa-
cious crew quarters and pilot house,
])articular attention being given to
light, ventilation and convenience in
the operating activities required of a
tuna bait boat.

^ "?fu, Ckiif'

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Marine Boilers II

FORMULAS FOR WORKING PRESSURE

In our last article, we developed
the formula for the working pres-
sure of a shell as being W = STE,

RF
when W = working pressure ; F =
factor of safety, and the bursting
pressure is WxF; T — thickness of
shell in inches ; S = allowable stress
in the metal in lbs. per square inch
cross-section of metal, usually taken
at about 60,000 pounds and stamped
by the steel maker on the boiler
plate; R = radius of the shell of the
drum in inches ; E = efficiency of
the riveted joints, expressed as a
decimal, such as .82, and represent-
ing the relative strength of the joint
compared to the metal where not
drilled or weakened b\ the joint.
QUESTION

What is the importance of the
longitudinal loading in the shell
plate ?

ANSWER

The fact was mentioned that the
load imposed on the shell plates by
the end or drum heads was not con-
sidered in the calculation of working
pressure. That is, only the circum-
ferential stress or loading was con-
sidered, and not the longitudinal
loading of the cylindrical shell
plates. The reason for this is clear
if we calculate the working pressure
allowable as far as the longitudinal
stress is concerned. For instance,

in calculating any working pressure,
W, we first equate or set up as equal
to each other the strength of the
metal and the load imposed by the
bursting pressure, WxF.

Strength = bursting load.

2;rRST = ttR^WF.

Strength is area of metal times
allowable stress.

Area is circumference times T.

Circumference is 27rR.

The bursting load is area times
pressure, and area of head is ttR-.

Bursting pressure is WF.

Simplifying this formula by divid-
ing through by -n-R, we have:

2ST = RWF, and transposing, we
have :

W = 2ST
^F.

Thus working pressure, as far ;is
longitudinal stress in cylindrical
plate is concerned, is twice as great
as when circumferential stress is
figured. Being always twice as
great, regardless of what size of
shell or what R is used, we need
never be concerned about it.
QUESTION

What do the General Rules and
regulations say about circumferen-
tial seams?

ANSWER

The above also accounts for the
General Rules and Regulations,
]3age 53, statement under circumfer-

ential joints, in which a strength of
only half that of the longitudinal
joint is permitted.

CALCULATING THE

EFFICIENCY OF

THE RIVETED JOINT

QUESTION

How is efficiency of riveted joint
used?

ANSWER

In general, the General Rules and
Regulations consider the possibility
of failure of a riveted joint in four
different ways. The efficiency of
each must be calculated separately
in order to determine which of the
four is the least. The lowest one is
then used in the formula for work-
ing pressure.

QUESTION

Can a riveted joint be as strong
as the metal?

ANSWER

A riveted joint can never be as
strong as the parent metal of the
])late, unless the plate is thickened
at the area drilled for rivet holes.

Obviously any drilling of the plate
makes it weaker than the undrilled
section. Furthermore, the larger
and stronger we make the rivets,
the weaker we make the ])late. The
optimum or most economical design
would make the weakened plate just
as strong as the rivets. That is, re-
duce the diameter of the rivets un-
til they shear at the same load that
the drilled section fails. This is
based on the old adage that, "A
chain is only as strong as its weak-
est link." A boiler shell is only as

I> A C I !•• 1 C MARINE R E V I E

strong- as the weakest of the phites
and the rivets.

QUESTION
How is the joint efficiency calcu-
lated?

ANSWER

Considering first the efficiencj^ of
the plate. From the accompanying
figure it is noted that the strength
of the neck of plate metal or liga-
ment between holes in the outer row
of a triple riveted butt strap joint is
its cross-sectional area times its
strength, S. The area is (P-d) X T,
and breaking strength is (P-d) X ST.
But the strength of the undrilled
plate for this same distance along
the joint is PST. The ratio of
the weakest over the strongest is
(P-d) ST, and this reduces to

PST
E, = P-d
"^ .

I'his t\pe of failure would be a
tear out of the plate between holes
in the outer row.

The strength of the rivets is ob-
viously proportional to the number
of rivets, and their area and shear-
ing strength is double shear if
double straps are used. For triple
riveting there will be 5 rivets for
each length of P along the joint.
Let this number be represented by
N. Then rivet strength is NAS.
See figure for meaning of symbols.
Again the plate strength is PST,
and the ratio of weakest o\c-r
strongest is NAS = E,-,.
PST

If we assume a failure by tearing
out of the plate rivet holes in sec-
ond row (see (6) in figure), then
the rivets in outer row must also
shear off to complete the rupture.

By the same logic as used for E4,
we can say that the plate strength
ratio there is p-d. To this must be

P

added the rivet strength ratio. The
number of rivets in outer row per
pitch P = n = 1, and thus strength
is A X S; hence NAS is ratio.
PST

Adding these two strength ratios,
we have E,; = p-d + nas.
'^ PST

.Still another failure similar to
(6) above is a tear out of the plate
along the line (f>) between ri\et
holes in the second row plus a tear

o^^CK-^o o i o o

-a
O o -0'^-o>"^o 66000
0000000000

t^

jtt

^- area of rivet

usually bo, 000 %'•
S - shear m J sfr-eh'ffh oi
riVcf- ^f**" sleel in
double Shear = 83,000%"

Uiuall'i JS.000%"

N= number rtveii per pifcl^ P -Tof-al ot-S

y\ - number rlve'f'S per p'fch p ■= Ouf9rro*jor\l>^ = I

Plafe :f-ailure ct/ohe^ //fje ^) obove.
raili'r<: h<^ shear of rivets.

^ P

Be - ^~<^ . ^ -nas pjgifg failure o^lon^ line {.0)

^

PST

Qbove. p/o s naceisar^ sheoir
of OLffer row rii/'et«5.

+ ^^ f>laie. fctilurc olc,n<^ Urie (U)

(Sbove plus cra^h f<ailurc
of straps at eoter row nvet
see (7) abo\/e

Diagram and formulas for triple riveted butt strap joint.

out or crush out of the butt straps
under the effect of the outer row
ri\ ets. The only difference between
this failure and (6) is the butt strap
fails instead of the rivet shearing.
The plate failure part will be the
same as (6). The area of the butt
strap loaded by the rivet will be the
diameter of rivet times thickness of
the strap (usually only one strap
extends out to the outer row), or
dt, n being the number of rivets in
pilch, P, or 1 and C the crushing
strength, usually 95,000 lbs. per
sq. in. W'e have for tlie efficiency,
Er = p-d + ncdt.
nr PST

QUESTION

Does the cylindrical shell formula
apply to small cylinders like tubes?
ANSWER

The above formulas are for boiler
shells and drums. The same logic
and theory lies behind the formulas
for tubes in boilers or superheaters
with internal pressure. They are,
however, modified to fit the special
limitations. For instance, for the
s])ccified materials used in seamless
or lap welded tubes, the stress is
specified, the safety factor is speci-
fied, an empirical deduction is made
from the measured thickness to al-
(PaRC 78, please)

JULY, 1940

KnOUJlEDGE IS f HE STRRIGHT
COURSE TD HDURnCEmERT

/1 3>ef2xsAime^ ^an. 3^eok O^lce/iA.

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansome Street, San Francisco, California.

I VENTILATION

\'entiIation is a factor which has
great effect on the efficient carriage
and stowage of a vast majority of
cargoes. It would be impossible
here to describe every means and
method adopted for all cargoes. The
people in charge of the loading and
carriage of goods must treat each
case or each cargo separately, ac-
cording to its special requirements.

Some cargoes require surface ven-
tilation, others internal ventilation,
and some require no ^■entilation at
all. It must be clearly understood,
however, that while certain sugges-
tions have been made as the results
of practical experience, it is felt to
a great extent that the question of
ventilation must be left to those
concerned to use their own discre-
tion, and to be guided by prcvailintj
circumstances.

QUESTION

What are the pressure system and
the exhaust system of ventilation?
ANSWER

In large passenger ships with sev-
eral heights of decks, the ventilation
problem has been satisfactorily
overcome by either the pressure sys-
tem or the exhaust system. In the
pressure system, fresh air is drawn
down the ventilator by fans and
forced through sheet iron ducts to
the various compartments; in the
exhaust system, fans draw the foul

air from the compartment and ex-
haust it up the cowls, the fresh air
entering the ventilating ducts.
QUESTION
What is the Thermotank System
of ventilation?

ANSWER
The Thermotank System is a

Deck Officers' Licenses
for May

SAN FRANCISCO
Name and Grade Class Condition

E. A. Clark. Master SS & MS, any GT RG

G. S. Center, Chief SS, any GT RG

J. Fox, Jr., Chief SS, anv GT RG

K. E. Katlas, Chief SS, anv GT RG

B. H. Anderson, 2nd Mate.. ..SS. anv GT RG

P. B. Ludviesen. 2nd Mate. SS. any GT RG

W. S. Wamekros. 2nd Mate.SS. any GT RG

R. H. Casarolti, 3d Mate SS, any GT O

J. Clague, 3d Mate SS. any GT O

A. W. Cranstoun, 3d Mate... SS, any GT O

F. v. Foot, 3d Mate SS. any GT O

W. M. Fox, 3d Mate SS, any GT O

E. A. M. Gendreau, Jr.,

3d Mate SS, any GT O

E. E. Maxwell, 3d Mate SS, any GT O

R. W. RacouUlat. 3d Mate. SS, any GT O

D. Schulman, 3d Mate SS, any GT O

K. H. Sonneman, 3d Mate. SS, any GT O

F. V. Thompson, 3d Mate SS. anv GT O

V. N. Urbani. 3d Mate SS. any GT O

F. J. Welch. 3d Mate SS, any GT O

R. B. Wilkic, 3d Mate SS, any GT O

PORTLAND

G. P. Plover. Chief SS, any GT RG

J. C. Phillippson. Chief ^.SS, any GT RG

J. A. Wick. Chief SS, any GT RG

SAN PEDRO

A. B. Pane, Master & Pilot. SS. any GT RG

J. E. Wilson, 3d Mate SS, any GT O

SEATTLE

H. R. Lcio, 3d Mate SS, any GT O

E. S. Horgen. 3d Mate SS, any GT O

J. M. Kildall, 2nd Mate SS. any GT RG

W. R. Hansen. 3d Mate SS. any GT O

A. B. Castle. Chief SS, any GT RG

Abbreviations: SS is steamer; MS is motonlhip;
GT is cross tonnage; O is original license; Rfi
is raise of Krade. All of these licenses are for

combination of ventilating", heating
and cooling. The air is drawn by
fans into a casing, comes into con-
tact with the surface of pipes, and
is then forced through ducts to the
various parts of the ship. The tem-
perature of the air may be left as it
is, or heated by circulating steam
through the pipes, or cooled by cir-
culating brine through them.

QUESTION

In what direction does heated air
in a confined space travel relative
to that of the outside wind? How is
advantage taken of this natural law
in ventilating the holds?
ANSWER

Having regard to the natural law,
by the operation of which heated
air in a confined space travels in a
direction contrary to that of the
outside wind (which law should be
kept well in mind when dealing with
fire in the holds), the \-entilation of
holds is best effected when the
weathermost cowls (forward cowls
with wind ahead or on bows, port
cowls with wind on port side and
vice versa) are kept back to wind
and the leemost on the wind, and it
is in this connection, more particu-
larly, that the intelligence of the
bridge officer should always be ex-
ercised, rather than by the issuing
of a short order, "trim the ventila-
tors," leaving it lo the deckhand.
QUESTION

Why is the proper ventilation of
holds indispensable to the correct
carriage of most goods, and to the
preservation of the ship structure

PACIFIC MARINE REVIEW

itself, and absolutely necessary for
the safety of crew and ship in the
carriage of cargoes which give off
inflammable and explosive gases, or
are liable to spontaneous combus-
tion?

ANSWER
The pn)])cr xcnlilation of holds is
indispensable to the correct carriaj^c
of most goods, and to the preserva-
tion of the ship structure itself,
while with coal cargoes and those
which give off inflammable and cx-
])losive gases, or arc liable to spon-
taneous combustion, it is absolulely
nccessar}- for tlie safety of crew and
ship.

Insufficient ventilation often re-
sults in overheating, deterioration
and spontaneous combustion of
cargo; is responsible for sweat, taint
and rust damage ; and permits poi-
sonous and explosive gases to accu-
mulate, to consequent danger of
crew and ship.

QUESTION
Describe a system of natural ven-
tilation whereby the rate of circula-
tion of air through the lower tiers
of cargo is accelerated, and explain
what provision is made in such a
system for surface ventilation when
such is required for bulk cargoes,
such as coal, or other cargoes, such
as bulk grain, which would, of
course, seal any downtake opening
which might be provided below the
surface of the cargo.

ANSWER
An excellent s_\steni of tlie natural
^•entil:ltion of holds, one which takes
full advantage of the natural law by
which heated air rises and cold air
falls, is to be found in a few mod-
ern ships, a system which fully jus-
tifies the little extra cost involved
by giving infinitely better results
and immunity from claims for sweat
and taint damage, etc. In this sys-
tem half the ventilators serving each
com])artment are led down nearly
to the bottom of the compartment,
the other half (the uptakes) termi-
nating at the underside of the deck,
as customar}' in other vessels.

In order to ensure clear holds, the
downtakes may be led under the
deck and down the sides, the air
ducts being formed by utilizing the
deck beams and side frames, which
are lightly plated over for that
purpose.

Fresh air is thus led and dis-

charged into the lower tiers of
cargo, where it displaces the heated
air, etc., and effectively assists in
accelerating the rate of air circula-
tion through the mass of stowage,
at tlie same time keeping the cargo

cool.

To meet llic special requirements
of bulk cargoes, such as coal, which
requires surface ventilation, or other
cargoes, such as bulk grain, which,
of course, seal the downtake o])en-
ing described above, the downtake
air ducts are provided with traj)
doors at a convenient position un-
der the deck, which, when opened,
connect all ventilators to the upi^er
stratum of air in the conqiartment.

QUESTION
What means are taken to permit
heated moisture-laden air, which
would otherwise be imprisoned on
the underside of decks, between
beams, etc., to move with the gen-
eral circulation towards the up-
takes?

ANSWER

Much avoidable condensation oc-
curs in ships' holds on the under-
sides of decks, beam, etc., where the
moisture-laden air is trapped in a
layer of from 11" to l.V deep (depth
of beams) and denied access to the
uptake ventilators, the moisture
when condensed falling on the
cargo below. To correct this condi-
tion, ^" or 1" holes arc provided at
frequent intervals along the neutral
axis of deck beams from side to side,
also in the upper part of the side
framing, and 3" or 4" holes in the
beam knees close to the intersection
of beams and frames. These holes
permit the heated air, otherwise im-
])risoned between the beams, etc., to
move with the general circulation
towards the uptakes, and nnuh con-
densation of moist u r e is thus
avoide.l.

QUESTION

What cargo charters lay special
emphasis on log entries relative to
ventilation of holds?

ANSWER

A record of attention given to the
ventilation of holds should always
appear in the mate's log, special
mention to be made of the uncover-
ing of hatches, the necessity for un-
shipping cowls and ])lugging venti-
lators, etc. Rice charters lay spe-
cial emphasis on this requirement.

QUESTION

How are the cargoes of rice venti-
lated?

ANSWER
\\hen loading rice in bags, venti-
lators are placed all fore and aft
over every few tiers. These fore
and aft ventilators are in communi-
cation with vertical ventilators com-
municating with the deck venti-
lators.

QUESTION
Describe the arrangements made
for ventilation of a cargo consisting
of green fruit.

ANSWER
Boxes of green fruit arc stowed in
tiers from deck to deck, with laths
of dunnage about 1 inch square laid
between each tier both horizontally
and vertically, so as to ensure air-
space all around the boxes.

The ventilation of green fruit de-
pends on whether it is carried in a
refrigerated space or not. If it is
carried in a refrigerating chamber,
the stowage mentioned above must
be adhered to and the refrigerating
engineers, at regular intervals dur-
ing each day, change the air in the
chamber by forcing cooled air in
through the air-ducts and vents, and
take out the stale air by the means
of fans. There is no ventilation
from deck ventilators, as fruit car-
ried in this manner has to be kept
at a certain temperature.

When not carried in cooling
chambers, the ventilation may be
natural or induced. Induced venti-
lation is usually made by having
electric fans fitted into permanent
uptake ventilators which suck out
the stale air, and the fresh air flow-
ing in via the down-take ventilators
takes its place. With natural venti-
lation, the lee ventilators should
be turned on the wind and the
weather ventilators back to wind,
and the hatches opened whenever
the weather permits.

In all three cases, the tempera-
tures of the holds or chambers
should be taken at least every six
hours and recorded in the cargo log,
and remarks are to be made in the
mate's logbook as to the ventilation
arrangement.

QUESTION
Under what conditions are coal
cargoes most dangerous; that is,

(Pace 76, please)

JULY. 1940

All-Welded C-1 Cargo Carriers

Western Pipe & Steel Building Largest All- Welded Steel Hulls
Ever Constructed in a Pacific Coast Shipyard

The pictures illustrating this short
article show some of the steps in the
construction of cargo vessels at the
plant of the Western Pipe & Steel
Company, San Francisco, where the
hulls of the first two of five C-1
t>-pe cargo motorships building for U.
S. Maritime Commission are rapidlv
nearing completion.

The stern frames for these vessels
are designed to he of steel, cast in
four sections. These sections are ma-
chined for perfect joint fits, and are
fastened together by bolting and weld-
ing. Since the stern frame carries
bearings for the propeller shaft and
for the rudder, the joining and the
machine work must be done to a fairlv
exact degree of tolerance.

All of these castings were made by
Columbia Steel Company of Pittsburg,
California. As will be noticed in the
illustrations, they are of considerable
size. The total assembled weight is
61,914 pounds, or approximately ol
tons. Due to the large boss for the
propeller shaft bearing, the propeller
post is the heaviest of the four sec-
tions, and weighs 17,445 pounds. Fab-
rication and erection are making fast
progress in the yard, and the profiles
of two fine ships are daily becoming
a more noticeable feature in the South
San Francisco scene. The.se five C-1
.ships are to be completely welded
hulls, and will be the largest all-welded
steel hulls ever built on the Pacific
Coast.

In this tyjje <jf welding work. West-
ern Pipe & Steel have had long ex-
perience. They have done much fabri-
cation of barge hulls, pipe lines, pen-
stocks and large structural work, and
are well equii>i)c-d with machines, jigs
and experience to tackle any welding
procedure.

The first hull is scheduled to go
over the side in August. The ways are
side launching ways, anfl much antici-
patory interest is being shown by the
launching fans, who remember the
thrill of the big splash kicked up by

Machining the stern
frame for one of the C-1
all-welded cargo vessels
building at the South San
Francisco yards of the
Western Pipe & Steel Co.

View from the shop
crane, showing the com-
plete assembly of the
stern casting on the floor
of the shop.

i

^^?^>^^' H

^sn^KKi^

■ '■■■^^.-.J

•SII^'^**"!

P .\ C I F 1 C M A R I 1\ K REVIEW

the side launchings there in 1918,
and of the salt water bath for spec-
tators which often followed.

The five Western Pipe & Steel ^gffmmm^^^^' :^: ^^^

Company C-1 carj^o vessels will be WIr- -|j •' "' _ .,-* "^ iJlW^

not only the largest all-welded hulls g§r--ff^ H| H| 11^
buih on the Pacific Coast, but, if r~ HM^BhS -j

memory serves correctly, will also _^k5r-- "-m ^

share with the five similar ships build-
ing by Seattle-Tacoma ShipbuiUhnu 1_ i^^^^^^^^^^^B ^ii
Corp. the honor of being the largest
diesel motorships built on the Pacific
Coast.

Their general characteristics are :

Length overall 416 feet, 0 inches

Length B. P 365 feel, 0 inches

Ream molded 60 feet, 0 inches

Depth molded, S. D... 37 feet, 6 inches ^ • . ..

r^ . -,— r ^ • , Tummg the ruddi

Draft, loaded 27 feet, 6 inches

Displacement, loaded 12,875 tons

Cargo deadweight Horsepower (normal) 4,000

8,0(X)tons (approx.) Sea speed, loaded 14 knots

Mechanical Rubber Goods, a 24- (4) physical properties; (5) specifica-

page, profusely illustrated book pub- tion table.

lished by the B. F. Goodrich Company Another section is devoted entirely

and presenting a condensed catalog, a to electric welding accessories, such

section of engineering data, and a as aprons, brushes, cable, graphite

guide to selection, covering that firm's electrodes, face shields, leather gloves,

line of rubber goods used in the me- goggles, helmets and electrode holders,

chanical arts. A page of excerpts from Welding

r„ ^ ^ , , J •, , Symbols and Instructions for Their

Illustrated and described are: con- ^; , , »

, ,. . . • ■ 1 u Use, as published by the American

vevor belt svstems ; transmission belts, ,,, ,',. '., • ■ , r

u '.^u a i A \r u J ctt- i We ding Society, is another feature,

both flat and V ; hose and fittings ; and ^, ^ , ,.■' . „ ,

„ r f 1 u A ,- The concluding .section offers a de-
miscellaneous lines of rubber products. ., , ,. • r i <<tt ^ >>
rr., 1 .. • 1 J 1 1 Ki 14- tailed discussion of the Hornet,
The latter include: hard rubber sheet ,^ „ ^ , ,, t,t j i ht^t^ i
, ■ ,, ,. . 1 uu "Yellow Jacket, Model MCT and
and pipe; rubber linings and rubber- , ,^ , , ,. . ,,,-, i • u
r J / 1 »i • * c u Model GA Wilson electric welders,
lined tanks ; the various types of rub-
ber packing ; rubber paints, cements, ■

putty and pla.stic compounds; Vibro- y/,^, ,,y,.„ Vo. 10 Planograph, a

Insulators for reduction of noise and „g^, :[,^yn^^ bulletin published bv Air

vibration; rubber expan.sion joint Reduction Sales Company, New York,

fillers; rubber mats and matting; and describes this gas-operated cutting

rubber tape. machine designed for cutting straight

lines, rectangles, circles and irregular
shapes from ferrous metal of any
thickness within the present practical

.\irco Electric Welding Products, a limits of the cutting torch.

32-page illustrated booklet ju.st issued j^^ bulletin contains a complete

by Air Keduction, describes the com- pictorial representation of the plano-

|)lete line of Airco electrodes and Wil- graph, as well as oijerating details and

son electric welding machines. specifications. I'eatures of the device

This booklet discus.ses various types are listed, such as its wide cutting
of electrodes and offers suggestions range, single- or two-torch operation,
as to where each type can be used to centralized location of electrical con-
best advantage. Included in the de- trols, interchangeable devices for
scription of each electrode is (1) a manual tracing or magnetic and temp-
general descrii^ion ; (2) suggested ap- let tracing, and central gas control
jilications ; 1 3) welding procedure; unit.

stock for a C-1.

Welded Steel Hulls, Bulletin No.
213, the Dravo Corporation, Pitts-
burgh, Pa. A comprehensive bulle-
tin just prepared by Dravo Corpora-
tion tells an informative story re-
garding the use, design and con-
struction of welded steel barges.
The treatment is both narrative and
explanatory, and 84 photographs il-
lustrate the text. Twenty types of
barges, covering both harbor serv-
ice and river transportation, as well
as a number of rowboats, derrick
boats, dump scows and ferry flats,
are described.

The booklet contains: A review
of Dravo facilities; a section on
barge design, featuring tow effi-
ciency which results from scientific-
ally-engineered and pre-tested hull
and rake end designs ; results of some
of the model basin tank tests involv-
ing various rake end shapes ; discus-
sion of structural details which give
ruggedness and damage-resisting
strength ; the patented Dravo skegs
to prevent yawing of barges that
are towed astern ; rolling hatch
covers for weatherproof cargo trans-
port : fabrication and assembly of
welded hulls, with particular atten-
tion to the arrangement of facilities
in a unique adaptation of the line
assembly method of production ; de-
scription of many of the Dravo posi-
tioning devices and welding rou-
tines ; a discussion of operation and
maintenance; and loading tables for
standard size barges, with a review
of recent tank tests on towing
efficiency.

JULY, 1940

specialists in
Heavy Lifts

The pictures on this page shuw
Haviside lifting equipment hantUing
unusual marine shipments.

Below, a Haviside derrick barge
is lifting heav)- parts of a gold min-
ing dredge, which are being shippetl
to Alaska by the Yuba Manufactur-
ing Company of San Francisco.

The pictures at right show one of
the most spectacular and efficiently-
handled heavy lifting jobs c\er
tackled on San Francisco Bay. One
of the Haviside derrick barges lifted
the DC-4, largest land plane ever
built in the United States, and
placed it aboard the barge at Oak-
land Airport. The Haviside barge
then came around via San Leandro
Bay, passing through the Bav Farm
Island bridge.

In going through this bridge, the
DC-4 had to be hoisted high enough
to clear the bridge structure. This
operation successfully concluded,
the barge then proceeded to the
powder anchorage, where the giant
plane was loaded aboard the Japan-
ese motorship Asakasan Maru for
transport to Japan.

It is interesting tu note that the
DC-4 as handled by the Haviside
derrick barge had dimensions of 96
feet long, 74 feet wide and 26 feet
high, the wing tips having been re-
moved and crated.

.'\merican Wire Rope is standard
in Haviside lifting feats.

1

^

Mt

.>;-...;-

7^e T^H^d Staie^.

Some Notes on Her Auxiliaries and Equipment as Furnished
by the Manufacturers Thereof

In our June issue we published a complete description of this great passenger liner
as presented in a technical paper by Harold F. Norton, naval architect, and John F.
Nichols, chief engineer, of the Newport News Shipbuilding and Dry Dock Company.

Editorially we interpolated in parentheses the names of certain manufacturers of
equipment and machinery where such names do not appear in the original paper.

An error made in this manner needs correction. Under the subhead '"Generating
Plant," on page 52A, the first three lines should read, "The main generating plant
consists of four (Westinghouse) turbo-generators each rated 600 kilowatts."

Stee^Uuf> Qeal and 2>ecA MacUine/i>u

The Lidfjerwood electro-liydr.iiilic
main steering gear is capable of han-
dling the ahead rudder ton|ue of
16.8()0,0(XJ inch. lbs. at 23.5 knots and
the astern rudder torque of 2r),00(),()0()
inch lbs. at 15 knots without exceed-
ing 1500 pounds per square inch oil
pressure in the system.

The steering gear consists of two
forged steel rams, 18" diameter, ar-
ranged parallel to each other and
placed fore and aft in the shi]). Each
ram o]ierates in a pair of cast steel

c\ linders, and is connected to the cast
steel rudder crosshead by means of
forged steel connecting rods and pins.
The cylinders are connected by piping
through valves to either of two inde-
pendent power plants, each consisting
of a variable stroke Northern Pump
Company's pump having a capacity of
325 gi)m, driven through a Foote
Brothers gear reducer by a 150-hp
General Electric Company's motor.

Each power plant has its own con-
trol of the full follow-up, springless

The electro-hydraulic steering gear of America set up in the Lidgcrwood shops.

ty])e, controlled from the pilot house
by either a Lidgerwood hydraulic tele-
motor or Sperry Cyro Pilot ; from the
bridge by a column and wheel con-
nected to the forward hydraulic tele-
motor unit; from the trick steering
station in steering room ; and from the
aft deck column connected to the trick
steering station.

The steering gear provides for
multiplicity of control, inasnnich as
either power plant may be operated
from any steering station, and in ad-
dition either power plant may be con-
nected to all ram cylinders, or with
only the port cylinders, or with only
the starboard cylinders.

A Lidgerwood electric emergency
steering gear, driven b\' a General
Electric 25-hp motor, is mounted on
the upper deck and operated there,
and is connected to the rudder stock
by worm gearing and a quadrant.

The Lidgerwood main win<llass con-
sists of two inde])endent units, each
driven by a lOO-hj) (Jeneral I-.Iectric
motor through a high-s])eed worm
gear reduction and a low-speed gear
reduction. The arrangement of the
drive is such that each motor may
drive its own windlass; each motor
may drive the other windlass but not
simultaneously ; one motor may drive
both windlasses simultaneously; but
both motors simultaneously cannot
drive one windlass. Ivach windlass has
a ca])acity to hoist a 21,650-lb. anciior
and thirty fathoms of 3" die-lock
chain from a depth of W) fathoms

J U I. Y, 19 4 0

without exceeding 50 per cent over-
load on the motor.

The Lidgerwood stern windlass has
a capacity to lift a 7,805-lb. anchor
and 30 fathoms of l^g" die-lock chain
through worm and spur gearing b\' a
25-hp General Electric motor.

There are tixe Lidgerwood electric
capstans, four having the power plant
below deck, while the fifth is deck
mounted. Each capstan is driven by a
75-hp General Electric motor, and has
a capacity of 25,000 lbs. pull at a rope
speed of 50 feet per minute.

PaHelifUf. ana ^u.t^tituAe'

The following brief description out-
lines the accommodation bulkhead
panels and furniture as furnished to
S. S. America by W. & J- Sloane.

In order to supply a satisfactory
bulkhead material for the staterooms
and public spaces, a RIarinite panel
was cross-banded and veneered in the
furniture factory of W. & J. Sloane,
the method used being the Permo-
W'eld process. In this process the ad-
hesive used is one of the liquid resin
tj'pes, and requires a hot plate press
for the operation. This press, the lat-
est and most modern in use, automat-
ically controls the pressures and tem-
peratures required. The combination
of heat and pressure produces a chem-
ical reaction in the glue, converting
the liquid resin into a hard, insoluble
glue line.

Veneers glued by this process can
be soaked in water or allowed to
weather indefinitely without separa-
tion of the plys. The practical and the
beautiful are thus combined to pro-
duce a rich and fine wood paneling.

The staterooms are paneled with
rift oak, walnut, mahogany, primavera
and white maple. The public spaces
are paneled in the same woods as the
staterooms, with these additional
woods: Macassar ebony, curly maple,
quartered oak, lacewood and zebra-
wood.

Throughout the accommodations,
extensive use has been made of mod-
em bleached finishes in the paneled
rooms.

Furniture

All of the wood furniture was built
in Sloan's factories and was veneered
by the same I'ermo-Weld process as
described above for the bulkhead
I)anels. For the respective compart-
ments, it is described as follows:

Cabin Class Lounge. Is of bleached
walnut of ^American Contemporary
design throughout, finished to match
bulkhead panels. The tables and cab-
inets are of bleached walnut. The Cab-
inets have an anodized aluminum
scroll design. The upholstered furni-

ture is covered in neutral beiges and
soft green hand-woven and embroid-
ered fabrics.

Cabin Class Ballroom. The curved
and shaped sofas are completely up-
holstered in off-white leather with
base finished grey to match the bulk-
head panels. Some of the curved
pieces are 25 feet long, and follow the
contour of the bulkheads.

Smoking Room. Tables and up-
holstered furniture are of ebonized
maple to match the bulkheads. The
tables are finished with blister-proof,
alcohol-resistant tops. The curved and
straight sofas are made in three sec-
tions and covered in blue hand-woven
fabrics. The easy chairs and open
armchairs are covered in blue and red
full top-grain leather.

Writing Room. The desks and
cabinets are made of lacewood with
mahogany inlaid bandings, and fin-
ished to match the bulkheads. The
furniture is upholstered in soft blue
fabric.

Cocktail Lounge. The wall sofas
and upholstered chairs are covered in
bright green leather; the wood is fin-
ished to match the ebonized bulkhead
panels.

Tourist Class Public Spaces. The
furniture is made of various woods,
such as oak, Macassar ebony, mahog-
any, primavera, with modern bleached
finishes which in many cases match
the bulkhead panels. In these spaces,
as in the cabin class, the upholstered
pieces were covered in full top-grain
leather and in specially-designed fab-
rics in damasks, rough-textured hand-
woven and embroidered fabrics.

Third Class Public Spaces. Fur-
niture is in oak, mahogany and walnut
in modern bleached finishes, and up-
holstered pieces are covered in full
top-grain, rough-textured fabrics and
printed linens.

Throughout the public spaces, nat-
ural and golden bronze anodized
aluminum has been used for inlays
and as decorative motifs in cabinets
and tables.

Staterooms. All wood furniture,
such as chests, night tables and dress-
ing tables, as well as the upholstered
chairs and benches, were made to
match the wood veneered bulkheads,
and the same bleached finishes were
used on both.

Officers' Rooms. The furniture in
these rooms was made with the same
treatment as that in the staterooms.

l4JaVie^ Qent^UlftUfoi Putnp^

The Warren Steam Pump Company
Inc. supplied centrifugal pumps for
many services on S. S. America, in-
clufling the following:

F(jur 4" vertical centrifugal two
stage main condensate.

Four Xyr vertical centrifugal two
stage auxiliary condensate.

Two 3" horizontal centrifugal single
stage sanitary.

Two 3" horizontal centrifugal single
stage fresh washing water.

Two Xyr horizontal centrifugal
single stage ice water circulating.

Two 14" horizontal centrifugal sin-
gle stage dynamo condenser circulat-
ing.

One 3" h(jrizontal centrifugal single
stage clean ballast.

One 2" horizontal centrifugal single
stage healing s\stem drain condenser
circulating.

One \y>' vertical centrifugal two

stage heating system drain condenser
condensate.

Two 3" horizontal centrifugal sin-
gle stage air conditioning brine cooler
circulating.

Two 2" horizontal centrifugal single
stage cargo and ship's stores brine cir-
culating.

Two \y2" horizontal centrifugal
single stage service box brine circulat-
ing-

( )ne 2" horizontal centrifugal single
stage brine circulating.

All of these pumps are driven by
General I"',lectric Co. marine type mo-
tors.

The sanitary, fresh washing water
and ice water circulating pumps have
bases of bronze with all bronze fit-
tings ; all other pumps have cast iron
cases with brtjnze fittings. The main
and auxiliary condensate and heating
s\stem drain condenser condensate
I)umps are fitted with Monel impellers.

I'ACIFIC MARINE REVIEW

Tlie electric clock system installetl
on S. S. America is of the very latest
design, consisting of a master control
clock operating 36 outlying secondary
clocks of various-sized dials and types
of cases.

The sec(jndary clocks are of a lieau-
tiful design, with cast metal cases.
convex glasses, specially - designed
dials, numerals and hands.

The clocks on the exposed decks are
(if the weather-proof type, while the
clocks in the main lobbies and foyers
are large IS" dial mirror glass with
cast material numerals and specially-
designed hands.

The system is so arranged that time
changes can be readily made when the
ship is going in an easterly and wcst-
erh- direction. These time changes are
controlled automatically from the
master control ])anel and make a very
convenient method of keeping this
large number of clocks to the correct
lime.

In addition to the ra])id time setting
feature, each secondary is equijiped
with an automatic resetting movement
which keeps all the secondary clocks
in exact svnchronism with each other.
This automatic resetting feature is
controlled from the master control
panel, and to our knowledge is the
lirst time that this automatic resetting
feature has been applied to ship clock
systems.

The .system operates from one of
the storage batteries installed on the
ship, thus giving the system continu-
ity of service.

The equipment was sold, designed
and manufactured by The Standard
I'.lectric Time Company of ISjiring-
field, Mass,

k'or indicating the heat of e.xhaust
gases, America has an installation
consisting of two Thwing Model 34
marine type indicating pyrometers,
and four Thwing Model A6S.C. ther-
mocouples, connected to the pyrom-
eters with Thwing ty]ie A6 cold end
extension wire.

The selector switch and the indicat-
ing mechanism of the pyrometer are
contained in one fume-, moisture- and
dust-jiroof ca.se, made of Navy alum-
inum alloy.

The tentperature scale has full fig-
ures for each 1(X)° F., and runs from
^T to 1,200°. The pyrometer is cali-
brated for a range from 40° to 1,000°
with convenient zero adjustment.

Bg^ Value, Qo4ii^Joli

The Philadelphia (iear Works sup-
plied a number of their Limitorque
\'alve Controls for operation of vari-
ous \al\es on .*>. .S. .America.

This patented device is designed for
mounting on top of the valve yoke.
A sleeve driven by a worm and worm
wheel takes the place of the operating
nut. The worm shaft is actuated by a
handwheel and/or an electric motor.
All gears, bearings and switches are
enclosed in an oil-tight, water-tight
and dust-tight housing of steel. All

spur gears are accurately cut in steel.
The worm gear is of chilled nickel
bronze, and the worm of case-hard-
ened nickel steel ground and ])olisIied.

In closing the valve, the motor
drives the w^orm shaft through helical
gears. The worm gear has a heavy
lug projecting from the hub. The
worm drives the worm gear until the
gear lugs .strike corres])onding lugs on
the drive sleeve. This allows the mo-
tor to reach full si)eed and impart a
hammer blow to start the valve disk in
motion. When the valve seats or meets
an obstruction, the sleeve is retarded,
causing the worm to slide axially along
the worm shaft. Movement of the
worm trips the tor(|ue switch, which
interrujits the holding coil circuit,
stopping the mot(jr.

This action insures tight valve clos-
ure without strain on the valve ])arls.
Protection from damage due to for-
eign objects obstructing the closing of
the valve is insured, since the motor
is shut oiif by the thrust exerted on the
valve disk. Thus the valve is protecte<l
during the entire closing operation.
This torque switch has a simple mi-
crometer adjustment by which the
seating ])ressure can be varied up to
40 per cent.

In opening, the oper.ation is the
same as in closing, except that the mo-
tor is stojjped at the desired ])oint by
the geared limit switch, which is
driven from the worm shaft. This
switch is provided with contacts which
control the motor and indicating
lights. After installation of the unit on
the valve, the limit switch is set to
open the holding coil circuit of the
controller at the desired i)oint, caus-
ing the motor to stop. Once this limit
switch is set, no further adjustment
is rec|uired.

America carries: l"i\c passenger ele-
vators, three for cabin and two for
tourist class; one engineer's elevator;
one service elevator ; and one baggage
elevator. All of these are electric
drive, and are furnished by the C)tis
Mlevator C(jm])any.

^levators Nos. 1 and 2 .are of the
micro drive car switch control 1\pe,
having platforms 4' ''" b\- .^' 0" and a
.speed of 150 fpm with 1,S0() lbs. load.
They are located in the cabin class
foyer stairwells, 170 feet aft of stem
of ship, and .serve the cabin class pa.s-
sengers from A deck to the s])orts
deck, a lift of 47 feet.

I'llevator No. 4 is of the same type
and speed as Nos. 1 and 2 ; has a plat-
form 4' 3" by 5' 0", and serves from
the swimming pool at D deck level to
the sports deck, a lift of 74' 4". Its
location is amidshijis about 200 feet
aft of Nos. 1 and 2.

The two tourist passenger elevators,
Nos. ') and 7, are also of same type
and very similar character.

The engineer's elevator. No. 3, is of
the pushbutton control type; has a
speed of KX) fpm with 1,(X)0 jwunds
load, and travels from 1'. deck to sun
deck, a lift of 48 feet.

The service elevator. No. 3, is ])rac-
tically the same as the engineer's ele-
vator, lifts the stores from the hold

JULY. 1940

to A deck, a vertical distance of 35
feet.

Xo. 8 is used to lift baggage from
D deck to main deck, a rise of 36'
8^". It has a platform 4' 5" by 5' 4",
and will raise a load of 1,800 lbs. at
aO fpm.

For galle)- and pantr}- service, S. S.
America is equipped with eight auto-
matic electric dumbwaiters, each of
350 lbs. capacity, 100 fpm car speed.

Some of these serve adjacent decks
only, and others serve several decks.
The cars are of non-corrosive metal
with adjustable shelves and bronze
guides. All dumbwaiters have full
automatic button control with "in use"
lights at each landing. Various safety
devices are incorporated in the con-
struction, including a device for in-
stantly stopping the car should it be
overloaded or should it be obstructed
in its up or down travel.

All the power units are duplicate,
which is an important feature on ship-
board, as re])lacement parts fit all
units.

The landing doors are bi-parting,
quick-operating type, and are fitted
with electric contacts, door locks and
vision panels.

This equipment was especially ile-
signed for marine service, and was
made and installed by the Geo. T.
McLauthlin Co.

Oil PufUlfUxUiOH.

For the smooth, continuous opera-
tion demanded of the geared turbines
on S. S. America, clean lubricating
oil is absolutely essential, and since
oil in its lubricating mission is contin-
ually ])icking up moisture, dirt and
metallic particles, and forming sludge,
.some method of continuous cleansing
is required. To perform this function,
the owners of S. .S. America chose
two No. 6 .Shar])les X'aportite .Su])cr-
Centrifuges.

This centrifuge is a streamlined,
completely enclosed model, which not
only cleans the oil very effectively, but
also prevents the vapor incident to the
cleaning operation from escaping into
the engine room. Fach No. 6 Sharpies
has a height of 58^^ inches and re-
quires a floor space of 35" x 28".

tiie .\merica is fitted with a 45-inch
Kingsbury style FF main thrust bear-
ing with six thrust shoes operating in
each direction. Each bearing is de-
signed to take a thrust load of 231,000
pounds. The thrust collar, which is
integral with the shaft, is 45 inches in
diameter.

Each of the three rotors in each of
the two triple expansion main tur-
bines is fitted with Kingsburj' 6x3
shoe thrust bearings. These bearings
have thrust collar diameters of 9",
lOK'" and 12" for the H.P., LP. and
L.r. turbine casings, respectively.

Oil Putnfii.

^Uaa^ t^eoAA^Kf^

Each of the two jjropeller shafts of

The new United States Lines pas-
senger-express liner depends on
Ouimby Screw Pumps for service of
lubricating oil, fuel oil and diesel oil.
Nine of these pumps are installed, as
follows :

There are four lubricating oil
service pumps. These are Quimby
."^crew Pumps, size No. 6, of vertical
])attern, gear-in-head design. Each
pump has a capacity of 600 g.p.m.
maximum of lubricating oil at 40
lbs. discharge pressure with 15"
mercury vacuum on the suction. The
nil has a \iscosity of 500 SSU at
100° 1""., and it is handled at temper-
atures from 70° F. to 100° F. These
pumps are each equipped with 30-
H.P., variable-speed, direct-current
motors, ranging from 600 to 1,200
r.p.m. By means of this, the capacit>-
can be cut down while the vessel is
in port and when not as many of the
bearings needing lubrication are in
service.

In addition to the lubricating oil
pumps, there are four Quimby Screw-
Pumps, size No. 3, of vertical pat-
tern, gear-in-head design on fuel oil
service. These pumps are designed
to handle 35 g.p.m. maximum of fuel
oil at 300 lbs. discharge pressure,
handling the oil at a variation of
viscosity from 700 to 7,000 SSU at
the operating temperature. Each of
these pumps is provided with a 15-
TT.P., variable-speed, direct-current
motor ranging from 1,010 to 1,350
r.p.m.

Also, there is one Quimby Rotex
Pumj), size No. 1^ AB, of horizon-
tal pattern, gcar-in-head design.
This pump has a capacity of 15
g.p.m. of dicse! fuel oil against a dis-

charge head of 200 feet. The oil has
a viscosity varying from 700 to 7,000
SSU at the operating temperature.
This pump is provided with a 2-
H.P., 1,150 r.p.m., direct-current
motor.

jbeaoAxUiue. '^fiecUtnent

The following description of the
decorative treatment of the public
rooms on America is furnished by the
firm of Eggers & Higgins, New York,
who designed these rooms :

On the promenade deck ample .space
is provided for lounging, dancing and
exercise. The smoking room, for-
ward, based on a circular design, and
containing a bar, service bar and to-
bacco shop, is finished in ebonized
veneer with dark floor and light ceil-
ings. Two curved murals grace the
aft wall. The color note here is ebony,
gold, soft blue and red.

The main lounge is the full height
of two decks, with mezzanine on the
outboard of portions of the space.
Beige walls — glazed — golden bronze
trim, soft gold leaf ceiling and color-
ful furniture are used to give a rest-
ful cjuality. A stage for concerts and
cinema is an element of the room.

The graceful bar is lighted by
groups of lucite tubes, which throw a
mellow glow over this space.

.Still aft is the ballroom, a generally
sq.iare room with a dome and circular
dance floor in the center. The walls
are of glazed aluminum leaf and mir-
rors, above a band of banquettes in
deep rose.

The cabin class dining room on "A"
deck is two full decks in height at the
center, with side aisles one deck high.
Here the colors are a soft cream and
gold, with a black floor. The central
portion of the room is divided into
large panels of carved laccpier in tones
of cream, soft gold and silver — for the
upper half of the walls — with pilasters
of cream marble for the full height
forming piers at the side aisles.

The spacious swimming ]jool, with
beach space on three sides, is entirely
covered with tile except for the ceil-
ing. The aft wall above the ])ool has
a broad aluminum panel, upon which
a metal decoration of porpoises and
seaweed group around a large circu-
lar mirror as a central motive.

r A C I I' 1 (; MARINE R K V 1 E W

Gray marine diesel

as installed in Welin

26-foot lifeboat.

Americans First
Diesel ^ower Lifeboat

Three Unique Life-Saving Craft
for Delta Line Passenger Liners

America's first diesel-powered
lifeboat, fur use t)n one of the new
l)asscnger aiul cargo ships now be-
ing built by the United States
Maritime Commission, has been
launched at a Newark, N. J., ship-
\ard, according to announcement.

(iovernment requirements provide
that at least one power lifeboat must
be carried by each new American
merchant ship of certain classes, and
diesel power was selected because of
its reliability, greater cruising range
and the absence of fire hazard. First
of these new lifeboats is powered by
a one-cylinder, two-cycle Gray Ma-
rine General Motors diesel with a
1.6:1 reduction gear.

Use of the new power lifeboats is
expected to help make Uncle Sam's
new merchant marine fleet the
safest in the world.

In case of disaster, it will be the
function of the one power lifeboat

on each ship to pick up the other
lifeboats, which are hand-propelled,
and take them in tow. Each of the
diesel lifeboats carries thirty gallons
of fuel oil, which is sufficient to pro-
pel the boat, fully loaded, a distance
of approximately 150 miles in about
twenty-four hours. The boats also

Welin dicsel-powered lifeboat on her trial run.

arc C(|ui])ped with two-way short
wave radio communication off of
batteries. The advantage over the
old type lifeboats are numerous.
\\'ith radio aboard, the lifeboat crew
can continue sending S.O.S. signals
and direct ship searching for sur-
vivors. With sufficient power to tow
other lifeboats, with any kind of
luck, the survivors can all be kept
in one group, making com])lete res-
cue much more certain. ,A.nd, in
case the shi]) sinks within 150 miles
of land, the lifeboat can reach the
shore, whether outside assistance
comes or not.

The new lifeboat, one of three
built by the Welin Davit (!v; Boat
t"or)ioration, is 26 feet long, 8 feet 4
inches beam, and has a capacity of
2(> ])ersons. These boats will be
used on the Delorleans, Delbrasil
and Delargentino, being built at the
Sjiarrows Point Plant of the .'^hip-
Iniilding Division of the Bethlehem
Steel Company, Inc., for the Delta
Line of Mississippi Shi])ping Com-
pany to run between New Orleans
and South ."Xmerican ports.

JULY, 1940

0^

M<H

SHIPS in THe nriRKinG

LATEST NEWS FROM AMERICAN SHIPYARDS

The Maritime Commission Trial
Board on June 23 recommended to
the Commission that S.S. America
be accepted as a result of satisfac-
tory trials conducted June 13, 14
and 15 off Rockland, ]\Iaine, and
en route to Newport News, \irginia.

The report of the Trial Board
said: "From observation and in
spection during the trials, the Board
considers that S.S. America is an
outstanding accomplishment."

The first vessel to be ordered by
the United States Maritime Com-
mission in its building program,
America was begun in October,
1937, and launched August 31, 1939.
With capacity for 1219 passengers
and a crew of 640, she is the largest
merchant vessel ever constructed in
the United States, and was built by
the Newport News Shipbuilding and
Dry Dock Company for the United
States Lines. Since she was started.
15S other vessels have been ordered,
of which 37 are already in o])eralion.

.•\merica made better than 24
knots during her trial run, and her
machinery exceeded the contract
re(|uirement of 34.000 shaft horse-
liovver. During an overload run, she
average<l approximately 38,500 shaft
horsejfower. The guaranteed fuel
consumption figure was bettered in
the standardization trials, and pre-
liminary figures indicate that the
contractor will be entitled to a
bonus for constructing an economi-
cal power unit.

Three C-3s in the water at the Moore Dry Dock Co., Oakland, Calif. Sea Panther just
launched, Sea Star at outfitting pier, Sea Arrow about ready for trials.

C-3 SlUfx jCauHjc/ted

The first C-i passenger and cargo
type vessel in the Maritime Com-
mission program, the S.S. President
Jackson, was launched on June 7 at
the Newport News Shipbuilding
and Dry Dock Compan}-, Newport
News, Virginia.

This \essel is the first of a fleet
of se\en sister ships being built foi'
the round-the-world ser\ice of the
.Vnierican President Lines. .'^Ik- was
s])onsored by Mrs. William (lil)l)s
McAdoo, wife of the chairman of
the steamshi]) com])any.

Designed by the Maritime Coin
mission, she will have accnmnioda
tions for 98 passengers; an dxcrall
length of 492 feet; a beam of (.'»
feet, C) inches ; a S])eed of 16J/2 knots ;
;ind a grdss measurement of 9300
tons.

^eliaeM, Sea /In^xuu

On the 25th, 26th and 27th of
June the Moore Dry Dock Company
held successful trials of the U. S.
Maritime Commission C-3 cargo
steamer .Sea Arrow, and deli\'ered
her to the Commission.

This ship is acclaimed by every-
one who inspects her as being
a ])articularly well - finished and
e(|ui])ped cargo carrier. The work-
manship is wonderful, the installa-
tion of equipment is shipshape, the
]ierformance of the power plant and
of the ship is efficient and economi-
cal to a degree well in excess of
guarantee.

This yard is busy with the C-3s
Sea Star and .Sea Panther, alongside
the outfitting dock, and another C-3
taking shape on the building ways.

PACIFIC MARINE R K V I E W

On June 12 .Vclint;- Secretary "I
the Xavy Lewis C'omplon an-
nnunceil alkications for the con-
struction of 12 Naval vessels, 13 to
U. S. Navy }ards and 9 to private
vards, for a total estimated cost of
$327,233,000. This is said to be the
largest peace-time order in the his-
tory of the U. S. Navy.

The allocation is as follows:

Two 10,000-ton cruisers- N. \'.
Shipbuilding Corp.

Two 1630-ton destroyers — Bath
1 xow Works.

Two 1630-ton destroxers — Federal
Shii)building and Dry Dock Co.

Three submarines — Electric Boat
C'ompany.

One 45,000-ton l)attleship— New
^'ork Navv Yard.

One 45,600-ton battleship— Phila-
deli)hia Navy Yard.

Two 1630-ton destroyers and two
seaplane tenders — Boston Navy
Yard.

Two 1630-ton destroyers — Charles-
ton Navy Yard.

Three submarines — Portsmouth
Navy Yard.

One submarine tender — Mare
Island Navy Yard.

One mine sweeper, Norfolk Navv
Yard.

The busy yard of the Newport
News Shipbuilding and Dry Dock
Company got an order in June to
build a cargo ship for the Inter-
national I'reighting Corporation (a
DuPont subsidiary). This vessel
will be of the C-2 Maritime Com-
mission design, modified to suit the
special recpiirements of the operator
in the run between I'nited States
and South .American ])orts.

BaiU 9no*t WoJu

American Export Lines and the
L^ .S. Maritime C'ommission on
June 4 awarded a contract to the
r>ath Iron WOrks to build four of
the E.xport Line type C-2 cargo
vessels at a price" of $2,198,000
(adjusted) ])cr shij). These vessels
have the following characteristics :

Length overall 473' 1"

Beam 66' 0"

De])th 42' 3"

Gross measure 6700 tons

Displacement 14,450 tons

Total deadweight 8775 tons

Horsepower 8000

Speed 16!/2 knots

On June 4 tjic I'. S. ^laritinic
Commission awarded a contract to
the .S|)arrows Point Yard of the
Shipbuilding Division, Bethiehem
Steel C'ompanj', for the conversion
of the freighter Edgemont into a
training ship. The cost will be
$1 ,r)44,M0.

S..^. ICdgemont is .i Slnp])ing
Board cargo carrier built at Seattle,
Washington, in 1919. She is 409.0
feet long, 54.2 feet beam, 27.1 feet
dei)th, has a gross measurement of
()iS()5 tons, a net measure of 5257
tons, and is fitted with 3000-shaft-
horsepower geared turbines.

SfUiAAKUui, Paint
Jlcu4>Hcltei,*Janken,

An(Jthcr addition was made to tlie
fast-growing fleet of American
tankers when the Esso Nashville
was launched on June 15 at the
Sparrows Point Yard of Bethlehem
Steel Company, .Shipbuilding Di-
vision. The new vessel, built for
Standard Oil Company of New Jer-
sey, was christened by Mrs. Hermon
Sweeney Atchison, wife of the man-
airer of the Baltimore branch, Stand-

Progress al Seattle-Tacoma Shipbuilding Corporaiion. Ltfl: .A sU'rn frame in place
Right: The hulls of two C-1 cargo motorships on the ways.

JULY, 1940

Co.,I-*^

CMngineers^ Machinists,
Boilermakers^ Joiners,
Ship Carpenters.

All types of Engine and
Ship repairs and installations.

298 STEUART ST. - SAN FRANCISCO

TELEPHONE GARFIELD 2184

ard Oil Company of Xew Jersey,
Marine Division.

The Esso Nashxille has an o\ erall
length of 463 ft., a molded breadth
of LA ft., a designed load draft of
28 ft., 4 in., and a deadweight of
13,000 tons. The tank capacit}- is
106,400 barrels, and is divided into
24 compartments, with adequate
pumping capacity to load or unload
the ship in less than 12 hours.

The propulsion machinery' con-
sists of a single screw installation
of Bethlehem steam turbines, of
3500 shaft horsepower, capable of
driving the vessel at a speed of 13
knots. Steam is supplied by two oil-
fired water tube boilers.

The Esso Nashville represents the
latest in tankship design. Extensive
use of welding, and application of
the Bethlehem - Frear system to
longitudinals and bulkheads, insure
a light, yet strong, framing with a
substantial increase in paying dead-
weight for a given displacement.

The Maritime Commission June
28 announced that it had invited
bids for construction of three single-
screw, steam propelled, C-3 type
passenger and cargo vessels for the
American South .African Line, Inc.,
of New York City.

Bi<Is will be opened at 12:15 p.m.,
July 29, 1940, in Room 7856, Depart-
ment of Commerce Building.

The vessels will be 492 feet long,
165/2 knots designed speed, and will
have accommodations for 111 pas-
sengers.

Allcuf. !)nJa^^ itt
Matine. jbiei^

Four single screw cargo vessels of
the Q-1 type, of 13,90) tons displace-
ment and 7,618 tons carrying capacity
each, are being constructed for the
U. S. Martime Commission liy tlie
Tampa (Florida) Shipbuilding and
Engineering Co.

Each ship will be powered by two
9-cylinder 2-cycle diesel engines,
rated 3,CXX) B.H.P. at 225 r.p.m.,
manufactured by Nordberg Mfg. Co.,
Milwaukee, Wis. The two engines,
which are of the crosshead type, with
21"x29" cylinders, are connected to
the single propeller shaft through re-
duction gears and hydraulic couplings
to give a propeller speed of 92 r.p.m.

Maritime Commission specifications
state: "Cylinder liners shall he made
of the best grade of cast iron de-
veloped for this ivork, and shall be
of a uniform and very hard structure,
and capable of resisting heat and
'{.•car."

To meet these requirements, the
liners, weighing 2,400 jjounds each,
were cast by Nordberg in an alloy
iron of somewhat different composi-
tion from the blocks, but also con-
taining nickel and chromium. The
tensile strength is in excess of 48,0(XJ
p.s.i., with 220/240 Rrinell hardness.

The cylinder blocks, each weighing
7,(XX) iKiunds, with metal .sections
varying from 1" to 4", were furnished
in a high-strength, close-grained,
wear-resistant nickel-chromium cast
iron, developing a minimum tensile
strength of 45,000 p.s.i.

In addition to the well-known ad-
vantages of wear-resistance and
strength, it is reported that tests on

exposure to salt water corrosion show
a distinct superiority for the alloy
cast irons, which is an important
added Iienefit in this rqiplication.

The Kawneer-Kearfoot Double
Sash Window is supplied for single
lift or double lift, the former shown
on print KS-968A. This is made of
extruded bronze, satin finish, with
all necessary hardware and glazed
with y^' polished plate glass. The
lower sash when fixed is sealed
water-tight with felt. The upper
sash slides on the outside and has a
continuous felt gasket around four
sides of the inboard face. This up-
per sash is fitted with two spring
catches, and on each side and on the
side frames there are two wedge
blocks embossed, so spaced as to
compress the felt gasket during the
last Vi' motion in closing the sash.
This makes practically a water-tight
window. The window frames and
sash are of .078 gage, extruded
bronze, with the exception of the
landing fiange for attachment to the
ship's plating which is V^' thick.
Metal toe glax.ing strips are used
which do iiiii i-e(|uire lap screws.

When desired, a metal sliding half
screen is fitted on the inside. The
window is of strong construction, of
unusual comjjactness and ])recisiim
with all corners welded.

I' A C I K 1 C M A K 1 I\ K REVIEW

The American

A Brief Account of the Services to Merchant Mariners
of the Hydrographic Office, U. S. Navy

The Ilydrograijhic Office of tlic
Navy Department, ever since its
establishment in 1830, has been
charged with "the improvement of
the means for navigating safely the
vessels of the Navy and the mercan-
tile marine."

Service rendered by this Office,
and the resultant value of its inves-
tigations, have been in a large meas-
ure due to the enthusiastic and con-
tinued cooperation of the merchant
marine. When Matthew Fontaine
^laury, early in the history of the
Hydrographic Office, began his
studies of winds and currents, he
called upon the merchant marine
for assistance. From the mass of
data submitted by the shi])masters
of the sailing ships of that period,
he was able to i)roduce his famous
wind and current charts (Pilot
Charts). The result of his studies
enabled shipmasters to cut the time
of their voyages by many days and
shipowners to save millions of
dollars.

The cooperation of the merchant
marine has continued to the present
day. Hydrographic Office now has
over 2,000 active observers in the
merchant marine, constantly report-
ing on matters affecting the safety
of navigation at sea. At the com-
pletion of each voyage, shipmasters
forward to the Hydrographic Office
complete reports of currents experi-
enced, observations of sea and swell,
and the temperature of sea water,
together with accounts of ports vis-
ited and other data of assistance to
the Hydrographic Office in fulfilling
its mission to the merchant marine.
In addition they immediately notify
the office by ratlio of dangers men-
acing the sea routes, such as dere-
licts, wreckage, or ice.

Ill return for this cooperation, the
Hydrographic Office is able to ren-
der many services to the shipmas-
ter. Radio broadcasts describing
dangers to shipping are sent out <>n
regular schedules from the various
naval radio stations of the United
States and its possessions. Each
day, through the medium of a daily
memorandum, the mariner is ad-
vised of the latest changes in aids
to navigation, obstructions reported
and ice sighted. The Notice to
Mariners, published weekly, fur-
nishes him with the necessary infor-
mation to keep his charts and pub-
lications corrected, while the Hy-
drographic Bulletin, also issued
weekly, contains mucli infc>niialii)ii
of general interest to the maritime
world.

Monthly the mariner receives
what is probably the best-known of
all Hydrographic Office publica-
tions— The Pilot Charts. These
charts, covering all oceans, contain
a wealth of information relating to
the winds and currents to be ex-
pected, the recommended routes for
the month, together with average
weather conditions and many other
features to assist him in making-
safe and expeditious passages. These
charts, especially, are a monument
to the splendid cooperation of the
merchant marine, for the meteoro-
logical and oceanographical data
comi)iled, and are constantly re-
freshed, from the millions of obser-
vations taken by the personnel of
that service.

Tn addition to periodicals, the
Hydrographic Office issues many
publications for the safe navigation
of the merchant marine in foreign
waters. The coasts of the world
and its harbors are described in the

.XT volumes of Sailing Directions
published by the Office. Every navi-
gation light, excluding those of the
United States, is shown in 6 vol-
umes of Light Lists, while all radio
stations rendering services to ship-
ping are listed in 2 volumes of Ra-
dio Aids to Navigation. Here again
the Hydrographic Office receives
the coo[)eration of the merchant ma-
rine, through the constant flow of
material which is utilized in keep-
ing these publications up to date.

To facilitate closer contact and
cooperation with the individual mar-
iner, not onlj' in the American mer-
chant marine, but on board the
thousands of foreign merchant \'es-
sels that annually visit our shores,
P>ranch Hydrograjjhic Offices are
maintained in all the principal sea-
ports of continental United States,
San Juan, Honolulu, the Panama
Canal and on the Great Lakes.

The merchant marine, and the
country in general, can well be
proud of the splendid record estab-
lished by the Hydrographic Office.
.\s an integral part of the I'nited
States Navy, it has pioneered in
advancing many branches relating
to the sciences of hydrography and
navigation, so that today its leader-
ship in these fields is recognized
throughout the world.

In hydrographic surveying, the
Hydrographic Office was the first
to employ the sonic sounding appa-
ratus, and to utilize aerial photog-
raphy. Among the improvements
introduced in chart production may
be mentioned the invention and de-
velopment of the map and chart
pantograver; the adoption of the
offset lithographic printing press;
the application of photography in
chart photo-reproduction : and the

JULY, 1940

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
RDELITY PHENIX HRE INS. CO.

Commercial Hall DcpU

AUTOMOBILE INS. CO.

]»IATHEWS & LIVINGSTOIV

Marine Underwriters

SAN FRANCISCO

I Bldg. - Seattle 111 West 7lh St. - I>al Angeles

200 BUSH ST.

Offices at: Colmi

use of additional colors in the print-
ing of charts. All these advances
have resulted in the production for
the merchant marine of a most ac-
curate and modern nautical chart,
which is so recognized by the mari-
time world.

The science of navigation, so vital
to the merchant marine, has also
been progressively improved by the
Hydrographic Office.

"The American Practical Naviga-
tor," originally published by Nathaniel
Rowditch, a shipmaster of Salem,
Mass., has been expanded and en-
larged upon by the Hydrographic Of-
fice since 1S66. Today "Bozvditch," or
the "Sailor's Bible," as it is aflfection-
ately known, is the standard textbook
on navigation, not only in the Amer-
ican merchant marine but also in the
merchant fleets of many foreign na-
tions.

In the realm of celestial naviga-
tion, "The Line of Position" meth-
od, originally discovered b\' the
.•\merican shipmaster Thomas H.
Sumner, has been carried forward
by the Hydrographic Office, keep-
ing i)ace vv-ith the ever-increasing
demand for more speed and accuracy
in solution, necessitated by the high
speeds in ocean transportation to-
day. Among the better-known de-
velopments of this method, ]iub-
lished by the Hydrographic Office
and widely used in the merchant
marine today, are those of Dreisen-
stock and of Ageton. At the present
time the Office is issuing a new
series of tables under the title of
"H. O. 214, Tables of Computed Alti-
tude and Acimuth," which repre-
sents the most advanced method
yet devised for determining a ship's
position at sea. This is but another
service of the Hydrographic Office
contributing to the safety of naviga-
tion for the merchant marine upon
the high seas.

The Hydrograjihic Office stands
today as a most vital adjunct to the
merchant marine, safeguarding that
service "upon its lawful occasions

upon the sea" by providing the
necessary charts, publications, radio
advice and all such other assistance
that modern ingenuity can devise.

Through a century of progress it
can be truly said that the Hydro-
graphic Office has been "The Path-
finder of the Seas."

Chief Constructor,

U. S. Coast Guard, Retires

Commander Frederick Allen Hunnewell

Having reached the statutory age
limit. Commander Frederick Allen
Hunnewell, Chief Constructor, Unit-
ed States Coast Guard, retired on
Julyl.

He was : born in Somerville, Mass.,
on June 12, 1876; in 1897 graduated
with the degree of S.B., course in
Naval Architecture, from the Massa-
chusetts Institute of Technology ;
and was employed in the Superin-
tending Constructor's office, United
States Navy, Newport News, Vir-
ginia, during the construction of
gunboats and battleships comprising
early units of the Navy. In 1900 he
was transferred to the Navy Depart-
ment, Washington, D. C, and as-
signed to specifications and contract
])lans for contemjjlated cruisers.

In 1902 he was ordered lo the
New York .Shipbuilding Company,
Camden, New Jersey, as chief
draftsman in the Navy office at
that plant.

On a competitive examination, he
was appointed a Constructor in the
Coast Guard (then Revenue Cutter
Service) on August 29, 1913, with
the rank of lieutenant. Promoted
to the rank of lieutenant comman-
der in 1923, and to his present rank
of commander in 1933, Frederick A.
Hunnewell has been directly con-
cerned with the design, construc-
tion, maintenance and repair of all
classes of cutters and boats which
form the Coast Guard fleet.

For his ability and imtiring ef-
forts in the advancement of engi-
neering knowledge and ])ractice and
the maintenance of high i)rofessional
standards, and for e.\ce])tional serv-
ice of meritorious character. Chief
Constructor Hunnewell retired with
the appreciation, esteem and good
wishes of the entire profession and
of his associate Coast (luard officers.

A member of the Societ}- of Naval
Architects and Marine Engineers,
past president of the Washington
Society of Engineers, and a member
of the Cosmos Club of Washington,
D. C, he represented the United
States Coast Guard at the Interna-
tional Conference of Na\al Archi-
tects and Marine Engineers, Lon-
don, England, 1938, and lias con-
tributi'il technical articles to the
v. S. Naval Institute Proceedings,
the Transactions of the .'society of
Na\al Architects and Marine Engi-
neers, and cither jiuhlic.itinns.

P A C; 1 F I C M A R I N K REVIEW

WdUcum Jf, lie^ff

The sudden passing of William H. Berg, President of the Standard
Oil Company of California, has left a large gap in the ranks of our
great industrialists.

The Pacific Coast Oil Industry has lost a great executive.

The forces for civic betterment will be missing a powerful leader.

The Pacific American merchant marine will be mourning a true friend.

JULY. 1940

PACIFIC
MARINE

Keoieujti

On April 1, 18W, a clear-eyed, clear
thinking young man joined the sales
staff of the San Francisco headquar-
ters of Tubbs Cordage Company,
pioneer rope manufacturers of the
West.

One of the first assignments gi\en
this young man, Edward Everett,
was the coverage of the newly devel-
oped oil fields in California and, a few
years later, the fields throughout the
Mid-Continent. From almost the first
days when the abundance of "black
gold" began to flow, Edward Everett
was a familiar figure among the grow-
ing acres of derricks, helping and ad-
vising in the selection of cordage best
suited for the dilTicult tasks of early
flrilling.

In a comparatively .shcjrt number of
years, Edward Everett's energy and
zea! received its recognition. He was
recalled from the field and appointed
as General Manager of Tubbs Cordage
Company, with headquarters in San
Francisco.

But another recognition of the im-
portant part Everett had played in the
development and standardization of oil
field cordage was to be his. He became
one of the pioneer members of the
A. P. I. committee on specifications
for oil field rope and for nearly half a
century has been recognized as one of
the country's outstanrling authorities
in this field.

Among his hobbies, Everett still
maintains his love of fishing. At one
time, he was one of the champion dry
fly casters of the United States, and
even yet can lure the most wary trout
to his creel.

EDWARD EVERETT

Today, after fifty years of service,
Everett still is actively in the harness.
From his residence in Palo Alto, he
daily commutes to the Tubbs Cordage
Company general offices at 200 Bush
Street, San Francisco, where the
"youngsters" of lesser service call on
him for advice and assistance with
cordage problems.

S. 4?. SaUi
Ai^encdf, Apypjoifiietlt

Frank (iroves Company, 136 South
F^ark, .San Francisco, California, has
been appointed exclusive agents for
The New Jersey Asbestos Company,
for the distribution of their products
in San Francisco and vicinity.

The New Jersey Asbestos Company,
which was established in 1891, manu-
factures a complete line of Mechanical
Engine Packings, which are sold un-
der the following trade names :

"Cladiator" fiaskels and Piston Kod
Packings.

"V" Pilot Semi-Metallic Packings.

(ienuine "Woodite" Piston Rings.

I'^-ank Groves Company will carry
in their San Francisco Warehouse, a
full and complete stock of all types of
these packings, and will be in a posi-
tion to render first-class service to all
clients.

(lepMJUioi jdine.

In line with the "Good Neighbor
Policy" and to provide the necessary
link in the tie between the nations of
the western hemisphere, Moore-Mc-
Cormack Lines Inc. maintain a Trade
Development Bureau which acts as a
clearing house for United States firms
seeking trade outlets or sources in
South America. The same service is
rendered South American east coast
neighbors, who are endeavoring to find
new markets for products in this
country.

This enterprise, new to the shippers
and importers on the west coast,
.should provide the necessary and im-
mediate assistance to find, the long
sought connections on the east coast
of South America.

This important undertaking, de-
signed to develop new business here-
tofore not considered by the American
market, does not purport to replace
nor ilisturb old established associations
and agencies organized to further the
cause of American Commerce. To the
contrary, every effort is being made to
encourage and cooperate with all
firms, old or new, carrying on busi-
ness between the two Americas.

In the light of world conditions, the
United States should turn to South
America as an outlet for manufactured
products, but this business cannot be

PACIFIC M A R I N K REVIEW

a one way trade affair. \\'e imisi
llioroui^lily investigate our own re-
sources to determine what South
America has to offer our industries,
r.razil and the Arjjentine are recog-
nized agricultural countries with un-
e.\i)Ioite(l sources of raw materials.
The export possibilities of those two
countries, if developed, could easily
meet any emergency.

Moore-McCormack Lines' repre-
sentatives in the countries of South
.America, are under instructions to
consult with buyers and shippers who
hnd themselves cut oft' from their for-
mer markets. Particulars concerning
the merchandise and other details are
obtained and forwarded to the head
office in New York, which i)roceeds to
tind suitable connections.

Brazilian and Argentine agents and
distributors who formerly representetl
I-Auopean firms are now turning to the
United States for their steel products
in general, including heavy machinery,
sheets, rods and wire. Other important
retjuests are for chemicals, yarns,
woodpulj), newsprint paper, codfish
and smoked salmon. Inquiries also
cover flashlights, alarm clocks, small
tools, hardware novelties, pearl but-
tons, imitation leather and canned
goods.

Inquiries from l')razilian and Ar-
gentine exporters received by the
Trade Development Bureau cover a
wide variety of products including
hides and skins, ores, oil bearing
seeds and nuts, vegetable oils, casein,
carnauba wax, fibers, mandioca flour,
bananas and other fruits.

^oIkA. Bp^znA4f>

The api>nintnienl of Col. Hugh
Knerr, formerly of the United States
Army Air Corps, as a Special Con-
sultant to the Sperry Gyroscope Com-
pany is announced by R. E. Gillmor,
President.

Due to his wide experience and
background as an officer of the Coast
-Artillen', as an Air Corps officer and
.also as an officer of the United States
Navy, Col. Knerr is particularly well
([ualified to act as a consultant to the
heads of the Marine, Aeronautical and
other departments of the Sperry or-
ganization.

Col. Knerr will advise the compan\-
as to objectives in its extensive re-
search and development program and
as to the comjjany's organization and
facilities for training customer per-

COL. HUGH KNEER

Sonne! in the use, care and repair of
its ])ro(lucts.

A native of Iowa, Col. Knerr is a
graduate of the United States Naval
Academy. A few years after his grad-
uation from the Academy, he accepted
a commission as a Second Lieutenant,
Coast Artillery Corps, United States
Arm}-.

.\fter several tours of duty with the
Coast ArtilleiT Corps, Col. Knerr
served at the Aviation School, Rock-
well Field, California. Later he was
luigineer Officer at Park Field, Ten-
nes.see, Engineer Officer, Cierstner
Field, Louisiana, Department Air Of-
ficer, Luke Field, Hawaii. Returning
to the United States, he was assigned
as Assistant Engineer Officer at Mc-
Cook Field, Ohio. Subsequently he
commanded the Second P.ombardment
Croup, Langley Field, Virginia. He is
a graduate of the Air Service Tactical
School, the Command and General
Staff School and the War College.
Later he served as Chief of the Field
Service Section of the Air Corps, Ma-
terial Division, \\'right Field. In 1935
he assumed duties as Chief of Staff of
the G. H. y. Air Force, Langley Field,
Virginia, at the time this important
military organization was formed. In
April, 19,39, he was retired from the
United States .\rniy Air Corps.

|ohn 1). I\cill\ was reelected on
June 1'' president of Todd Ship-
yards Cor])oration for his ninth con-
secutive term by the Directors of the
Corporation at their meeting at 1

P.roadway, New York, following the
annual meeting of stockholders.

Mr. Reilly has served continuously
as President of Todd Shipyards Cor-
|)oration since the .Spring of 1932
when he was elected to that office fol-
lowing the death of William H. Todd.

Toild .Shii)yards Corporation com-
prises Robins Dry Dock & Repair Co.,
I'.rie I?asin, lirooklyn, .N. \'. ; Tietjen
(S; Lang Dry Dcjck Company, Hoboken,
N. J.; Todd L'ombustion Ei|uii)ment,
Inc., 601 West 26th Street, New York
City; Todd Galveston Dry Docks Inc.,
(ialveston, Texas; Todd -Seattle Dry
Docks Inc., Seattle, Washington and
Todd-Johnson Dry Docks Inc., New
Orleans, La.; Todd C)il lUimers, Ltd.
of London, England is the British af-
filiate and the .Seattle-Tacoma .Ship-
building Coi'poration, Tacoma, Wash.,
the Pacific Coast afl'iliate of the Cor-
]Kiration.

Other orticers elected at this meet-
ing included :

Todd .Shipyards Coqjoration — J.
Herbert Todd, George Ci. Raymond
and Joseph Haag, Jr., Vice-Presi-
dents ; William A. Maloney, Vice-
President in Charge of .Sales; C. H.
M. Jones, Assistant to President;
Charles F. .Strenz, Treasurer ; Edward
W. Costello, Assistant Trea.surer; F.
J. .Smyth, Secretary; \\. K. Linon, As-
sistant Secretary; F. X. Riordan, As-
sistant .Secretary and Assistant Treas-
urer; E. P. luifer, Comjjtroller ; Wil-
liam J. .Sammon, Assistant Comptrol-
ler. The Directors are John I). Reilly,
v.. P. luifer, (ieorge (i. Raymond,
Francis J. (iilbride, J. Herbert Todd,
Joseph Haag, Jr., William .\. Maloney
"and F. D. Heslev.

FOR SALE

Vehicle and Passenger

FERRY BOATS

SIX Diesel-elec+ric double-end, 80-
au+omobile capacity. TWO steam
double-end, 60-autonnobile capa-
city. THREE steann single-end, 80
to 95-automobile capacity. For
photographs, specifications and in-
formation concerning sale, write to

ANGLO-CALIFORNIA
NATIONAL BANK

Trust DeiMirlmenI

No. 1 Sansomk St.. San Francisco
Calikornia. U.S.A.

JULY. 1940

PnxifLeUe^ GL4M4. 0^ tU^

United Btdte4.

National Propeller Club
Convention^ New Orleans

IClaKorate prejiarations for enter-
tainment of delej^ates to the national
con\ention of the Propeller Club of
the L'nited States and Merchant Ma-
rine Conference, to be held in New
Orleans on December S-11, have been
initiated, accordintj to General Chair-
man Louis B. Pate, \\h<j anticijtatcs
the cominj,' meeting will prove memor-
able in all aspects. The problems of
the American shipjjing industry, he
.said, are always productive of much
serious discussions in these conven-
tions, and in view of present and
prospective world conditions the New
Orleans .session may cau.se even
graver deliberations. At the same time,
it is recognized that relaxation has a
valuable part in progress and the
members of the F'ropeller Club of
New Orleans expect to achieve an
acme in that direction.

Delegates who arrive on Sunda\',
December 8, will be guests of the Pro-
peller Club of New Orleans at an
"ojjen hou.se," featuring a buffet sup-
per and a night club show that night.

Cjn the following afternoon (Mon-
day, 9th ), they will be given an oppor-
tunity to test their .skill in a golf
tournament on one of New Orleans'
championship courses. The National
President's reception and dance will
be held on Monday night.

.\t Tuesday noon, there will be a
luncheon tendered in one of New Or-
leans' famed French restaurants in
honor of the convention's distinguish-
ed guests. The annual grand ball and
banquet will be held on Tuesday night.

An excellent o|Ji>ortunity to view the
New Orleans' harbor will be provided
on Wednesday afternoon, it being
planned to take the flelegates on a
harbor trip. For tho.se who desire to
view the famed "Acadian" Bavou
Teche country, there will be an all-
day tour arranged for Thursday,
which will possibly include a visit to
a sugar mill in operation.

In aildition to the formal events
enumerated, there will be special en-
tertainment for the ladies who, among
other interesting events, will be given
a g!inii)se of the \'ieux Carre — the
"(Jld New (Orleans."

June IS. 104()
Pacific Alarine Review,
5()() Sansome Street,
.San I'rancisco, California
Dear Mr. De Rochie:

Thank you for the publicity given
the Propeller Club, Port of Tacoma,
in the June issue of the Pacific Marine
Review.

We received the page from this
])eriodical which included the infor-
mation regarding our last Club meet-
ing and wish to express our apprecia-
tion for giving us a column.

Our Club meetings have been sus-
pended for the summer months, to re-
sume the third Tuesday of September.
We will then furnish you with further
])ublicity in connection with our
monthly meetings.
Sincerely,

Charles C. Cramp,

The F'ropeller Club of the

United States

Port of Tacoma

Rather than inijjort a speaker from
the east or any other section of the
country for National Maritime Day
luncheon. The Propeller Club of
the U. S., Port of Los Angeles No.
Wj, this year selected one of its own
members, Mr. Edgar M. Wilson, Sec-
ond Vice President of this Port, as
])rinci|)al speaker.

The idea proved to be a great suc-
cess. Mr. Wilson gave an excellent and
interesting talk on the American Mer-
chant Marine. He touched particularly
upon the traditions which were not
commonly known either to our mem-
bers or to the members of the Kiwanis

Club of Los Angeles which joined our
Port in observing National Maritime
Day.

The Propeller Club, Port of Los
Angeles No. 66, is festering the estab-
lishment of a revolving fund to be
loaned to worthy cadets of the Cali-
fornia Maritime Training Academy.
These loans will be made only to stu-
dents who have started their training
and have proved their merit and abil-
ity but who may not l)e able to con-
tinue because of unex])ected financial
difficulties.

The ne.xt meeting of The Propeller
Cull), Port of Los Angeles No. 66, was
held Wednesday, June 26th, at the
California Yacht Club, Wilmington,
(hie of the features of this meeting
was the election of officers for the
year 1940-41 and the election of Gov-
ernors to fill the vacancies on the
Board.

Po^ o^ J(ou6ian

A hundred and fifty Houston shi])-
])ing men cheered lustily when
Arthur M. Tode, Honorary Presi-
dent of the Propeller Club of the
United States, presented the charter
to the Propeller Club, Port of Hous-
ton following a dinner meeting of this
Club held in the Hotel Rice on June
12th. The Propeller Club, Port of
Houston is the seventy-third "Port"
admitted to membership in the Pro-
peller Club of the LTnited States.

Organization work seeking the
establishment of a strong Propeller
C'lub in Houston had jiroceeded for
some time under the guidance of
L. B. Pate, National Vice President
of the Propeller Club of the United
States and Vice President of the
Mississippi Shi])ping Company at
New Orleans, together with B. M.
Bloomfield, Vice President of Lykes
I'l-os. .Steamshi]) Company, Inc., at
Houston. The remarkable growth of
Houston over the past few years made

PACIFIC M A R I N K K K V I E W

July, 1940

PACIFIC MARINE REVIEW

This illustration
shows a comei
of the shop of
the Cochrane
Corporation, and
features at right
and reat f o u i
Monel Metal de-
aerating heaters
for U. S. Navy
destroyers, and
at left 3 deaer-
ating heaters for
C-3 ships.

KeGAJxM WUiJxuiPi

^

III

^>

r-»

iC

Mi

^

^

on the SEA ARROW

America's latest, most modern liners, tankers and
cargo ships are equipping with Kearfott Klcarvu,
bronze frame windows to give the navigator a
wide range of clear vision and maximum protection.

KEARFOTT ENGINEERING CO., INC.

I 17 Liberty Street New York

GASKETS : MOLDED RUBBER GOODS

In our manufacturing divisions we offer a complete
packing service to tlie Marine Trade. We understand
your problems. Our years of experience as suppliers
to shipbuilders and ship operators have familiarized
us with vour needs. We solicil \our inquiries.

Gdskvl Munujuitiiriiin Deimrtinvitt

Thousands of gasket* and hundreds of pounils of
rubber from our manufacturing divisions were used
in the construction of the Sea Arrow, Sea Star and
Sea Panther.

HERCULES EQUIPMENT & RUBBER CO.

550 Third Street San Francisco, Calif,

Factories at 231 Ri(c/i Street and 17 Tehama Street

Molded Rubber Goods Department

it a \og\ca\ place for organizing a Pro-
peller Club to promote, further and
support American shipping. The first
ship to sail from Houston for a for-
eign port left in Xovember 1919 and
the Port of Houston has since that
time rapidly advanced to a position
where it is now the second Port of the
United States in deep sea tonnage;
certainly a wonderful accomplishment
over a period of only twenty years.

In his address before the charter
members of the Propeller Club. Port
of Houston. Honoran.- President Tode
stressed the importance of a powerful
merchant marine and reviewed the ef-
forts of the Propeller Club of the
United States over the past years.

In the absence of President Ben F.
Thompson of the Propeller Club.
Port of Houston, the charter was ac-
cepted by Judge J. Newton Rayzor,
member of the Board of Governors.

Officers and members of the Board
of Governors elected at the organiza-
tion meeting of the Propeller Club,
Port of Houston, held on May 22nd,
are:

PROPELLER CLUB. PORT OF

HOUSTON, TEXAS

(Port No. 73)

OFFICERS

President: Mr. B. F. Thompson,

\"ice President, Lykes-Coastwise Line,

Inc.

Vice President: Mr. H. J. Luhn,
Vice President, Long Beach Shipside
Terminal Co.

Secretary : Capt. R. L. Wynne, Sur-
veyor, Board of Underwriters of
New York.

Treasurer: Mr. Robert J. AN'ales,
Manager, Houston Towing Co.

Governors: Mr. J. R. Bencal, Sur-
veyor, U. S. Salvage Association ; Mr.
Paul E. Taft, Assistant to the Presi-
dent, Duncan Coffee Co. ; Mr. Thur-
man G. Frazee, 1302 Petroleum Bldg. ;
Mr. B. M. Bloomfield, Vice President,
Lykes Bros. Steamship Co. ; Mr. R. A.
Fenzl, Pre.-ident, Harrishurg Machine
Co.; Mr. J. Xewton Rayzor. Royston
& Rayzor.

Word of the >udden jiassing of Les-
ter (ieorge Metcalf, manager of ma-
rine operations for Union Oil Com-
pany, came as a distinct shock to his
many business as.sociates and acquain-
tances in Pacific Coast oil and ship-
ping circk->. Totally unexpected, Mr.

OFFICERS AND BOARD OF GOVERNORS

AT PRESENTATION OF CHARTER BY THE PROPELLER CLUB OF THE UNITED

STATES TO PROPELLER CLUB, PORT OF HOUSTON, TEXAS (PORT NO. 73)

Hotel Rice, Houston, Texas, June 12th, 1940

FRONT ROW, Left to Right: R. A. Fenzl. Governor, P.C, Port of Houston (Harrishurg
Machine Company); J. Newton Rayzor, Governor, P.C, Port of Houston (Attorney); Harry
W. Parsons, Past National President, Propeller Cluh of the United States; Arthur M. Tode,
Honorary President. Propeller Club of the United States; Harrison J. Luhn. Vice-President,
P.C, Port of Houston (Long Beach Shipside Terminal Co.); Paul E. Taft, Governor. P.C.
Port of Houston (Duncan Coffee Co.).

REAR ROW. Left to Right: Robert I. Wales, Treasurer. P.C, Port of Houston (Houston
Towing Company); J. R. Bencal, Governor. P.C, Port of Houston (U. S. Salvage Association);
T. G. Frazee, Governor, P.C, Port of Houston (T. G. Frazee Co.); Benjamin M. Bloomfield,
Governor. P.C. Port of Houston (Lykes Bros. Steamship Co.).

MISSING: B. F. Thompson. President, Propeller Club. Port of Houston (Lykes Coastwise
Line. Inc.); Captain R. L. Wynne, Secretary. Propeller Club. Port of Houston (Board of
Underwriters of New York).

Metcalf 's death was caused by a heart
attack in the earlv morning of June
0th.

Respected and Ujved by all who
came in contact with his genial person-
ality. "Met," as he was affectionately
known to his friends, was an individ-
ual of tremendous capabilities. Ag-
gressive in the performance of his
duties, he always maintained a genuine
interest in the other fellow's view-
|)(jint. He was noted for his extreme
fairness in the handling of emj)loyee
(jroblems.

A native California son, "Met" was
born on September 17, 1887, in Santa
I'arbara. During his undergraduate
days at Pomona College, he earned an
enviable scholastic reinilation, as well
as that of an all around athlete, (irad-
uating frr)m Pomona wilii the class of

l')l)X, he completed inis formal educa-
tion in 1912, graduating as a mechan-
ical engineer from the Massachusetts
Institute of Technology.

"Met" first became associated with
L'nion Oil Company in 1914 as an en-
gineer in the pipe line division. In
1920, after serving eighteen months
as a captain in the United States army,
he iiecame superintendent of the com-
pany's Oleum refinery. Six years later
he was transferred to Los Angeles,
assuming the duties and responsibil-
ities of assistant manager of refineries.
He became manager (jf refineries in
19,30. Prior to his appointment last
year as manager of marine operations,
he served as manager of manufactur-
ing. During the ])ast \ear he ably di-
rected the com])an\'s tanker lleet re-
placement ])rogram.

PACIFIC M A R I N K R E V I F. W

Tulv. 1940

PACIFIC MARINE REVIEW

75

Federal Paint

and make the job
a lasting one —

When you specify Federal Marine
Paints and nnarine compositions, you
are receiving the advantages resulting
•from nearly forty years of manufac-
turing, supplying and applying marine
products EXCLUSIVELY.

Federal takes care of all your painting
needs. There are Federal paints for
the interiors of your ships . . . paints
and protective compositions for your
decks and hulls . . . there is a Federal
product for every use aboard ship . . .
from keel to truck.

ff e invite you to consult with the Federal agent in your
district when you are planning your next painting job.

ON THE PACIFIC COAST:
SEATTLE. WASHINGTON SAN FRANCISCO, CALIF.

A. T. B. Shiela
108 West Lee Stre

PORTLAND OREGON
Chalmers Shipping Co.
Board ol Trade Building

PUUhury & Curtis
lOO Bush St. KEarn; 3302-3

SAN PEDRO. CAUF.

Robert S. Gardnei

F. O. Box 231

Agents and Stocks in all the Principal Ports

The Federal Composition
& Paint Company, Inc.

33 Rector Street, New York, N. Y.

OVEMUAWKMIVG

CEXTKAL

PARK

When you step into the Savoy-Plaza you

enter a friendly new world providing every

luxury and service to make your visit

completely enjoyable.

Special World^s fair
Summer Rates

Single from Five Dollars
Double from Seven Dollars

Air-Conditioned Rooms Available.

Fine shops and theatres nearby.

Subway to World's Fair at the door.

Henry A. Rost, Managing Director
GiiORCE SuTKR, Resident Manager

WOY'PIAZA

FIFTH AVENUE

.S8th to .S9th Sts.

NEW YORK

CALIFORNIA REPRESENTATIVES
GLEN W. FAWCEH & ASSOCIATES

Complimentary lillour Telephone Injormation and

Reservation Service

510 W. Sixth St.. Los Angeles - • - Telephone TRinity 3671

Russ Building. San Francisco - - - Telephone SUtter 5937

Steady As You Go!

(Continued from page 55)

most liable to spontaneous com-
bustion?

ANSWER

When the coal is subject to break-
age during transport from shore to
ship : when coal which is bituminous
is shipped in a wet condition ; and
especially when the ventilation is
through the body of the coal cargo.

QUESTION

In fine weather, what would you
do with a cargo of coal?
ANSWER
Kee]) the hatch co\ois nff, when-
ever possible.

QUESTION
What precaution should always
be adopted with coal cargoes during
long voyages?

POWELl QUALITY

Beginning a Series of Advertise-
ments to Record Pictorially the
Underlying Qualities Originating
Within our Walls which Make Powe
Valves the Accepted Standard for
Marine Service.

How frequent it is that you hear a product
referred to as "quality — through and
throuKh"! Yet how seldom is a buyer given
specific evidence that any more than the
superficial quality which he can actually
Me in the product justifies such a claim.

In Powell Valves, very definitely, there are
hidden (lualities resulting from constant im-
provement in materials, design, and work-
manship which play a major, but not always
fully appreciatoJ. part in assuring an extra
margin of service under the abnormal con-
ditions to be found in the marine field.

In order to make these <iualities as readily
apparent as any other Powell features . . .
and to put them right at your fingertips for
easy future reference . . . we will use the
pages of this publication each month to take
you into the very deiiartments of our plants
where the inherent yu|.^riority t,f Powell
Valves originates.

YOU NEED MORE THAN A
PHOTOGRAPH OF THE FIN-
ISHED PRODUCT TO SEE ALL
THE QUALITIES THAT MAKE
POWELL VALVES UNIQUELY
ABLE TO BEHER SERVE YOUR
REQUIREMENTS.

POWELL VALVES

THE WM. POWELL COMPANY • CINCINNATI, OHIO

ANSWER

The tem])eratures of the various
portions of the cargo sht>uhl be
tested periodically by thermome-
ters, and registered in the log.
QUESTION

How would you get the tempera-
ture of lower holds?

ANSWER

By lowering the theniioineler
down a pipe or tube.

QUESTION

Besides the hatches, what other
means must be adopted for relieving
the gases from the surface?
ANSWER

There nnisl be xentilators giving
free and continuous egress to the
open air in all states of the weather.
QUESTION

How is the natural ventilation of
holds greatly assisted by derrick or
samson posts when suitably adapted
for that purpose?

ANSWER

The natural ^•cntilation of hoKls is
greatly assisted by derrick or sam-
son posts, i.e., when suitably adapted
for that purpose. These, as well as
lower masts fitted with swan necks
below cross trees, on account of the
high elevation of their outlets, make
excellent uptakes. Posts intended
to act in this capacity should prefer-
ablv be connected with the lower
holds.

Often, howe\-er, the undoubted
utility of this means of exhausting
holds of heated air, etc., is lost at a
time when it is most needed, owing
to ])osts being fitted with flat covers
(usually operated by a threatlcd
spindle), which must l>e closed to
exclude rain, snow and spray.
QUESTION

Is ventilation provided for bilges
when a ship is fully loaded? Give
reasons.

ANSWER
Ves, ventilation is provided for
bilges, when the ship is fully loaded,
l)v means of the air pi]ies which ex-
tend t(i the U])i)cr <leck, hecau.sc
wliL-n cert;iin tyjjes of cargo find
their way into the bilges and get
wet they give off strong, offensive
odors, which, if not got rid of, may
contaminate other cargoes suscep-
tible to these o<lors, and rendered
u-^eless by thetii.

QUESTION
Is ventilation provided to water
ballast tanks; if so, in what manner?

V A C I F I C M A K I N E R K \ I K U

July, 1940

PACIFIC MARINE REVIEW

STAPLES & PFEIFFER, Ltd.

S&P

Engine frs ... Manulaeiurers
P IT ]»! p Cii O V E R N O R >i — R E D IT t I IV C

V A I. V E S

Oil Burning Equipment - Duplex Oil Strainers

Heat Exchangers - Relief Valves - Beryllium Diaphragms

l\Iarine Represeiilatives: SPENCE ENGINEERING COMPANY
TELEPHONE SPENCE "Pilot" Rei;ulation of ssteam. oil, water, temperalure and draft.

.„„- We furnish surveys and estimates on S & P and Spenoe Equipment for Marine Equipment

DOuglas 0825 on request.

We repair all tnakes of Pressure Regulating Valves, Pump Governors, and
Oil Uurners — I nag's Herv<iee

528 BRYANT STREET " SAN FRANCISCO, CAL.

Be 644/ie> i^<ui GAe ^Ux^Jit
tlteH> (^a aUead!

Plant Mills indicators will positively
eliminate error in sending and re-
ceiving of signals from the Bridge
to Engine Room.

Send for complete catalog!

PLANT MILLS INDICATOR CORPN.

V\/illiams, Dimond & Co.

General Agents

262 California St.

San Francisco

DISTRIBUTORS
Tourney Electric & Eng. Co.

115 Steuart St.
San Fi'ancisco

EUGENE V. WINTER CO.

Representing

NATIONAL TRANSIT PUMP 8C

MACHINE CO.

Reciprocating and rotary pumps for
marine, industrial and refinery service.

CONDENSER SERVICE 8C ENGINEERING

CO., INC.

Heat Exchanger Specialists.

FEED WATER HEATER 8C EVAPORATOR

COILS

Carried in San Francisco stock.

THE MAXIM SILENCER COMPANY

All types of silencers and spark arresters for gas-
oline and diesel engines, and air compressors.

RED HAND COMPOSITIONS CO., INC.
Marine Bottom Paints.

KOPPERS CO.— AMERICAN HAMMERED

PISTON RING DIVISION

Piston rings for gasoline, diesel and steam
engines, air compressors. Diameters from 1 inch
to 120 inches — separately cast.

BLACKBURN, SMITH MFG. CO.

Feed Water Filters, Grease Extractors and
Strainers.

EIJGEXE V. WIIVTER CO.

15 Drumm Street, San Francisco, Calif.
Phone: DOuglas 2714

TODD

COMBUSTION
EQUIPMENT

INOniDUALLY ENGINEERED for each specific
type of commercial, industrial or marine boiler fired
by liquid fuel or gas. Todd engineers are available
for impartial surveys of combustion problems.

TODD COMBUSTION EQUIPMENT, Inc.

toll ision of Todd Shilnards Corporation^

601 West 26th St., New York City ^^^^^m

• LOW TEMPERATURE...

It pays to have the protection of Mundet "Jointite" Cork-
board and Moulded Cork Pipe Covering in storage termi'
nals and refrigerated spaces aboard ship. This low tem-
perature insulation gives dependable protection against
heat infiltration. Economical, long-lasting, it is easily
adaptable to individual requirements. Our engineering staff
will be glad to help with specifications.

• HIGH TEMPERATURE . . .

We carry a full luie ot K 6? M asbestos and magnesia insu-
lating products lor marine requirements. K^M insulation,
made by Keasbey y Mattison, assures highest efficiency
and maximum power savings in high temperature opera-
tion. For full information on either low or high
temperature insulation, write to the nearest Mundet office.

MUNDET CORK

CORPORATION

Dislribitlors of Mundet Cork Insulation Products

ANSWER
There is no direct method of ven-
tilating ballast tanks except by the
air-pipes which arc fitted to allow
the air to escape whilst they arc
being filled, and to allow it to enter
whilst they are being pmnped out.
QUESTION
What are the Bureau require-
ments for venting of cargo tanks on
new tank vessels?

ANSWER

(A) Each cargo tank of a tank
vessel shall be equipped with a vent.

(B) Cargo tanks in which Grade
A liquids are to be transported shall
be fitted with a venting system con-
sisting of a branch vent line from
each cargo tank connected to a vcnl
header, which shall extend to a rea-
sonable height above the weatJicr
deck and be fitted with a flame ar-
rester or pressure-vacuum relief
valve at the outlet to the atmo-
sphere. Each branch vent line mav
be provided with a manually-oper-
ated control valve, provided it is by-
passed with a pressure-vacuum
relief valve, or each cargo tank to
which such a branch vent line is
connected is fitted with an inde-
pendent pressure-vacuum relief
valve.

In barges with independent tanks
carrying Grade A liquids, separate
discharge pipes may be fitted to
each pressure-vacuum relief valve
and carried to a reasonable height
above deck.

(C) Cargo tanks in which Grades
B and C liquids are to be trans-
ported shall be fitted with a venting
system consisting of branch vent
lines connected to a vent header,
which shall extend to a reasonable
height above the weather deck and
be fitted with a flame arrester or a
pressure-vacuum relief valve at the
outlet to the atmosphere.

(D) Cargo tanks in which Grades
D and E liquids only are to be
transported shall be fitted with
goosenecked vents and flame
.screens, unless such tanks are
vented by pressure-vacuum relief
valves or venting system of branch
vent lines and a \ent header.

QUESTION
What constitutes efficient ventila-
tion in the pump rooms and com-
partments containin.» machinery
where sources of vapor ignition are
normally present?

ANSWER

Pump re)oms and compartments
containing machinery where sources
of vapor ignition are normally pres-
ent shall be ventilated in such a way
as to reniiix'e x'apors from ]i(iinls

near the floor le\el or the bilges.
FLffecti\e steam- or air-actuated gas
ejectors, or blowers or \entilators
fitted with heads for natural venti-
lation, will be a])iiru\ed for this
purpose.

Your Problems Answered

(Continued

l(iw for tliinning of the metal at
bends and for nicks or scars in
working tubes. Furthermore, an
empirical amount is deducted from
the calculated \alue to allow for
stresses due to unusual conditions,
such as rapid temperature changes,
overheating from internal scale, ero-
sion and corrosion on both the fire side
and the water side.

."^ince the load in the metal re-
duces so rapidly as we reduce the
radius, extremely thin tube walls
will hold \ery high pressures, so
that when using very small tubes
empirical adjustments to the formu-
las are necessary or the tube walls
will be too thin for practical pur-
])Oses.

For instance, if we arbitrarily' sa}"
that the S will be 54,000 lbs. per
s(|. in., F will be 6. That we must
deduct .039 inches from measured
thickness and 250 lbs. per sq. in.
from the final answer. Having no
riveted joint, E will be 1.0. Then
our formula will be :

Engineers' Licenses for May

SAN FRANCISCO
Name and Grade Class Condition

G. Moran, Chief SS, any GT RG

H. E. Osn. Chief SS, any GT RG

R. W. Barker. Isl Asst SS. any GT RG

C. J. Henderson. Ist Asst SS. any GT RG

C. B. LivinEston, 1st Asst... SS. any GT RG

R. J. Sauer, Ist Asst SS, any GT RG

A. W. MacLaren. 2nd Asst. SS. any GT RG

G. S. Pcars-'n. 2nd Asst SS. any GT RG

A. Fel -cntreff, 2nd Asst SS. any GT O

R. S. Randall. 2nd Asst SS. any GT O

W. K. Chapman. 3d Asst SS, any GT O

A. E. Gallant, Jr.. 3d A8.st. SS, any GT O

F. C. Gilchrist, 3d Asst SS. any GT O

M. H. Graefe, 3d Asst SS, any GT O

R. H. Grrcr. 3d Asst. SS, any GT O

n. M. Hass. lid Asst SS. any GT O

G. T. Hicldon. 3d Asst SS. any GT O

R. F. McGuire. 3d Asst. SS, any GT O

W. J. Perk, 3d Asst SS, any GT O

R. C. Pucke't. 3d Asst SS. any GT O

.1. E. Shreve. Jr., 3d Asst SS, any GT O

S. Smullcn. 3d Asst SS. any GT O

B. B. Snyder. 3d Asst SS, any GT O

W. E. Trantum, 3d Asst SS. any GT O

PORTLAND

P. A. Anderson. 1st Asst SS. any GT RG

A. L. Hendriekson, 1st Asst.. SS, any GT RG

SAN PEDRO

P. K. VVriehl, Chief SS. any GT BG

R. G. Kenn-dy. 3d Asst SS. any GT ()

.1. L. B-'eish. 3d Asst. SS. anv GT O

W. B. Kerr, Jr., Chief MS, 2.100 GT RG

SEATTLE
E. B Ba'rom. Chief MS, Pny GT O

B. M. Ceril. Chief MS, Pny GT O

Abl)revia'ions: SS is steamer; MS is motorship;

GT is irroBs tonntiKel O is original license; RG
is rnise of erade. All of these licenses are for
ocean service.

from page ii)

W = STE =
54,000 (T — .039) X 1

250,

R X 6
or, since D = 2 X R, then W =
,18,000 (T — .039) —250.
D

This, we will note, is the formula
in (jeneral Rules and Regulations,
page 82. And we calculate that a
2-inch outside diameter tube with
wall thicknesss of only .148 inch
will have a safe working pressure
allowable of 731 lbs. per sq. in.

Our next article will discuss
formulas for allowing for holes
drilled for tubes in drums or sheets.

LETTERS FROM THE SHIPS

./. C'. H., San Francisco :

Thank ^-ou for your kind expres-
^i(Jn.

^'es, }(Hi need practice in doing
problems, but look around }ou on your
ship. You have a million-dollar text-
book right under your feet. Study it.
Calculate everything you can about it.
Find what the thickness of the
drums should be, what load on
])iston rod of auxiliary feed pump.
What rate of delivery of water
by it. What diameter of cylin-
der head bolts should be used there.
Calculate thickness of main steam
pipe, auxiliary steam pipes. Does the
fire-fighting equipment meet- with the
( leneral Rules and Regulations?

Imagine yourself an inspector for
the I'ureau, stepping aboard and pass-
ing or rejecting every single item of
equipment. Do not pass it just becau.se
_\ou know it has been working, or
some other inspector passed ; you
check it against the written law and
s])ecilication. I'e extremely curious
about every fitting, every machine,
every unit ; learn the why and how of
each. Calculate whatever you can
about it. You will be gratefully sur-
|)rised at how nuieli learning is con-
tained in yatir ship.

"The Chief."

PACIFIC M A R I IN K REVIEW

July, 1940

PACIFIC MARINE REVIEW

SPECIFIED FOR ALL
REQUIREMENTS

2bift,.... , .„

UiJ Wall
Manila 16.000 lbs.
Small coil standard
200 f m. nil i' Wall
M. ■

THE FATHOMETER

^pl^ VISUAL

jl^I ECHO SOUNDINGS

On the East Coast:

"S. S. AMERICA"

On the W est Coast:

"S. S. SEA ARROW"

On the Gulf Coast:

"S. S. DELBRAZIL"

The best equipped and safest ves-
sels everywhere are fitted with the
Fathometer, which has done so much
to improve the safety of navigation.

Submarine Signal Company

160 State St., Boston, Massachusetts

INSPECTION OFFICES

Boston 247 Atlantic Ave.

New York 8-10 BridEe St.

Norfolk 1480 Ashland Circ'e San Diego. 304 Broadway Pier

Miami 19 S. W. Sixth St. San Francisco 86 Beale St.

Seattle 89 Marion St. Viaduct

LIDGERWOOD

DEPENDABLE • EFFICIENT
DECK AUXILIARIES

EQUIPMENT NOW UNDER

CONSTRUCTION

FOR INSTALLATION ON

NEW VESSELS FOR

ATLANTIC REFINING COMPANY

C-l MARITIME VESSELS

C-3 MARITIME VESSELS

AMERICAN EXPORT LINES

ROBIN LINES

MAIN OFFICE and PLANT

LIDGERWOOD MANUFACTURING CO.

ELIZABETH, N.J.

-LUCKEB^BACH-

FAST WEEKLY FREIGHT AND PASSENGER SERVICE BETWEEN

BOSTON, PHILADELPHIA, MANHAHAN, BROOKLYN AND PACIFIC COAST PORTS

Regular sailings from and to Providence

FORTNIGHTLY SERVICE BETWEEN

HOUSTON, MOBILE, NEW ORLEANS AND PACIFIC COAST PORTS

FREQUENT SAILINGS TO AND FROM TAMPA

LUCKENBACH LI^ES

100 Bush Street, San Francisco
Head Office: 120 Wall Street, New York

Building in
American Yards

Direct Reports from Yards as of June 1. 1940.

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

NEW CONSTRUCTION:

Five C-1 cargo vessels for U. S. Maritime
Commission. Full scantling steam propulsion
type. Keel for second ship laid March 4,
1940. First ship launching date August 6.
1940.

DRYDOCK AND ROUTINE REPAIRS:

Matsonia, Aztec, Arkansan, Dredge Golden
Gate, San Jose, Thorhild. Toltec, Anna
Knudsen, Makiki, Maya, Yorkmar, U. S. S.
Colorado, U. S. S. West Virginia, Admiral
Cole, .'\ssociatcd. Admiral Chase, Admiral
Dav, D. G. Scofield.

NEW CONSTRUCTION:

Hull No. 65, tuna bait boat for Van Camp
Sea Food and Balestreri partners; length
100', breadth 2.S', depth II'; 150 gross tons;
Fairbanks-Morse diesel, 300 H.P.; 10 knots
speed; cost $160,000. Delivery date Octo-
ber, 1940.

COMMERCIAL IRON WORKS

412 Southeast Stephens St.

Portland, Ore.

NEW CONSTRUCTION:

One 20' x 60' steel gasoline barge for
U. S. Enj;inccrs, Bonneville, Ore. Comple-
tion about July 1, 1940.

DRYDOCK .\ND ROUTINE REPAIRS:

A. Mackenzie, Villanger.

LAKE UNION DRY DOCK & MACHINE
WORKS
Fairview and Galer Streets
Seattle, Wash,
DRYDOCK AND ROUTINE REPAIRS:
Canco, Cornelia, Manzinata, Boxer, 14 can-
nery boats, Alaska Pacific Packing Co. fleet,
Norco.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.

NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels
for U. S. Maritime Commission. Keel laying
dates June 3, June 17. December 9, 1940,
and March .^, 1941; launching dates Novem-
ber 2.\ 1940, and February 19, April 28 and
July 24, 1941; delivery dates March 3, June
2, September 4 and November 4, 1941.

FELLOWS AND STEWART, INC.
Wilmington, Calif.

NEW CON.STRUCTION:

Two 44-foot standardized sloops, "Island
Clipper" class.

One 55-foot ketch-rig yacht.

DRYDOCK AND ROUTINE REPAIRS:

Dwyn Wen. Hispaniola, Bali, Lebec, Phan-
tom, Petrel, North Star; 42 small sail and
power yachts and commercial boats.

GENERAL ENGINEERING 8c DRY
DOCK CO.
Foot of Schiller Street
Alameda, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Makena, Admiral Cole, Star of Finland,
Port Costa. Dredge Golden Gate, Solano.

HARBOR BOAT BUILDING CO.
Berth 264, Fish Harbor
Terminal Island, Calif.

LOS ANGELES SHIPBUILDING &:
DRY DOCK CORP.
Los Angeles Harbor
San Pedro, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Tidewater Associated Barge No. 6, Lurline
Burns, Cascade, U, S. C. G. C, Itasca, Ava-
lon, Cathwood, G/B Phoenix, G/B Princess,
Western Oil Barge No. 1, Emidio, Catalina,
Sydhav, W. H. Berg, Baldhill.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19, 1939,

Gudgeon, submarine (SS211); keel laid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Order received for construction of two
fuel barges (Y044 and Y045), dated July U,
1939. Keel laid, No. Y044, April 1, 1940.

Order received for construction of one
seaplane wrecking derrick (YSD14), dated
January 22, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Boise, Nashville, Chester, McFarland, Dor-
scy, Elliot, Balch, Maury, McCall, Moifett,
Pinola, YO-24, Eagle No. 32, Tippecanoe,
Avocet, Seal, Stingray.

THE MOORE DRY DOCK CO.

Oakland, Calif.

NEW CONSTRUCTION;

Hulls Nos. 195, Sea Arrow, and 196, Sea

Star; two '■argo vessels for U. S. Maritime

Commission; LOA 492' 0", LBP 465', breadth

molded 69' 6", depth molded 42' 6", SHP

normal 8500, SHP max. 9350, dis. 17,600
tons, deadweight 11,926 tons; steam turbine
propelled. No. 195 launched September 15,
1939: No. 196 launched December 22, 1939.
Hulls Nos. 197 and 198, two C-3 vessels
for U. S. Maritime Commission LOA 492'
0", LBP 465', breadth molded 69' 6", depth
molded 42' 6". Keel laid, No. 197, February
5, 1940, launched June 11, 1940,

DRYDOCK AND ROUTINE REPAIRS:
President Wilson, El Capitan, Silvermaplc,
Wilhclmina, lowan, Oliver Lyman, Mahu-
kona. Star of Monterey, Arkansan, Arizonan,
Dredge S. G. Hindes, Paul Shoup, Meigs,
Santa Fe Barge No. 5, Coalinga, Eureka,
Kansan, Jackie Boy, Mathew Luckenbach,
Pennsylvanian, President Garfield, Sobre Los
Olas, Florence Luckenbach, Cadaretta, Crow-
ley Barge No. 2, K. I. Luckenbach, Blue
Water, Desp.-»tch No. 7, Barge No, 93, Gen-
eral Frank J, Bell, S. C. T. Dodd, Yamazato
Maru, Redline, Modjokerto, Ito, Minnesotan,
Kota Radja, Flying Cloud, Sea Arrow, Ha-
waiian Standard.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);
s'andard displacement 1600 tons. Launched
May 16, 1940.

Monssen (Destroyer No. DD436),
Launched May 16, 1940.

Ala (YT139). Launched November 6,
1939.

Barncgat (AVPlO), seaplane tender; keel
laid October 27, 1939.

Biscayne (AVPll), seaplane tender; keel
laid October 27, 1939.

Casco (AVP12), seaplane tender; keel laid
May 30, 1940.

Mackinac (AVP13), seaplane tender; keel
laid May 30, 1940.

SEATTLE-TACOMA SHIPBUILDING

CORP.

1801-16th Ave., Southwest

Seattle, Wash.

NEW CONSTRUCTION:

Hulls Nos, 1-5, five C-1 cargo vessels for

U. S. Maritime Commission. Single screw;
full scantling diesel propulsion type. Two
Gcncrai-M.A.N. 2,100-H.P. dicsels; 14 knots
speed. Keel laying dates, March 5, April 15,
August 26, September 26, 1940, and Febru-
ary 26, 1941. Launching dates, August 1,
September 1, 1940. and February I. March 1,

P A C I K I C M A K I N K, R K V I E W

July, 1940

PACIFIC MARINE REVIEW

m SiOHOllH^ 100 years of service

M to the maritime industry ... in the

J manufacture of ship control, signal-

M ing and electrical equipment of the

g finest quality and utmost reliability.

1 BENDIX AVIATION CORPORATION
= MARINE DIVISION

= 7S4 Lexington Aver

S

Brooklyn, New York =

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii

Stop "piracy on the high seas" by
profecHng metal surfaces against the
ravages of rust with tough, flexible

DUTCH BOY QUICK DRriNG
RED LEAD

ASK THE NATIONAL LEAD MAN

^^^^%^^^^^«^V^^^•

(VMSiS^

V

^

')

tajuf

Look
Trade
the s
(Fenui

fur

Ma

Kn

ne V

this
rk -
of a
kinir

Bring-

your Ijack-breaking unlnadingr schedtilt'S

a VikinK unit that will make short work

whole lot. This big. 6". 750 CPM Viking

of the whole lot. This big. 6". 750 CPM Viking
.Marine Terminal and Barge Pump, mounted on
struetural steel base, powered with a gasoline
• nEine. equipped with relief valve on head and new
type thrust l>earing. is a big pump, designed and
built to do a big pumping job. If .vou're interested
in complete speeifieations. write Viking today.

PACIFIC COAST DISTRIBUTORS:
Viking Pump Co., 21138 S.
De Laval Pacific Co. - - -

i

nfYh/Jm^^^L

NEW ZEALAND AUSTRAIIA i

w ^T^ ^^mk

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f

\

Everywher
HAWAII, U

Life-enjoying; Arr
Sea isles of sun.
season's vacation.
over the smooth

Fares: ^^«
FIRST CLASS

MATSON SOUT}
every four weeks
Samoa, and Fiji.
orab!e shore exc
Kiist Class, from.

SHIPPERS: Tim

refrigeration, via

via the MARIPO

Australia, by wa

and fre<iucnt frei

Interesting com

MATS(

THE 0<

San Francisco. I

e you hear about
.S.A.

tiicans are choosing these peaceful South
shine, flowers, and native chai-m for the
The introduction ... an enchantinK voyase
Pacific, in the safety of American ships.

ch icnyi California to Honolulu
from ?125 - CABIN CLASS from $85

i PACIFIC CRUISES. Personally-escorted
to New Zealand and Australia via Hawaii,
Over 17.I1U0 miles . . . 4S days ... 12 mem-

irsions. All-inclusive-cost, complete cruise.
$630 for certain summer sailings.

e-savinp. efficient freight service, modern
the LURLINE and MATSONIA to Hawaii;
SA and MONTEREY to New Zealand and
y of Samoa and Fiji. Additional renular
k'hter schedules from Pacific Coast ports.
plete details from your Travel AKcnt. or:
JN NAVIGATION COMPANY
EANIC STEAMSHIP COMPANY
.-OS Anseles. San Dieito. Seattle. Portland

July 1, 1941. Delivery dates, January 1,
February 1. June 1, July 1 and October 1,
1941.

TODD SEATTLE DRY DOCKS, INC.
Harbor Island
Seattle, Wash.
DRYDOCK AND ROUTINE REPAIRS:
Tugs Goliah, Neptune. Prosper and Tyee;
Otsego, Columbia, Walter A. Luckenbach,
Mathew Luckenbach, California Express,
British Columbia Express, Boschfontein, Kal-
akala. Salacia, Capillo. Sutherland, Herman
F. Whiton. Northland, Aleutian, Phacax,
Dredge Dan C. Kingman, Standard Service,
West Ira, Utacarbon.

WESTERN BOAT BUILDING CO., INC.

2505 East 11th Street

Tacoma, Wash.

NEW CONSTRUCTION:

Hull No. 141, Western Pacific, bait boat
for tuna fishing for Western Pacific Co.,
San Dicgo. Calif.: 100' x 26'; 350-H.P. Su-
perior engine. Delivery date, July 1, 1940.

Hull No. 142, St. Francis, purse seine
fishing boat for Hubert Ursich, Tacoma,
Wash.; 93' X 24': 380-H.P. Enterprise engine.
Delivery date, July 1, 1940.

Hull No. 143, purse seine fishing boat for
Spire Babich, Gig Harbor, Wash.: 93' x 2.S';
400-H.P. Atlas engine. Launching date,
June 1, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Tug Madrona, Tacoma Fireboat, Fishing
Boats Helen L. Christine, Western Chief,
Progress, Western Flyer and New Mexico.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.

NEW CONSTRUCTION:

Hulls Nos. 57-61, five C-1 cargo vessels
for U. S. Maritime Commission. Full scant-
ling diesel propulsion type; single screw; two
Busch-Suher 2,100-H.P. engines. Keel laying
dates, February 5, February 19, August 15,
November 10, 1940; and March 1, 1941.
Launching dates, August 1, August 31, No-
vember 10, 1940; March 15 and July 15,
1941. Delivery dates, January 16, March 17,
May 16. July 15 and September 13, 1941.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.

NEW CONSTRUCTION:

Eight coal barges 175' x 26' x 11' for
Carnegie-Illinois Steel Co.

Three oil barges 240' x 50' x 12' for
Campbell Transportation Co., Pittsburgh, Pa.

Four sand barges 148' x 36' x 15' 6" for
Panama Canal.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 177 and 178, DD423, Gleavcs,
and DD424, Niblack, two 1620-ton destroy-
ers for U. S. Navy. Delivery dates June and
August. 1940, respectively.

Hulls Nos. 180-181, DD429, Livermore,
and DD430, Eberle, two 1620 ton destroyers
for U. S. Navy. Delivery dates, December,
1940, and February, 1941, respectively.

Hulls Nos. 182-183, DD437, Woolsey, and

DD438, Ludlow, two 1620-ton destroyers for
U. S. Navy. Delivery dates, June 15, 1941,
and Abgust 15, 1941.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

Hulls Nos. 1470, Benson, and 1471, Mayo,
tw'o 1,600-ton destroyers for U. S. Navy.
Launched November 15, 1939, and March
26, 1940.

Hull No. 1478, Massachusetts; 35,000-ton
battleship for U. S. Navy. Keel laid July 20,
1939.

Hulls Nos. 1479, San Diego, and 1480,
San Juan, two 6,000-ton cruisers for U. S.
Navy. Keels laid March 27 and May 15,
1940.

Hulls Nos. 1481-1484, four cargo vessels
for U. S. Maritime Commission; 450' B.P. x
66' X 42' 3"; I6I/2 knots; geared turbines and
water tube boilers; 14,500 tons.

Hulls Nos. 1485-1487, three tankers 502'
X 68' X 37'; 21,000 tons.

Hulls Nos. 1488-1491, four tankers for
Sinclair Refining Co.; 10,700 tons dwt.

Hulls Nos. 1492-1493, two tankers for
Sinclair Refining Co.; 15,450 tons dwt.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.
NEW CONSTRUCTION:
Hulls Nos. 4330, Esso Annapolis; and
4331, Esso Albany; two 16,300 dwt. ton
tankers for Standard Oil Co. of N. J.; 18
knots speed. Launching date. No. 4331, April
27, 1940; No. 4330 delivered January 26,
1940.

Hulls Nos. 4337, Delbrasil; No. 4338,
Delorleans; and No. 4339, Deltargentino;
three passenger and cargo ships for Missis-
sippi Shipping Co. Launching dates. No.

4338, February 17, 194(1; No. 4339, July 13,
1940. Delivery dates. No. 4337, May 31,
1940; No. 4338, September 1. 1940; No.

4339, December 1, 1940.

Hulls Nos. 4341-4343, three cargo vessels
for Seas Shipping Co.

Hulls Nos. 4344-4348, five C-1 cargo ves-
sels.

Hull No. 4349, Esso Nashville, tanker for
Standard Oil Co. of N. J. 13,000 tons dwt.;
13 knots. Launching date June 15, 1940.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Staten Island, N. Y.

NEW CONSTRUCTION:

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Launching dates October 1 and
December 1, 1940; and April 1, July 1 and
.September 1, 1941, respectively. Delivery
dates April 1, June 1, August 1, November
1, 1941; and January 1, 1942, respectively.
All above dates tentative.

BROOKLYN NAVY YARD
Brooklyn, N. Y.
NEW CONSTRUf;TION:
BB 55, North Carolina, battleship; L.B.P.

714' 0", beam to outside armor 108' 0",
std. displ. 35,000 tons; geared turbine en-
gines; express type boilers. Launching date,
June 13, 1940; contract delivery, September
1, 1941; estimated delivery date, October
15, 1941.

Battleship No. 61, order placed June 2,
1939; to be built under authority of Naval
Appropriation Act for year 1940. Estimated
delivery date August 1, 1943.

IRA S. BUSHEY a: SONS, INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 805 H.P. engines; for builder's ac-
count. Delivery dates August and September,
1940.

One wooden deck scow 118' x 36' x 10'
for A. J. Harper, Baltimore, Md. Delivery
date July 31, 1940.

DEFOE BOAT 8C MOTOR WORKS
Bay City, Mich.

NEW CONSTRUCTION:

Hull No. 166, sub-chaser PC-451, for

U. S. Navy. Length 170'. Delivery date,
June, 1940.

Hull No. 167, sub-chaser PC-452, length
174', for U. S. Navy. Keel laid March 14,
1940.

THE DRAVO CORPORATION

Etigineering Works Division

Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:

Hulls Nos. 1627-1628, two welded steel
coal barges, 134' x 34' x 17', for stock; 1534
gross tons.

Hull No. 1651, one 1300-H.P. steel hull
diesel towboat for Union Barge Line Corp.,
Pittsburgh, Pa.; 550 gross tons.

Hull No. 1652, one 25-ton floating crane
for U. S. Navy, Mare Island, Calif.; 335
gross tons.

Hull No. 1656, one welded steel carfloat
3 30' X 40' x 11' for Long Island RR, Phila-
delphia, Pa.; 1303 gross tons.

Hull No. 1659, one welded steel oil barge
148' X 38' X 9' for Pacific Dry Dock & Re-
pair Co., San Francisco, Calif.; 426 gross
tons.

Hull No. 1674, one 700-H.P. twin screw
diesel towboat hull 13 5' x 26' x 8' for
Wheeling Steel Corp., Wheeling, W. Va.;
290 gross tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Navy
Dcpt., Washington, D, C; 1598 gross tons.

Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x 11' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1690-1691, two welded steel
deck lighters 80' x 30' x 9' for Pennsylvania
R.R.; 354 gross tons.

Hulls Nos. 1692-1701, ten welded steel car
floats 250' X 34' x 9' 1" for Pennsylvania
R.R.; 5940 gross tons.

Hulls Nos. 1710-1711, two type W-7
welded coal barges 175' x 26' x 10' 8" for
stock: 943 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 135' x 27' x 11' 9" for
Semct Solvay Company; 290 gross tons.

Hull No. 1717, one welded steel derrick

I' A <; I I I C M A R I N K REVIEW

July, 1940

PACIFIC MARINE REVIEW

BIRD -ARCHER CO. of Calif., Inc.

BOILER WATER TREATMENT

Specialists in Marine Feed Water Problems

We have successfully treated and serviced the boilers of every new high

pressure steamer built for Pacific Coast operation in recent years.

"SERVICE BACKED BY EXPERIENCE"

Seattle
Portland

19 FREMONT STREET, SAN FRANCISCO
Agents for "BACITE" Cold Set Cement for the insulation of living quarters aboard ship.

Wilnnington
Honolulu

Specify FRANCE Metal Packing for
Marine Engine Piston and Valve Rods

Nearly half a century of experience guarantees maximum
performance at minimum expense for high, intermediate
and low pressure service.

To obtain renewals or replacements, furnish the number
stamped on case and diameter of rod. Write for new
catalog M-6.

Sole Authorized Representatives:

San Francisco — Hercules Equip
ment & Rubber Co., 550 - 3id

Street — EXbrook 2575
Seattle — Guy M. Thompson. 1241
South Alaskan Way — Phone
MAin 1870
Norfolk— C. E. Thurston & Sons,
56 Commercial Place — Phone
Norfolk 2-6II4II

Los Angeles— A. C. Elder, 2714
South Hill St.— PRo.'irect 9529
?w York City— France Packing
Co., Room 107-E. 30 Church
St.— COrtlandt 7-6827
ew Orleans — R. M. Shad, 430
Florida Ave. — Phone Galvez
1503

THE FRANCE PACKING COMPANY

Tacony, Phila., Penna.

Or/g/r>a/ FRANCE

METAI. PACKING

T. S. Neilson, President

D. S. Neilson, Vice-Pres.

Berkeley
Steel Construction Co., Inc.

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Specification to Lloyds, American Bureau of Shipping
or A.S.M.E.

Second and Camelia Sts. - - - Berkeley, California
Phones BErkeley 1662-34-5

d^n^l^

DIESEL EQUIPMENT

MARKET-PLACE

• Dependable used Diesels, power machinery and
equipment.

• Four great distribution and service depots, coast to
coast coverage.

• We buy and sell. Send us your offerings. Advise us
your requirements, we can quickly locate the equip-
ment you need.

• Qualified engine experts and service men.

Courtesy to brokers and agents
Address inquiries to Dept. PM-4

DIESEL POWER

MACHINERY CO.

CHICAGO, 201 2 Larrabee St.; MEMPHIS, 419 Monroe St.; NEW YORK,
31-30 Queens Blvd., L. I. City; LOS ANGELES, 21 15 San Fernando Rd.

RALSTON R. CUNNINGHAM CO.
73 Columbia St.
Seattle. Wash.

GEORGE S. LACY
li California Street.
San Francisco, Calif.

JEFFERY'S MARINE GLUE in your
deck will last longer and save you the
cost of frequent recaulking.

Let us hear from you concerning
your individual deck-repair problems.
Write to

599 Albany Street -Est. 187.3- Boston.Mass.

Boston .Mass.

boat hull 100' x 36' x 7' for Anthony
O'Boyle. Inc., N. Y. C; 220 gross tons.

Hulls Nos. 1721-1724, four welded steel
gasoline barges 195' x 35' x 9' 6" for Camp-
bell Transportation Co., Pittsburgh, Pa.; 2272
gross tons.

Hulls Nos. 1726-1735, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
stock: 4720 gross tons.

Hull No. 1736, one welded steel oil fuel
storage barge for Brooklyn Edison Co.: 375
gross tons.

Hulls Nos. 1737-1739, three welded steel
oil barges, 195' x 35' x 9' 9", for stock; 598
gross tons.

Hulls Nos. 1740-1749, ten type W-7
welded coal baizes 175' x 26' x 10' 8" for
stock; 4720 gross tons.

Hull No. 189, one tanker for Pan Ameri-
can Petroleum and Transport Co.; 13,000
d\%t. tons.

Hulls Nos. 190-193, four tankers for Sin-
clair Refining Co.; 15,000 dwt.

ELECTRIC BOAT CO.
Groton, Conn.

NEW CONSTRUCTION:

Hull No. 35, Tambor (SS198); standard
displacement 1475 tons: launched December
20, 1939: delivered June 3, 1940.

Hull No. 36. Tautog (SS199); standard
displacement 1475 tons: launched January 27,
1940: delivery date, July 3, 1940.

Hull No. 37, Thresher (SS200); standard
displacement 1475 tons: launched March 27,
1940: delivery date, September, 1940.

Hull No. 39 Gar (SS206); standard dis-
placement 1475 tons: keel laid December 27,
1939.

Hull No. 40 Grampus (SS207); standard
displacement 1475 tons: keel laid February
14, 1940.

Hull No. 41 Grayback (SS208); standard
displacement 1475 tons: keel laid April 3,
1940.

Hull No. 42, Mackerel (SS204); standard
displacement 800 tons: keel laid October 6.
1939.

THE FEDERAL SHIPBUILDING

AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:

Hulls Nos. 160, Plunkett; and 161,
Kearny; two torpedo boat destroyers for the
United States Navy. Launched March 9,
1940.

Hulls Nos. 164, Doctor Lykes; 165, AI-
meria Lykes; 166 and 167; four C-3 cargo
vessels for U. S. Maritime Commission. No.
166 keel laid March 4, 1940. Launching date.
No. 165, April 27, 1940. No. 164 delivered
May 10, 1940.

Hulb Nos. 168-169, CL51, Atlanta, and
CL52, Juneau, two 6000 ton cruisers for
U. S. Navy. Keels laid April 22 and May 27,
1940.

Hulls Nos. 170, Edison, and 171, Ericsson,
two torpedo boat destroyers for the United
States Navy. Keels laid March 18, 1940.

Hulls Nos. 172-176, five Ol cargo vessels
for U. S. Maritime Commission. Keels laid.
No. 172, January 22, 1940; No. 173, May 6,
1940; Nos. 174-175, June 6, 1940.

Hulls Nos. 177 and 178, two tankers
for the .Standard Oil Co. of N. J. Launched
May 2 5, 1940.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

Hulls Nos. 187-188, two cargo ships for
Matson Navigation Co.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION:

Hulls Nos. 253 to 256, four C-3 cargo
vessels. Completion dates November, 1940;
and January, March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels for U. S. Lines. De-
livery dates March 15, April 15, June 15 and
August 1, 1941.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
X 7' 6". Estimated completion date, August
1, 1940.

One oil barge, 195' x 35' x 9' 9", for C. J.
King, Dothan, Ala. Completion date, June
24, 1940.

One oil barge, 225' x 35' x 10' 0", for
Standard Oil Co. of Kentucky. Completion
date, July 22, 1940.

Six sand and gravel barges, 110' x 26'
X 6' 6", for Tennessee Valley Sand and
Gravel Co. Completion date, June 26, 1940.

LEVINGSTON SHIPBUILDING CO.

Orange, Te.xas

NEW CONSTRUCTION:

Four all- welded urunanned barges 173' x
39' X 8' 6" for Pan American Refining Co.
Delivery date June, 1940.

One steel single-screw diesel tugboat 70' x
19' x 8' for Pan American Refining Co.; 450
B.H.P. Delivery date June, 1940.

Two all- welded unmanned barges 17 3' x

39' X 8' 6", for Higman Towing Co., Orange,
Texas. Delivery date, June, 1940.

One all-welded steel tugboat 48' x 12' 3"
X 6' 2" for Atlantic, Gulf £s? Pacific Company,
N. Y.; 165 HP. Delivery date June, 1940.

One all-welded steel tugboat 57' 7" x 14'
X 7' 6" for Atlantic, Gulf &? Pacific Co., N.
Y.: 240 HP. Delivery date June, 1940.

MANITOWOC SHIP BUILDING CO.
Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'
X 23.5'. Approximate dates, launching date,
September 15, 1940: delivery date, January
4, 1941.

One steel twin screw diesel towboat,
140' X 3 5' X 8' 6". Delivery date, Novem-
ber. 1940.

THE MARYLAND DRYDOCK CO.
Baltimore, Md.

DRYDOCK AND ROUTINE REPAIRS;
China Arrow.

NEWPORT NEWS SHIPBUILDING a:
DRYDOCK CO.

Newport News, Va.

NEW CONSTRUCTION:

Hull No. 369, America, twin screw mail,
passenger and cargo liner for United States
Lines Co.: length 723', beam 92', depth 45'.
Launched August 31, 1939; delivery date,
July 2, 1940.

Hulls Nos. 371 and 372, two oil tankers
for Standard Oil Company of New Jersey;
gross tonnage about 11,500 tons; L.B.P. 525',
breadth molded 75', depth molded 39'. Keel
laid. No. 372, February 5, 1940. Launching
date. No. 371, January 26, 1940.

Hull No. 378, battleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
384, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", depth
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 380, November 13, 1939; No. 381,
December 26, 1939; No. 382, February 5,
1940. Launching date. No. 379, June 7,
1940.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U. S. Mari-
time Commission; length 465', breadth 69
6", depth 42' 6"; gross tonnage about 9100
tons. Delivery date May, 1941.

Hulls Nos. 387-388, two single-screw
cargo vessels for Matson Navigation Co.
Length 465', breadth 69' 6", depth 42' 6";
gross tonnage about 7,700. Delivery dates
May 25 and July 1, 1941.

Hull No. 389, one single-screw cargo ves-
sel for International Freighting Corp., Inc.
Length 435', breadth 63', depth 40' 6";
gross tonnage about 8,000. Delivery date Au-
gust 1, 1941.

THE NEW YORK SHIPBUILDING

CORPORATION

Camden, N. J.

NEW CONSTRUCTION:

AV4, Curtiss, seaplane tender for U. S.
Navy; launched April 20, 1940.

AD15, Prairie, destroyer tender for U. S.
Navy. Launched December 9, 1939.

AV5, Albemarle, seaplane tender for U. S.
Navy; keel laid June 12, 1939.

BB57, South Dakota, battleship for U. S.
Navy. Keel laid July 5, 1939.

AR5, Vulcan, repair ship for U. S. Navy.
Keel laid December 26, 1939.

CL55, Cleveland, and CL56, Columbia,
two cruisers for U. S. Navy; order placed
March 23, 1940.

U. S. NAVY YARD
Portsmouth, N. H.

NEW CONSTRUCTION:
Triton, Trout, Marlin, Grayling, Grena-
dier.

DRYDOCK AND ROUTINE REPAIRS:
Sailfish.

THE PUSEY & JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp.; 1600 gross
tons; 300' x 65' x 20'; steam Una-Flow pro-
pulsion; 3600 H.P.; 16-knots speed; cost
$1,000,000. Launching date August 1, 1940;
delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000
gross tons; 413' x 60' x 37' 6"; turbine pro-
pulsion: 4000 H.P.: 14-knots speed; cost
$1,928,000. Launching date November 1,

I' A (; I F I C M .A R I N E REVIEW

July, 1940

PACIFIC MARINE REVIEW

^ iiiiiiiiiiiiiiiiiiiiiiiiiiii I mill iiiiiiii I mil mmii i imimmi mimmimmmimmimmimmmii mm iiimimm i iiiimmiii|

TOUMEY

Representing

BENDIX MARINE PRODUCTS CO.

Successors to

CHAS. CORY CORPORATION

Signaling, Communlceting and Lighting Equipment

PNEUMERCATOR CORPORATION (New York)

Gauges: Liquid Level, Ships Draft, Pressure,

Boiler Water Level

PLANT MILLS DIRECTION INDICATOR

AND ENGINEERS ALARM

GArfield8l02 SAN FRANCISCO 1 15-1 17 Steuart St.

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
INS ... . SEARCHLIGHT PROJECTORS . . . .
SOUND POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

€ORDE!$ BROI$.

200 DAVIS ST.

SAN FRANCISCO

E

In tube cleaners as in every-
thing else, nothing takes the
place of experience.

ELLIOTT COMPANY

LAGONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

Factory Sales and Service Maintained

813 RIALTO BLDG., SAN FRANCISCO

Phone SUtter 5213

Los Angeles, 1732 E. 7th St. Seattle, Wn., 414 Vance BIdg.

7/5^KELVIN
WHITE

* .^"^ 90 STATC ST. <9
^^ BOSTON

Capt. Frank Jansen, 1361 South Flower St., Los Angeles

George E. Butler Co., 356 California Street, San Francisco

The McCaffrey Company. 825 Columbia Street, San Diego

Max Kuner Company, 812 First Avenue, Seattle

SAVE TIME and MONEY

Speed up loading and un-
loading with Chiksan Ball-
Rearing Swing Joints and
Dock Risers. Pressure and
vacuum tight. Turn easily in
all weather. Never require
tightening or adjustment.
5 styles; 4" and 6" sizes in
malleable iron; 4" to 10"
sizes in steel.

Distributed by Crane Co.

CHIKSAN TOOL CO.

BREA
CALIF

There is an Ishertvood System for every type

of mercantile vessel

Eminently suitable for Oil Tankers

Over 500,000 deadweight tons — Freighters

and Tankers — on order

Sir Joseph W. Isherwood & Co.

LIMITED
4 Lloyds Ave., London E.C.3 17 Battery PI., New York

San Francisco Bar Pilots

"Adventuress," "California," "Gracie S"
RADIO — K F S

SIGNALS FOR PILOTS

In Fog — Blow four whistles and lay to.

IT hen Clear — Burn blue light or give four flashes on Morse

lamp.
Daylight — Set Jack at foremast.

SIGNALS DISPLAYED BY
PILOT BOATS

fT'hpn on Station Under Sail — A white light is cirried at

masthead.
If hen Under Power — A rrd lighl under white; a flare or

torch is also burned frequently.
TELEPHONES— Pilot Office from 9:00 a.m. to 4:00 p.m.— DOuKlai
5436. CItamber of Commerce from 4:00 p.m. to 9:00 a.m. and on
Sundays and Holida.va— EXbrook 4511.

1940: delivery- dates January and March,
1941, respectively.

Hulls Nos. 1077 and 1078, two tugs for
Donaldson Towing (f Lighterage Co.; 205
gross tons: 95' 6" x 24' x 14' 9": steam Una-
Flow propulsion: 600 H.P.: 13-knots speed:
cost $200,000 each. Launching date May 21,
1940: delivery date June, 1940.

Hull No. 1079, tug for Long Island R.R.
Co.; 105' X 24' x 12' U"; 210 gross tons:
Una-Flow steam machinery; 800 S.H.P.; 11
knots speed. Launching date October 15,
1940: delivery date December, 1940.

Hulls Nos. 1080-1081, two automobile and
passenger ferries for Delaware-New Jersey
Fern.- Co.: 206' x 65' x 16': 750 gross tons:
Una-Flow steam machinery; 1400 S.H.P.; 15
m.p.h. speed. Launching date December,
1940: delivery date 1941.

Hull No. 193, one tanker for Standard
Oil Co. of Calif.; 7,000 dwt. tons. Delivery
date March, 1941.

Hull No. 194, one tanker for Atlantic Re-
fining Co.; 19,400 tons. Delivery date July
10, 1940.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co. of N. J.; 18,000 dwt. De-
livery dates March and June, 1941.

Hull No. 196, one tanker for Sun Oil
Co.: 18.000 tons. Delivery date December 1,
1940.

Hull No. 198, one tanker for Texas Co.;
13.785 tons. Delivery date July, 1941.

Hulls Nos. 199-206, eight cargo vessels
for U. S. Maritime Commission; 7,500 tons.

Hull No. 207, tanker for Standard Oil Co.
of New Jersey; 18,000 dwt. Delivery date
August, 1941.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION:

Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;
diescl propelled; equipped with Sun-Doxford
engines. Delivery dates May, July, August
and October, 1941.

Hull No. 190, one 16-knot tanker for
Texas Co.; single screw steam turbine; 13,285
tons dwt. Delivery date, June, 1940.

Hull No. 192, single screw steam turbine
railroad car carrier for Seatrain Lines, Inc.
Delivery date July 3, 1940.

TAMPA SHIPBUILDING 8C

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 33-36, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
x 63' X 31' 6"; 9291 dwt. tons; diesel pow-
ered. Delivery dates. No. 33, July 1, 1940;
No. 34, September 15, 1940.

Hulls Nos. 37-40, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons.

America's Largest

Centrifugal Refrigerating Compressor

The contract for the largest cen-
trifugal refrigerating machine in the
United .States has been awarded to
the York Ice Machinery Corporation
by the Industrial Rayon Corporation.

With a refrigerating capacity equal
to the melting of 2,fX)0,000 pounds of
ice ever)- 24 hours ( 1000 tons of re-
frigeration), the machine — a York-
Allis Chalmers turbo-compressor — in
combination with a York brine-cool-
ing system, is also the largest single-
unit refrigerating system using the
refrigerant F"reon-ll (Trichloromono-
fluoromethane) in the entire world.

This system will be used for indus-
trial process air conditioning in an
addition to the present $11,500,000
plant of the Industrial Rayon Corpo-
ration at Painesville, Ohio.

A unique feature of this refrigera-
tion unit is its steam-turbine drive,
which will be comijletely automatic in
operation. Exhaust steam from the
generating turbine> will be used as a
source of power, thus allowing the
generated electric power to be used

elsewhere in the plant, and reducing
operating expense. This type of equip-
ment was selected because of its re-
duced sjjace requirements and effi-
cient operation.

Four thousand gallons per minute
of Lake Erie water will be used in
condensing the refrigerant gases of
the York cooling system. This system
will cool 2,600 gallons of brine per
minute to 40° for the new air condi-
tioning equi])ment, and will be inter-
connected with the present lirine cool-
ing system to allow flexibilit)' in using
steam or electric power to firive tlie
refrigeration .systems.

Air conditioning is indispensable in
maintaining proper temperatures and
humidities in the various stages of
rayon manufacture, and is especially
important in the Industrial Rayon
Corporation ])Iant, in which every de-
jjartment is air conditioned. There, in-
stead of being wound on a l^jbhin
after the chemical spinning jjrocess,
and handled repeatedly, as in most
rayon manufacturing plants, the }arn

is bleached, treated, dried and twisted
before it is ever wound into a pack-
age. As a single thread, it moves con-
tinuously forward through processing
liquids and cleaning baths and over
dr\-ing reels — at all times protected by
]iroper temperature and moisture con-
tent in the surrounding air. A product
highl\- uniform in qualities and phys-
ical characteristics is the result.

C<^i4ifi4neHi & (luMJte^ Co..

A unicjue service to shipbuilders
and operators is that of the manufac-
turing divisions of Hercules Equip-
ment & Rubber Company, San Fran-
cisco. In 1937 they purchased the as-
sets and good will of the Gasket Shop
and the Standard Rubber Company,
both firms being old-timers in their
respective fields of manufacturing.

In the rubber goods division are
hundreds of molds, many of which
are used in the marine trade. Stocks
are maintained of pure gum rubber,
float stocks, diaphragm and C. I. sheet,
tubing, cord, etc. Special compounds
are molded into any desired forms by
experienced vulcanizer press opera-
tors.

In the gasket division are several
thousand dies, and complete equip-
ment for cutting, spinning, stripping
or forming all types of materials. In
the metal-working department are
unique horizontal forming machines,
on which metal-encased asbestos gas-
kets can be produced up to seven feet
in diameter. The operators are experi-
enced metal spinners, and work with
all t\pes of metals and alloys.

A battery of Seybold presses fur-
nishes the power for die-cutting all
soft materials, such as vegetable fiber
sheets, compressed asbestos, rubber
and paper, and stocks are maintained
of corrugated copper-asbestos gaskets,
spiral-wound metal and asbestos gas-
kets ; also, ring and full-face gaskets
for ])ipe flanges.

That this completeness of service is
appreciated by the marine trade is evi-
denced by the growth of these manu-
facturing divisions, and they are
backed up by a crew of experienced
mechanical rubber goods salesmen
wild understand packing problems.

%..

V

//

I' A C I K I C MARINE REVIEW

July, 1940

PACIFIC MARINE REVIEW

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

i

AMERICAN PRESIDENT LINES

NEW YORK DETROIT

BOSTON '" CALIFORNIA STREET, SAN FRANCISCO ^^shINGTON, D. C.

CHICAGO Offices and agents throughout the world lOS ANGELES

John Finn Metal Wc

►rks

^ JOHN FINN METAL WORKS r
i DIESEL BABBITT p

^

SA
LOS AN

SEAT

SPECIAL ARMATURE METAL
IICKEL DIESEL METAL FOR BEARING

ZINC PLATES FOR BOILERS
GALVANIZING AND SHERARDIZING

N FRANCISCO— 38 •( Second Street— Phone SUtter 4
GELES BRANCH— 5? 4 South San Pedro Street, Lo

Telephone Mlchiean 0984

TLE BRANCH-in6 W. McGraw Street, Seattle, \

Telephone SFneca 2466

3

88
s Angelej

Vash.

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I Propeller Design |

• Save Fuel i

• Increase Speed =

• Eliminate =
Vibration =

Send us your |

problems . . . we %

specialize in pro- i

peller design. =

Naval Architect =

Wilmington, California =

Ilambie propellersI

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I WILLIAM

= 106 East C Street

L A M B I E,

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I Morrison & Bevilockwayl

E Established in 1890 E

E MARINE PLUMBING I

I STEAM FITTING and SHEET METAL WORK =

E Sole Agents and Manufacturers of the New M &: B Auto- E

E Day a. Nigfit Service 166 Fremont St. =

E Tel. Do. 270S-09 San Francisco =

E At Night Call He. 4346 or Burl. 129 =

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HAVISIDE COMPANY

Largest Commercial Heavy-Lifting
and Salvage Barges on the Pacific Coast

Four Derrick Barges - - - Capacity up to 100 tons

Submarine Diving

SHIP CHANDLERS

Specialists: Yacht Sails antd Yacht Rigging
Complete stock of Yacht and Motorboat Supplies

Agents for

Columbia StttI Co.'i Product! (Sublidiary U. S. Sl«el Corporltion)

American Marine Paint Co. Jellrey'i Marine Glue*

Tubbt Supercore and Manila Rope Stratford'a Best Oatnim

HAVISIDE COMPANY

SAN FRANaSCO
J6-42 Struart Street - - - Phone EXbrook OOM

PACIFIC

mARine
Review

Advertisers

American Engineering Company 13

American President Lines 87

Anglo-California National Bank 78

B

Bailey Meter Company 19

Bcndix Aviation Corp.. Marine Div. 81

Berkeley Steel Construction Co 83

Bethlehem Steel Corp 2

Bird-Archer Co. of Calif., Inc 83

Chiksan Tool Co 85

Columbian Rope Company 16

Combustion Engineering Co 26, 27

Condenser Service & Engineering Co. 18

Cordes Bros 85

Craig Shipbuilding Company 22

Crane Co °

Davis Engineering Corporation 4

DeLaval Steam Turbine Co 24

Diamond Power Specialty Corp 17

Diehl Mfg. Co 23 &. Inside Back Covet

Diesel Power and Machinery Co 83

Dravo Corporation 18

Electric Storage Battery Co 14

Elliott Co 85

Federated Composition & Paint Co., Inc.. 25

Federated Metals Company 23

Ferdinand, L. W. & Co 83

Finn, John, Metal Works 87

France Packing Co 83

General Engineering & Dry Dock Co 65

H

Harnischfeger Corp 2S

Haviside Company 87

Hercules Equipment Si. Rubber Co 73

Hyde Windlass Co Inside Back Cover

Isherwood SC Co., Ltd., Sir Joseph W 85

Johns-Manville "

K

Kearfott Engineering Company 73

Kelvin-White Company 85

Lambie, William 87

Lidgerwood Manufacturing Co. 79

Luckenbach Steamship Company 79

Lunkenheimer Co., The 7

M

Mathews SC Livingston 68

Matson Navigation Co. 81

Morrison &, Bevilockway 87

Mundet Cork Corp. 77

N

National Lead Company 81

National Malleable SC Steel Castings Co... 15

National Tube Company 5

Newport News Shipbuilding & Dry

Dock Co 12

Norton Company 22

Oceanic Steamship Co. 81

Plant Mills Indicator Corp 77

Plymouth Cordage Co 3

Powell, William. Company 76

Radiomarine Corn. 25

San Francisco Bar Pilots 85

Sandusky Foundry and Machine Co 85

Savoy-Plaza 75

Shenango-Perm Mold Co.. Inside Back Cover

Short, Thomas A. Co. Inside Back Cover

Sperry Gyroscope Company 11

Standard Oil Company of California 20

Staples & Pfeiffer, Ltd 77

Sun Shipbuilding and Dry Dock Co 6

Swett, Geo. E., & Co. 4

Submarine Signal Company 79

Texas Company Back Cover

Todd Shipyards Corp. 77

Tourney Electric Sf Eng. Co 85

Tubbs Cordage Co Inside Front Cover

u

United Engineering Co., Ltd 66

United States Steel Corp., Subsidiaries 5

Viking Pump Co 81

w

Wall Rope Works 79

Warren Steam Pump Co 4

Waterous Company 4

Westinghou.se Electric and Mfg. Co 1

Winter, E. V., Company 77

Xzit Sales Co..

^^^

PACIFIC

mARin£

R€VI€

AUGUST, 1940

m-

.3*=!

:w»

ADAPTABLE!

Another hidden plus value in
Tubbs and Portland Marine Rope

Perhaps you've sometimes marveled
the adaptability of the trap drummer
a popular band to produce just the ri<!
aecompaniment to the music.

It's a far cry from a trap drummer tc
coil of rope. Yet, to serve efficient|
rope must have this same adaptability
perform every task well.

This ability to conform to every requii
nient of the sea is another of the ma^
hidden plus values built into every roil
Tubbs and Portland Marine rope,
asset that you cannot see, it is nevert
less one that will pay many extra
(lends aboard ship.

Measured in terms of the many pU
values Tubbs and Portland Marine Rof
offer, it is the most economical rope y«
can possibly buy.

UBBS CORDAGE C

200 Bush Street, San Francisco

TLAND CORDAG]

I^New York - Seattle
— ^iCIJ^J^iU IMF MANILA]

I

Official Organ

Pacific American E^ ^3 M I f" I I

Steamship Association J^ ^J ^^ I I I ^^

Shipowners Association P^^^ 0\ P% I P^ 0^

ot the Pacific Coast ITI U K I ll i"

Review

Contents - August, 1940

Editorial Comment 21

National Defense Shipbuilding Program.
Coordinator of Shipping.
Commission Assumes State Nautical Schools.
Procurement in the National Defense Program 23

At Oakland — Dravo Builds Navy's First All-Welded

Floating Crane 24

By George F. Wolfe.

Auxiliary Diesel Generating Units for Maritime Commission

Cl-B Cargo Vessels 28

Two New Streamlined Tugs by P. Si J. Complete Successful
Trials 30

World's Largest Floating Structure 32

By Chas. F. A. Mann.

100 Years of Marine Engineering 36

Steady as You Go! 38

By "The Skipper."

An Answer by an American Shipmaster 40

Your Problems Answered 42

By "The Chief."

Santa Ana Makes Her Bow 45

Some Random Thoughts on a Trial Trip
By O. B. Whitaker

On the Ways 48

Latest News from American Yards

American Shipping Industry 51

Sperry Offices in San Francisco 58

All-Welded Auto Ferry 60

Building in American Yards 64

PUBLISHED AT 500 SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March 3, 1879. Published on the 1st of
each month. Advertising and editorial forms close on the 15th. Subscription price, one year: Domestic, $1.50; foreign, $2.50; two years:
Domestic,, $2.50; foreign, $4.00; three years: Domestic, $3.00; foreign, $5.50; single copies, 25c. Chas. F. A. Mann, Northwest Represen-
tative, 1110 Puget Sound Bank Bldg., Tacoma, Wash. New York Office, Rooms 202-203, 170 Broadway: Telephone COrdlandt 7-3579.
Los Angeles Office: 816 West 5th Street: Telephone Michigan 1680.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash,
17 Battery Place: Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C, at the news stand of the Carlton Hotel,

16th and K Streets.

J. S. Hines B. N. DeRochie Paul Faulkner Alexander J. Dickie F. Dryden Moore

President and Publisher Assistant Publisher Advertising Manager Editor Assistant Editor

PACIFIC MARINE REVIEW

August, 1940

/s

No.4JiAfil:t6irin the Picture

^.S."Mocmaa-^

- starting

M. S. "Mormac-

penn, "first Busch-

A ^ Sulzer powered

J C-3shiptogointo

j regular service —

four 222 5 B.H. P.

Busch- Sulzer

Diesels.

These C-3 Cargo Ships Powered
With Busch-Sulzer Diesels

fully completed he^ea
the "Mormacmail'' Mtii

EYES lower fight —, to watch "the M. S. "Mormacmair^^~~~
come into national view. Here's the fourth of four
Busch-Sulzer Diesel powered C-3 ships to have success-
trials. Like her sister ships above,
^wTll satt with full assurance that her
Busch-Sulzer engines will provide an overflowing quota of
dependable and economical service years.

In 14 months, from date of order, Busch-Sulzer has de-
livered sixteen 2225 B.H. P. Diesels for C-3 installations.

BUSCH-SULZER BROS. -DIESEL ENGINE CO.
/Jmm^Ucai ^/dedJ 3*u/<le* o^ D lis il ENGINES

mmim. " -JSHI

M.S."Mormacyork," second C-3 cargo vessel
equipped with Busch-Sulzer Diesels to be de-
livered to the Moore-McCormack Lines.

M.S.MORMACMAIL

For each ship, four 2225 B.H. P. Busch-Sulzer Diesel engines
of simple trunk piston construction — all driving one propeller
shaft through electric slip couplings and reduction gears. Guar-
anteed to operate continuously at 10 percent overload — 25 per-
cent for two hours.

BUSCH-
SULZER

ST. LOUIS

BUSCH-SULZER DIESELS
P(Uf AS THEY GO

AND THEY GO ^aAtUe/i

VOLUME 37
No. 8

PRCIFIC

mflRinE
Review

AUGUST
1940

The U. S. Navy has started its doubling process
with a huge volume of orders.

Since January 1 the Navy has placed orders for
94 vessels with a total displacement of over one-
half million tons and at an estimated cost of over
one billion dollars. Of these orders approximately
90 per cent were placed during June and July. On
January 1, 1940, the shipyards of the United States
were building for the U. S. Navy 88 vessels, aggre-
gating 502,165 tons total displacement and ap-
proximating $750,000,000 in cost.

This increase of 100 per cent in Naval tonnage
under construction is just the beginning of the na-
tional defense program.

This Naval work is distributed among eight
Navy yards and eight private yards, and all these
yards. Naval and private, have plans under way
for large expansion.

Merchant shipbuilding in ships 2000 tons and
over shows, as of July 1, 175 vessels, with an ag-
gregate gross measurement of 1,474,000 tons, an
increase of approximately 25 per cent over figures
for January 1, 1940. Like the Naval work, this
also is only a beginning.

The Pacific Coast has already benefited to the
extent of approximately $70,000,000 worth of ship-
building orders, allocated as follows:

Union Yard, Bethlehem, San Francisco: 2 de-
stroyers.

Navy Yard, Bremerton, Wash. : 4 seaplane ten-
ders.

Mare Island Navy Yard, Calif. : 4 subs.

General Engineering & D. D. Co., San Francisco:
4 A.S.N, tenders.

Commercial Iron Works, Portland, Ore.: 4
A.S.N, tenders.

Lake Washington Shipyard, Houghton, Wash. :
4 A.S.N, tenders.

Enterprise Engine Co., San Francisco: 24 diesel
engines.

REAR ADMIRAL EMORY S. LAND
U. S. Coordinator of Merchant and Naval Shipbuilding

The urgency of the national defense program,
involving a tremendous increase in Naval and mer-
chant shipbuilding, will crowd to capacity both
Navy and private yards and tlie facilities of ma-
chinery and equipment manufacturers. In such
circumstances, a maximum of cooperation and
coordination is essential. For coordination, unit
control is necessary, and President Roosevelt has
named Rear Admiral Emory S. Land, Chairman of
the U. S. Maritime Commission, as Coordinator of
Merchant and Naval Shipbuilding.

No finer selection could have been made. Ad-
miral Land, before his retirement from the Navy,

was Chief Constructor, and had charge of all co-
ordinating building in ISavy yards. For the past
three vears he has coordinated the great merchant
shipbuilding program of the Maritime Commis-
sion. He is by nature, training and experience a
master coordinator.

As at present constituted, the office of coordin-
ator is advisory and carries no authority. As chair-
man of the ]\Iaritime Commission, Admiral Land
has a very authoritative voice in merchant ship-
building. As Coordinator of Shipbuilding, he
should have equal authority in arranging the pro-,
duction schedules for Naval shipbuilding. Under
ideal conditions the coordinating job is a tremen-
dous task. ^ ith any divided authority involved,
it becomes practically impossible.

Staie Ncuidloai Sokooli

On July 1 the United States Maritime Commis-
sion took over from the U. S. Navy the responsi-
bility for cooperating in the maintenance and
supervision of the state nautical schools, of which
four are now in operation.

The transfer of authority from the Navy was
effected by Government Reorganization Plan IV.
It includes the responsibility for furnishing Gov-
ernment vessels and equipment for schoolships and
for matching state contributions up to $25,000 for
each school.

The Navy will continue to lend ordnance and
other equipment used in naval science courses
which prepare graduates for enrollment in the
merchant marine naval reserve. As in the past,
retired Naval officers will be appointed as super-
intendents of the schools.

At present, 507 young men are being trained in
these schools to become merchant marine officers.
The New York and California institutions admit
out-of-state residents at a higher fee than slate resi-
dents. The Pennsylvania and Massachusetts
schools have restricted enrollment to residents.

The Maritime Commission favors provision by
whicli eligible young men from iiny state may be
adnntted to the schools. The Commission plans to
integrate the four schools with its own program of
training cadets on merchant marine vessels to be-
come officers. Already, all graduates of stale nau-
tical schools arc eligible to become cadet officers
under the Commission program, thus obtaining
employment and experience even though there are
no licensed officer vacancies immediately available.

The program will be developed through cooper-
ation with the governing bodies and superinten-
dents of the schools. They are:

Board of Commissioners, Massachusets Nautical
School. Captain C. A. Abele, U. S. N., Retired,
Superintendent.

Board of Visitors, New York Merchant Marine
Academy. Captain J. H. Tomb, U. S. N., Retired,
Superintendent.

Board of Commissioners, Pennsylvania Nautical
School. Captain G. M. Baum, U. S. N., Retired,
Superintendent.

Board of Governors, California Maritime Acad-
emy. Captain Claude B. Mayo, U. S. N., Retired,
Superintendent.

The New York Merchant Marine Academy is
the oldest of these schools, having been founded in
1875, and has an enrollment of 172. Massachusetts
came next, in 1893, and now has 120 enrolled.
Pennsylvania, founded in 1919, has 95 students.
California, the youngest (1929), has 120 enrollees.
The Maritime Commission is fast becoming one
of the most important educational institutions in
the United States. Through its Maritime Service,
six shore stations are maintained for the training
and education of licensed and unlicensed person-
nel under the tutelage of the U. S. Coast Guard.
These stations are located at: Hoffman Island, New
York, where there is capacity for 600 unlicensed
enrollees; New London, Conn., with facilities to
take care of 100 licensed enrollees; at Governor's
Island, Oakland, Calif., which will accommodate
100 licensed officers; at St. Petersburg, Fla.,
equipped to train 250 apprentice seamen; at Gal-
lop's Island, Boston, Mass., which is also outfitted
to take care of 250 apprentice seamen ; and at Hue-
neme, Oxnard, Calif., which will be ready January
1, 1941, with a staff of 50 to handle 250 apprentice
seamen.

It is estimated that approximately 4000 officers
and unlicensed personnel will have taken training
courses in the three shore stations devoted to that
purpose before January 1, 1941, and that during
1941 the three apprentice training stations will be
filled.

The Commission cadet training system on Amer-
ican merchant ships and on Army and Navy trans-
ports is growing rapidly, and at the present time
nearly 500 young men are in this system.

By the siunmer of 1941 Maritime Service and
Coast Guard will have .SOOO vmder training at any
given time, and an enrollment representing a very
large cross-section of American merchant marine
personnel.

The safest and finest ships in the world will be
manned by the most highly-trained crews and best
educated officers.

PACIFIC MARINE REVIEW

Procurement in the

NcMjo^^ 2^e^e4i^ Pnjojcyujijn

Do Not Apply to Washington for Information About
Purchases; Apply to Your District Purchasing Office

During 1938 the procurement ac-
tivities incident to naval construc-
tion were decentralized, and some
27 major field purchasing officers
established in 23 cities. This reor-
ganization has now become highly
significant in view of the tremen-
dous sums being appropriated by
Congress for Naval and Army ex-
pansion.

The Bureau of Foreign and Do-
mestic Commerce calls the attention
of American business to this newl)-
enlarged market in a release for
July 13, wherein are printed the
principal purchasing agencies of the
Army and the Navy, together with
maps showing the territory covered
by those agencies.

Our readers will be principally in-
terested in the Navy Department,
the Army Engineers Corps (non-
military branch in charge of rivers
and harbors), and the Army Quar-
termasters Corps, which operates
the Army transports.

The United States Navy pur-
chases a very wide varietv of

materials, equipment, supplies and'
machinery for military and non-
military uses through its various
supply offices. These are located as
shown on the map reproduced here-
with, and include :

Alameda, Calif. — Supply Officer,

Naval Air Station.

Anacostia, D. C. — Supply Officer,
Naval Air Station.

Annapolis, Md. — Supply Officer,
Naval Academy.

Boston, Mass. — Supply Officer,
Navy Yard.

Charleston, S. C. — Supply Officer,
Navy Yard.

Dahlgren, Va. — Supply Officer,
Naval Proving Ground.

Great Lakes, 111., Supply Officer,
Naval Training Station.

Indian Head, Md. — Supply Offi-
cer, Naval Powder Factory.

Key West, Fla. — Supply Officer,
Naval Station.

Lakehurst, N. J.— Supply Officer,
Naval Air Station.

New London, Conn. — Supply Of-
ficer, Submarine Base.

New York, N. Y. — Officer-in-
Charge, Navy Purchasing Office,
P. O. Bo.K 9, Station C.

Newport, R. I.— Officer-in-Charge,
Navj' Purchasing Office.

(Page 55, please)

AUGUST, 1940

Ten large shop-assembled units, shown in place, formed complete outer part of
hull and permitted rapid yard erection.

At OgUcuhI-

2>^uujta liuddi J^loAMf^ ^iMi

by Geo. F. Wolfe

Chairman Welding Committee, Engineering Works T>ivision
Dtavo Corporation, Pittsburgh, Pa.

The first all-welded floating crane
to be ])urchased by the Bureau of
Yards and Docks, Navy Depart-
ment, was delivered to the Marc-
Island Xavy Yard July 18, 1940, by
the Dravo Corporation, Pittsburgh,
Pa.

This full revolving crane, having
a main hook capacity of 25 net tons
at 55 ft. radius, is of all-welded con-
struction and is mounted on an all-
welded hull having a length of 100
feet, beam of 45 feet and a (lc]jtli
of 8 feet 6 inches. I'.oth the revolv-
ing crane and the hull were fabri-
cated by the Engineering Works
Division of Dravo Corporation at

their Neville Island Plant, near
Pittsburgh, Pa., and shipped to the
\\'est C(jast for final assembly.

The hull was divided into a num-
ber of separate watertight compart-
ments by a system of longitudinal
and transxerse bulkheads. The
longitudinal bulkheads were spaced
6' 6" inboard from each side, and
permitted the complete shop assem-
bly of box sections having a widtli
of 7 feet, a depth of 8' (," and
lengths of 20 to 28 feet, using three
sections for the entire side of (lie
main body of the barge. The trans-
verse bulkheads, located eleven feet
from each end of the hull, likewise

permitted large shop assemblies, as
only two pieces were shipped com-
prising each rake end, these half
rake sections having dimensions of
about 8' 9" X 12' 0" x 23' 0" and
weighing up to 16 tons each. This
construction is shown in Fig. 1,
which is a photograph taken just
two weeks after the arrival of the
fabricated sections at the site. The
three box sections forming each of
the sides, and the two sections mak-
ing up each complete rake end, or a
total of only ten large, fully assem-
bled shop units, totaled almost 60
l)er cent of the steel in the entire
hull. The balance of the hull steel,
consisting of full ik|)lli non-water-
tight longitudinal and transverse
bulkheads under the crane base, two
longitudinal trusses and transverse-
ly framed deck and bottom sections,
were likewise shoj) assembled.

PACIFIC M A R I IN K R K V I K W

Hull a few days before launching. Crane base in place with part of rotating platform erected.
Fender woric and application of bituminous enamel well under way.

AU-Welied

This method of shop assembly
has many advantages. The build-
ing up of these large sections in a
properly-equipped plant provides
for the positioning of the assembled
units for downhand welding of the
best quality under careful super-
vision. Thus, thousands of feet of
welding, and particularly that in
small enclosed comi)artments, which
would normally be overhead and
vertical welding, was done down-
hand under ideal conditions. The
time and expense of erection in the
yard was cut down to a minimum,
and this 200-ton hull of all-welded
construction was assembled, welded,
sand-blasted, coated with bitumin-
ous enamel and launched in 55 cal-
endar days after the arrival of the
steel in San Francisco harbor.

The full revolving crane mounted
on the hull is of the diesel electric

^lo^dUiXf^ Gfuji4^J^

CRANE CHARACTERISTICS
Capacity of Crane

Main Hook — 50,000 ])ounds at 55 ft. max. radius.

Aux. Hook — 10,000 pounds at 70 ft. max. radius.
Hoisting Speeds

Main llcxik — v>0 ft. i)er niin. under 25-ton load.

.-\ux. llnok — 100 ft. per niin. under 5-ton load.
Rotating Speed

One revolution in 2 minutes with 25-ton load at 55 ft. radius.
Luffing Speed

With 25-ti>n load fnim 55 ft. to 35 ft. radius in one minute.
Hook Lifts

Mach hodk to move vertically to 25 ft. below water level at any

radius and to 75 ft. above water level at maximum radius.
Rope Reeving

Main Hook — Six Parts of %" Dia. Wire Rope.

Aux. Hook — Single ^" Dia. Wire Rope.

r.cKini Infting 'l"wcl\e Parts of %" Dia. Wire Rope.

AUGUST, 1940

Erection view of rotating superstructure.
Note high location o{ boom pins at
upper left corner just above raised oper-
ator's cab. Walkways and ladders provide
access to all working parts.

First test load lifted was a 53,000-pound
diesel engine, which was used for all #

preliminary tests.

type. A 180-h]i, 6-cvliii(ler, 4-cvclc
fresh water cooled diesel eiifj;inc di-
rectly connected to a 230-volt direct
current generator of 100 kw con-
tinuous rating provided electric
current for the five individual mo-
tors which furnish power for \;i-
rious o])erations. The main hoist
drum, auxiliary hoist drum and
boom luffing drum are driven by in-
dependent motorized mechanisms.
In addition, the swinging mechan-
ism is motor driven, as is also a
deck winch located just forward of
the crane base. All motors are
equii)[)ed with magnetic holding
brakes, while a system of hydraulic
foot brakes is provided for control
of the various motions. A safety
s]>U(l lock is provided to anchor the
revolving structure when not in
use, with a cutout switch to pre-
vent rotation of crane while the
spud is set.

This installation of five motors
and the generator required a rather
extensive set of control panels and
a fairly complex wiring system with
all wiring carried in metal conduits.
A lighting system was provided for
the crane, including two large ad-
justable flo(Kllights mounted on the
roof of the machincr\- house and

PACIFIC M A K I IN E REVIEW

The diesel generator set, as shown in this machinery house interior view, was
mounted at the extreme rear of the house on sound-insulated concrete foundation.

controlled from the operator's cab,
as well as lights at each corner of
the hull. To provide air for start-
ing the diesel engine, an air com-
pressor was furnished which is
driven by a direct-connected elec-
tric starter equipped gasoline en-
gine with a system of clutches to
also provide for the driving of a
3-kw generator for the lighting sys-
tem.

The requirement of a high lift of
75 feet above water for the hooks,
coupled with a desire to clear the
ship's rigging, dictated a rather un-
usual type of trussed superstruc-
ture, together with a goose-neck
type of boom. The forward part of
this framework was carried up to a
point several feet above the roof of
the elevated operator's cab for the
boom foot connections, while the
boom luffing .sheaves were located
even higher at the rear end of the
trussed structure. This unusual exten-
sion of a trussed structure above the
roof of the machiner\- house necessi-
tated the penetration of the steel roof
by the truss members, but the all-
wcldcd construction was jjarticu-

larlj' ada])ted to the easy closing of
these openings.

The revolving superstructure was
mounted on a live roller circle, con-
sisting of 34 double flanged rolled
steel wheels running between 20 ft.
diameter rail circles, attached to the
rotating platform and the fixed
base. Bronze bushed stedimcnt
castings keep the crane centered,
and a heavy king pin provides a
safety factor against overturning
if overloaded. Sufficient concrete
counterweight is provided in the
rear of the revolving platform to
keep the center of gravity of the
crane within the roller circle under
all specified loading conditions with
no king pin pulls. A heavy cast
steel slewing rack is bolted to the
fixed base, all of which was shop
assembled and shipped in two large
sections readv for erection on the
hull.

In addition to the welding of the
hull and crane structure, welding
was used extensively on the ma-
chinery. All bases for the load and
boom hoists were welded, as were
all rope drums, gear cases anrl bear-

ings, resulting in mechanisms of
light weight but of positive strength
and known material. All hoists were
mounted on wood block cushions
and the diesel-generator set was
mounted on an independent con-
crete base, set in a recess in the
main concrete counterweight and
separated from it by a one-inch
cushioning layer of insulating ma-
terial to deaden the sound. The
interior of the machinery house was
lined with insulating board to as-
sist in the reduction of noise at the
operator's position.

This is the first all-welded float-
ing crane to be placed in the United
.States Navy service, and should
prove most satisfactory in oper-
ation. All materials for both the
hull and superstructure were
shipped from the contractor's plant
at Xcville Island, Pittsburgh, Pa.,
by rail to Baltimore, Md., and
thence by water to San Francisco
Bay. The assembly on the West
Coast was performed by the Pacific
Dry Dock and Repair Company at
their Oakland, Calif., yard under the
sui)C'r\i<ii)ti of the author.

AUGUST, 1 940

tm^^,

iiLjn^lR^ijftla^i^MMMlfltai

Atlas Diesel engine. 450 bhp at 350 rpm, for C-1 auxiliary generating sets;
front side.

At the present time there are a
considerable number of large marine
and stationary Diesel engines oper-
ating successfully on heavy fuels.
These engine installations can un-
doubtedly show remarkable overall
operating economies due to the fact
that the cost of the heavy fuels is
only about V3 to J/2 the cost of con-
ventional Diesel fuel. The heavy
fuels referred to above must not be
confused with ordinary Bunker fuels
which as a rule have proven unsuit-
able for Diesel engine use. How-
ever, most oil refineries manufac-
ture at least one better grade of
heavy fuel which is only slightly
higher in cost than the regular
Bunker grades. This slight price
difference, however, is more than re-
l)aid by reduced maintenance costs
over long periods of time.

The heavj' fuels referred to above
have, of course, poor ignition qual-
ities when compared to conventional
Diesel fuels and since the carbon
residue and the asphalt content arc
also high it is a foregone conclusion
that these fuels could not be used
in engines which are sensitive to
fuels ami require rigid fuel s])ecifi-
cations for successful operation.
There are a good many "high speed"
engines, even of comparatively large
size, which require not only ordinary
Diesel fuel but "premium" Diesel
fuels for proper operation and it
would of course be inadvisable to at-
tempt to burn heavy fuels in these
engines. Undoubtedly there is also
a limit to the minimum bore of an
engine which can successfully burn

heavy fuels without seriously affect-
ing the upkeep.

There are, however, no valid rea-
sons why slow or medium speed en-
gines in the power range of 300 to
OOO H.P., such as would be used as
au.xiliaries in cargo ships, should not
be capable of burning heavy fuels.
It is particularly fortunate that the
building of the U. S. Merchant Ma-
rine is largely under the supervision
of the Maritime Commission who
have realized this fact and insist
that the auxiliary engines must hold
their own along with the main pro-
]:)ulsion engines and burn the same
heavy fuel as used by the main en-
gines. A little space and weight
might be saved by specifying high
speed engines but at the e.xpense of
reliability and operating economy as
this type of engine could not suc-
cessfully burn heavy fuel over long
periods of time without unduly rais-
ing the maintenance costs. It w()ul<l,
of course, also be a dictinct disad\an-
tage to ha\-e to bunker two dilTercnl
kinds of fuels.

When tlic Atlas Im])erial Diesel
Engine Co. was awarded the con-
tract for the ten auxiliary Diesel
generating set engines to be used in
the C^-B cargo vessels which are
at the present time being built by
the Western Pipe & Steel Co. for
the account of the U. .S. Marilinic
Commission, it was decided to mod-
ify the standard design of tluir sta-
tionary engine to better meet tlie
particular operating conditions and
to make possible ojieration on heavy
fuel. The main modifications con-

AwxiUoAii

sist of a completely enclosed engine
structure with pressure lubrication
to all bearings including camshaft
and rocker arm bearings as well as
automatic lubrication of valve stems.
The main structural design, how-
e\er, follows standard Atlas prac-
tice with individual cylinders and
cvlinder heads. A platform at a
convenient height for servicing the
cylinder heads is also provided.

The camshaft is located on the
operating side of the engine and is
gear driven. A Woodward governor
capable of the close regulation re-
quired in generator drive is located
on the operating side at the control
station close to the flywheel. The
gage board is also located close to
this point and mounts gages for
fuel, lubricating oil, and starting air
pressure. On the gage board is also
located a tachometer and an exhaust
pyrometer. Thus the engine can be
completely controlled, and function-
ing observed from the control sta-
tion close to the flywheel. An over-
speed governor which will shut
down the engine and trip the gen-
erator circuit breaker in case the
speed exceeds the normal operating
speed by 10% is also provided.

Bosch fuel injection system is
used on this engine and means are
provided to individually cut out the
various pumps so that if necessary
re])airs to the injection system can
be effected while the engine is run-
ning. In order to successfully burn
heavy fuel it is necessary that it be
heated and that the fuel tempera-
ture be closely controlled. This en-
gine has consequently been provided
with a fuel heater using low pres-
sure steam, the steam supply being
controlled by a Taylor Self-Acting
Temperature Controller. The tem-
l^erature can be adjusted to allow for
fuels of different viscosities. The
entire fuel supply system on the en-
gine is automatically vented so that
any gases formed during the heating
])rocess are immediately bled off.
The gases formed arc often highly
corrosiv-e and it is therefore dcsir-

PACIFIC MARINE REVIEW

Cf-S GcUUfO. VeUeh

able that they do not pass through
the injector pumps and valves where
they might also cause va])or locks
and prevent proper injection.

Since the heav}^ fuels are not as
clean as the conventional diesel
fuels the question of fuel filtration
has received considerable attention.
Primary and secondary fuel filters
of ample capacity are provided.
These filters are of the cloth and
metal element type. In addition to
the filtering on the engine all fuel
burned on board the ships will be
centrifuged. As a further modifica-
tion for burning heavy fuel, the
exhaust valves are of a somewhat
harder material than that used for
the standard line of engines and are
provided with hard exhaust valve
seat inserts. The exhaust valve cage
and the fuel injection valve cage are
directly water cooled.

Fresh water cooling is used on the
engine with a heat exchanger man-
ufactured by the Ross Heater it
Mfg. Co. provided. A lubricating
oil cooler of Ross Heater & Mfg.
Co. make is also provided and a lu-
bricating oil filter of Purolator
make.

The model 6HS2124 generating
set engines have a bore and stroke
of 13" X 16" and are normally rated
450 H.P. at 350 R.P.M. The engines
are direct connected to 120/240 \'.
compound wound direct current
generators with rated capacities of
250 K.W. These generators are of
the marine type construction in con-
formance with the requirements of
the American Institute of Electrical
Engineers.

The first two generating set en-
gines have now passed their block
tests, the first engine having been
subjected to an endurance run to

prove its reliability for the ser\ ice
intended and to demonstrate its abil-
ity to burn heaxy fuels. The en-
durance run consisted of two days
under 125 H.P. load followed imme-
diately without a shutdown by 8
days under 375 H.P. load, followed
immediately by two hours under 450
H.P. load. The fuel consumption dur-
ing the entire 8-day period at 375
H.P. load burning heavy fuel was .379
lbs. per H.P. hour and during the
2-h()ur 450 H.P. period the same
fuel consumption was obtained.
During the entire endurance run no
shutdowns were allowed and no ad-
justments of any kind were made on
the engine. Nevertheless the varia-
tion in e.xhaust temperatures on the
various cylinders was very small
and no more than is normal for op-
eration with conventional Diesel
fuel. The exhaust was clear
throughout the run.

The heavy fuel used for the block
and endurance tests had the follow-
ing analysis :

High heat value — 18,745 ll.T.U.'s
per lb.

Gravity A.P.I.— 16.9.
\'iscosity at 77° F. — 137 Sees. Say-
bolt Furol.
Viscosity at 122° F.— 305 Sees. Say-
bolt Univ.
Flash Point— Cleveland— 205° F.
Conradson Carbon — 8.42%.
Asphalt— Holde— 2.9%.
Sulphur— 1.62%.

The above fuel is obtainable in
Oakland, Calif., for a])i)roximalely
$1 per barrel or roughly 2c per gal-
lon as compared to a price of ap-
pro.ximately 5c per gallon for con-
ventional Diesel fuel. A direct
saving of 3c per gallon is conse-
quently effected and considering the
fuel consumptions f;btained fuel
(Page 52, please)

Atlas Diesel engine, 450 bhp at 350 rpm, for C-I auxiliary generating sets;
rear side.

^wo- JVeiu

Trials recently completed on the
two new tugs, H. S. Falk and J. P.
Pulliam, designed and built by the
Pusey &: Jones Corporation of \\ il-
mington, Delaware, for Donaldson
Towing and Lighterage Company,
afford ample proof of efficiency and
sturdy, dependable power and con-
struction.

The tugs are of the same dimen-
sions as Carolyn and H. C. Jeffer-
son, two similar tugs delivered by
Pusey & Jones in 1936 to the same
owners. The principal character-
istics are:

Length overall 95' 6"

Length, load water line 88' 0"

Beam molded 24' 0"

Depth molded 14' 9"

Draft, ma.ximum 12' 0"

.'>team pressure 175 jtsi

Superheat 100° F.

Engine power 5 50 shp

Fuel oil capacity 60 tons

Feed water capacity 33 tons

Potable water 500 gallons

Cruising radius 1600 miles

The hull form is on Yourkcvitch

lines, calculated for propulsion effi-
ciency and for elimination of stern
squat.

Propulsion Machinery

Steam is generated in a twu-druiii
marine water tube boiler built b\
the Combustion Engineering Com-
pany. This boiler has o\ersize
drums, large reserve ca]iacity, a low
center of gravity and a very com-
pact design. Burning Bunker "C"
fuel oil in Todd variable capacity
burners, it will deliver normally
13,000 pounds of steam per hour at
175 ])si pressure and 100° F. of
superheat. The engine is a Skinner
I'naflo of two cylinders with 25-inch
bore and 20-inch stroke and having
cranks set at 90°. On the above
steam conditions it develops 550 blip
at 130 rpm when exhausting into the
condenser at 26 inches vacuum.

This engine swings a cast steel
four-bladed pro])eller eight feet in
diameter and running in a Kort
nozzle. Propeller and nozzle were
especially designed for towing pn-
tcntialitics bv the technical staff nf

the Dravo Corporation. The differ-
ence between these tugs and those
built to the same model in 1936 lies
in two items. The 1936 tug had
Scotch marine boilers, and was
not equipped with Kurt nozzles.

Trial results demonstrate that as
compared with the 1936 tug, the
1940 tug shows :

(1) -V bollard tuwlinc pull of 31,-
OOO pounds against 21,700 pounds,
antl an astern pull over 10,000
pounds greater.

(2) A saving of 62 piutnds of fuel
per nautical mile when towing at
6 knots.

('3) An increase of fuel bunker
capacity by 15 tons.

(4) An iiicrease in cruising radius
towing at 6 knots of nearly 1000
nautical miles.

(5) A substantial increase in gal-
ley space.

In other words, the H. .'^. Falk
and the J. P. Pulliam are able to
handle with ease much heavier tows
than coulfl be taken by the Carolyn
or the \\. C. Jefferson, and to do so

Steam tug
H. S. Falk.

^nykdi

with less fuel cunsuniption than the
1930 tugs would use for their much
lighter capacity tows.

Another striking innovation in de-
sign is the broad vision pilot house.
Its forward windows, as will be
noted in the illustration, slide in
metal tracks on a thin steel post, so
that there is practically a 100
per cent unobstructed view on a
180° segment forward. The trunk
deck over the engine room is low
enough aft of pilot house to allow
an unobstructed view of the after
deck from the after windows of
pilot house.

The service pumps in the engine
room are all Warren steam drive.
Davis Engineering Company sup-
plied the feed water heater. An
American Engineering Company
hydro-electric gear takes care of
steering.

Crew Accommodations

A spacious, well-insulated fore-
castle accommodates six men with
ample locker space and comfortable
berths. Immediately aft of this
space are two mahogany trim rooms,
each of which accommodates two
officers. The captain's room is just
aft of the pilot house.

A crew's lavatory and an officers'
lavatory, each equipped with toi-
lets, showers and wash basins, are
installed in the forward end of tin-
house on the main deck. Just aft of
this space in the main deck house
is a large galley and a mess-room.
equi])pe(l with : a Webb perfection
oil-burning galley range fitted witli
a Ray oil burner ; a Copeland elec-
tric refrigerator, and stainless steel
trimmed cupboards, sink, dressers
and mess table.

Pilot house features wide
range of clear vision.

Crew's quarters.

Galley of tug H. S. Falk.

AUGUST, 1940

Lake Washington floating bridge from the Seattle side.

Newly-Completed Lake Washington
Pontoon Bridge - - -

A Unique Engineering Feat

by
Chas. F. A. Mann

One of the most remarkable pieces
of engineering, particularly engi-
neering of a kind that floats, is the
new Lake Washington Floating
Bridge, completed and opened to
traffic from Seattle to Mercc-i
Island on July 2.

This floating l)ri(lge, witii a
6561-ft. floating section stretching
across the middle of the great dee])
lake that extends for 20 miles across
Seattle's eastern city boundaries,
has a total displacement tonnage in
excess of 100,000, as compared with
the Queen Mary's loaded disi)lace-
ment of a])proximatcly 70,000 tons.

Long a barrier between Seattle's
business district and the summit of

Snoqualmie Pass — the main east-
west highway route across the State
— Lake Washington has not been
bridged before, largely due to the
fact that the lake averages over
200 feet deep, and has a layer of soft
mud over 100 feet deep below that.
A conventional type suspension
bridge would have cost from 20 to
50 million dollars, and toll charges
could never hope to pay for it.

No imaginative flight determined
the type of crossing for Lake Wash-
ington ; it was simply a matter of
necessity. Tolls must be reasonable
and the project must save time and
distance if it is to compete with free
routes around the north and south

J' A <: I F I C MARINE REVIEW

Artist's drawing, showing
floating draw section.
First of its kind ever built.

ends of the lake. This floating
bridge includes: a twin-bore 4-lane
approach tunnel system under Ml.
Baker Ridge, Seattle, a length of
1400 feet; two side fixed and two
side transition spans (ferry ramp
type), the central floating section.
Mercer Island Highway, east ]\Ier
ccr Channel fixed span, Mercer
Slough bridge viaduct, and the new
highway between Factoria at the
extreme eastern shore and Issaquah.
at the mouth of Snoqualmic Pass.
Its total cost is $12,000,000, ap-
proximately $9,000,000 of which was
for the floating bridge itself, a joint
PWA and RFC project, with about
$5,000,000 of the cost to be repaid
by tolls.

\^'ith no tidal action in I„ikc
Washington, plenty of mud to an
chor the pontoons into, and a na\ i-
gation problem simplified by the
comparative smallness of the vessels

using the north-south route on Ihe
lake, the problem was to create a
structure that was durable, vibra-
tionless, and designed to make use
of all the properties of reinforced
concrete, yet keep within cost and
weight limits.

The result was a remarkable
grouping of ideas and a perfect so-
lution to the problem. Heretofore
other pontoon structures have been
simply boat-shaped sections bridged
together with ordinary spans. The
Lake Washington structure is sim-
ply a 4-lanc concrete highway
formed out of the top slab of a con-
crete monolithic box floating'on tin-
surface of the lake.

The engineering staff of the Lake
Washington Bridge, a division of
the Washington Tollbridge Author
ity, is headed by Chas. E. Andrew
as consulting chief engineer, and

Lacey \ . Murrow, chief engineer of
the State highway system. Proceed-
ing along an original line of re-
search into the problems to be
solved, it was determined to have a
floating section 6561 feet long, with
a 200-foot draw-span type of pon-
toon that would be hauled back in-
side the well formed b)' two side-
arm pontoons, to permit passage of
larger vessels. The draw, or mo\-
able pontoon, weighing nearlv 10,-
000,000 lbs., is moved in 90 seconds
from open to shut by two 75-h]i
motors operating through haul-back
and pulling cables. A track on the
inner ledge of the two side pontoons
matches four cast steel rollers, two
horizontal and two vertical, and a
pair of conical centering devices
assure complete and tight fit of the
draw and fixed sections after each
opening. It is the world's first float-
ing draw span.

Lake Washington Bridge
is brilliantly illuminated.

Tlic main floating portion is made
o£ 10 "typical" concrete pontoons
and 12 of special design. Leading
down to this section at each end arc
two ferry-slip transition spans
swung on the inner end of the two
215-ft. fixed side spans.

Each of the typical pontoons is
349 ft. 10 in. long, 59 ft. wide aiui
14 ft. 6 in. deep. Each pontoon is
made of dense reinforced concrclc,
almost plastic when placed and care-
fully vibrated and formed in an oiled
wooden lining. About 350 tons of
closelv-spaced reinforcing steel bars
are used in each section on all walls,
bottom, top and guard railing. Each
pontoon weighs 4558 tons, and has a
normal draft of about 7 ft. 2 in.

The pontoons were built in a
pair of specially-constructed graving
docks on Harbor Island, Seattle.
With a heavy foundation, and bot-
tom floor level sufficiently below
tide level to float out the concrete
pontoons, the building docks were
miniature graving docks. The bot-
tom and sidewalls were poured al-
most in one continuous pour, and
after 4J^ days of setting, floodgates
were opened and the pontoon floated
free.

The pontoons are built to a thick-
ness of 8 inches on the roadway
area, outer walls and bottom slab.
The interior is divided into 96 cells
of about 14.x 14 X 14 ft. each, which
are in turn interconnected into
groups of eight to form 12 water-
tight compartments, any two or
three of which can be flooded with-
out harming the bridge. Diaphragm
walls inside are 6 in. thick. Around
the ends of each pontoon, sixty-four
3-inch bolt holes were formed to
permit insertion of bolts to tie two
end walls together. A soft rubber
sealing gasket was placed around
the perimeter of each pair of ends,
in a specially-constructed slot near
the outer skin. By means of hy-
draulic jacks these huge nuts and
bolts were tightened, and the re-
maining 1-inch space was filled with
thin cement grout. Two square
shear blocks match two square holes
in each mounting end pair to pro-
vide additional shear strength be-
tween floating sections.

Because of the rigidity of the
connections, it is estimated that a
whole floating section could be dam-
aged by collision, yet the structure
would remain perfectly safe.

One of the pontoon floats being towed through Lake Union Ship Canal.

The designed capacity is for a
load of 20-ton trucks placed bumper
to bumper in a 90-mile wind. With
such a load, the floating section
would have a draft of approximately
9 feet and a freeboard of 5 feet (>
inches. The displacement of each
pontoon per inch of immersion is
53 tons. In other words, the weight
of 35 average automobiles on any
one pontoon would cause that pon-
toon to drop 1 inch.

The anchorage system consists of
transverse and longitudinal anchors.
On each side of each pontoon, a
234-inch cable runs from a huge fan-
shaped concrete anchor 26 x 14 feet
in size, sunk into the mud bottom of
the lake by water jets, up to the
center of the side of the pontoon,
just below the waterline.

To compensate for the seasonal
variation of Lake Washington's
level, controled by the Lake Wash-
ington .'^hip Canal, these cable ends
are racked back and forth by means
of portable hydraulic jacks, to lei
out or take up slack. A movement
of 12 feet is provided for, and nor-
mally considerable tension is main-
tained on the cables which causes
them to tie the pontoons tightly
against the lake's surface. Red
lighted buoys warn small craft at
each point where the cables descend
on a gentle angle to the anchors. At
the draw span, fore and aft anchors
are provided also, similarly de-
signed.

.Ml the special sections, where ex-
tra weight must be carried, are pro-
vided with steel buoyancy units
placed under the bottom of each
pf)ntoon that requires them. Dual
j)ir)ing permits blowing any seepage
out of them with compressed air.

The arched spans at either end
and on East Mercer Channel have

39-ft. clearance (vertical) and 215-ft.
, horizontal clearance, which cares for
97 per cent of Lake Washington
north and south traffic.

Another unique feature is the
elaborate Selsyn control system on
the buoyancy cells in the end pon-
toons, where the fixed and the float-
ing portions join at the transition
spans. Various groups of cells are
connected to the main control cir-
cuit, where water inlet and pumping
outlet valves, Selsyn operated, keep
the angle of descent constant and
the level of the pontoon section per-
fect at all times, by a simple hooku])
from a master Selsyn unit mounted
ashore, which functions automatic-
ally as the lake level varies through-
out the year or as the load on the
Ijridge varies. Fifteen miles of con-
duit were used to hook this ballast-
ing system up with the two master
units located at each end.

Tolls on the bridge are 25 cents
per car and driver, and an 8-lanc
toll gate is fitted out at the Mercer
Island end.

The entire project was ruslicd so
speedily that it was cut up into
eleven units, each under separate
contract.

Instead of the tortuous route
around the southern end of the lake,
at Renton, and over the hilly coun-
try to Issaquah, traffic now speeds
from Rainier Ave., in the heart of
Seattle, each through the huge twin-
bore tunnels, down to the bridge and
to Mercer Island in 7 minutes flat.

The entire project will eliminate
65 per cent of the curvature, 14 miles
of distance, and 50 per cent of the
rise and fall between .Seattle and the
summit of Snoqualmie Pass. Tolls
are now averaging $2000 per dav,
gross. The Northwest likes this
floating concrete monster.

PACIFIC MARINE R K V I E W

Procurement for National Defense

(Continued from Page 23)

Norfolk, \a. — Supply Officer,
Naval Air Station. Ulficfr-iu-
Charge, Naval Suppl}- Depot, Naval
Operating Base.

Pensacola, Fla. — Suppl}' Officer,
Naval Air Station.

Philadelphia, Pa. — Supply Officer,
Navy Yard. Supply Officer, Naval
Aircraft Factory, Navy Yard.

Portsmouth, N. H.— Supply Offi-
cer, Navy Y'ard.

Portsmouth, Va. — Supply Officer,
Norfolk Navy Y'ard.

Puget Sound, Wash. — Supply Of-
ficer, Navy Yard.

San Francisco, Calif. — Officer-in-
Charge, Navy Purchasing Office.

San Diego, Calif. — Supply Offi-
cer, Na\al Air Station, North
Island. Officer - in - Charge, Naval
Supply Depot, Naval Operating
Base.

Washington, D. C— Supply Offi-
cer, Navy Y^ard. Supply Officer,
Naval Research Laboratory.

Yorktovv'n, Va. — Supply Officer,
Naval Mine Depot.

From this list it would appear
that there are three principal Navy
purchasing offices in the country —
New Y'ork, Newport, R. I., and San
Francisco, Calif.

The purchases handled by these
offices include all ecjuipment, out-
fitting, maintenance and supply
items for warships and for trans-
ports; all purchasing incident lo
new construction in Navv \ards. In

short, Navy purchasing offices are
in the market at one time or another
for practically any article or material
known to American commerce. l'"or
instance. Pacific Coast Navy pur
chasing offices have recently inir-
chased two former transpacific
liners, and ordered them recondi-
tioned for transport service by the
Seattle Drydock Company at a cost
of well over a million each.

Army Quartermasters Corps

The Quartermasters Corps pur-
chase a large amount of marine sup-
plies, machinery, equipment and
materials in connection with the
building, operation, maintenance, re-
conditioning and outfitting of shi])s
in the transport service. Their dis-
tricts and officers are as follows :

Atlanta, Ga. — Army Quartermas-
ter Procurement Planning District,
1306 Twenty-two Marietta Buildin.L;.

Boston, Mass. — Army Quarter-
master Procurement Planning Dis-
trict, Quartermaster Depot, Army
Base.

Brooklyn, N. Y'. — Army Quarter-
master Procurement Planning Dis-
trict, First Avenue and 58th Street.

Chicago, 111. — Army Quartermas-
ter Procurement Planning District,
1819 West Pershing Road.

Detroit, Mich. — Army Quarter
master Procurement Planning Of-
fice, 611 Federal Building.

Jeffersonville, Ind. — Army Quar-
termaster Procurement Planning
District, lUth Street and Meigs
Avenue.

i'hiladelphia, Pa. — Army Quarter-
master Procurement Planning Dis-
trict, 21st and Johnson Streets.

St. Louis, Mo. — Army Quarter-
master l^rocuremcnt Planning Dis-
trict, Second and Arsenal Streets.

l'"ort Sam Houston, Texas — Army
Ouarlermaster Procurement Plan-
ning District, Quartermaster Depot.

San I'^rancisco, Calif. — Army
Quartermaster Procurement Plan-
ning District, Fort Mason.

Corps of Engineers

The non-military branch of the
Corps of Engineers, U. S. Army, is
in charge of all river and harbor im-
provement and maintenance. In
carrying on this work, they use
many types of marine craft, such as
dredges, snagboats, derrick barges
and tugs. The wear and tear on
such craft makes a large mainten-
ance job, and is productive of much
l)urchasing. This department also
is in the market for many standard
and many special t}pes of marine
equipment, machinery, materials
and supi)lies.

This agency has six pr(nurenient
district, as follows:

Chicago, 111. — Army Fngineer
Procurement District, 1117 Post
Office lUiilding.

Mobile, .Ala. — Army Engineer
Procurement District, 212 Wilson
lUiilding.

New ^'ol■k, N. V. — Army Engi-
neer Procurement District, .39
W hitehall Street.

Philadelphia, Pa. — Army Engi-
neer Procurement District, .Second
;ind Chestnut Streets.

Pittsburgh, Pa. — Army Engineer
Procurement District, 1012 New
Federal P.uilding.

San Francisco, Calif. — Army I'',n-
gincer Procurement District, ^109
Customs House.

Any manufacturer or vendor who
desires information on the national
defense program in connection with
the above divisions should not ad-
<lress his inquiry to Washington,
but should write to the office of the
district in which he is located. By
so dointj, he will save ^■aIuabIe time
.•ind will get more i)crsonal attention
for his inquiry.

AUGUST, 1940

100 Years of

Just a hundred years ago, a little
steamship, a mere 207 feet long and
displacing only 2,(XX) tons, began to vi-
brate as her big side wheels turned up
the water of the River Mersey, Liver-
pool. England, in a miniature cascade.
There were decorous cries of goodby,
much waving of handkerchiefs and
gloves by immaculate and slightly tear-
ful ladies and equally immaculate hut
animated gentlemen.

The ship was the staunch R.M.S.
Britannia, and aboard her was a taci-
turn man known simply as Samuel
Cunard, Esq., of Halifax, in Nova
Scotia. His face was distinctly serious,
for in this venture of establishing a
regular service by steamship between
England and America he had put the
greater part of his not inconsiderable
fortune.

Men Were Skeptical

There had been several voyages
across the Atlantic by steamship, the
Savannah, the Royal William and,
more recently, the ."^irius, but they had
been ])urely experimental and no regu-
lar service had developed. In the
meantime the United States was devel-
oping its fast new sailing clippers,
which people were beginning to say
were the finest ships on the seven seas
— for beauty, at any rate, even if they
did sacrifice valuable cargo space for
speed.

Not a few of the gentlemen wIkj
.saw the Britannia depart from Liver-
pool that July 4th one hundred years
ago openly expressed their doubts that
the new project could succeed. The
steamship was still a relatively untried
means of navigation. It was doubted
that one could carry sufficient coal tr)
fuel her "mighty" engines of some-
what over 70(J horsepower for a com-
I>Iete trip. In any case, ditln't her own-
ers themselves seem doubtful, since
she was built fully-rigged as a sailing
ship, and it was known that they in-
tended to save their coal supply by

History of Cunard Line Parallels

Development of Seagoing Steam

Navigation

taking advantage of favorable winds
whenever possible .''

But They Made Profits

Time vindicated Samuel Cunard's
tenacious daring. Not only did the
I'ritannia continue in transatlantic ser-
vice profitably, but shortly she was
joined by her three sisters, the Acadia,
Caledonia and Columbia. Steadily they
plied between Liverpool and Halifax,
then down to Boston.

In 1843 the larger Hibernia joined
the fleet, and it was this ship which
in 1847 opened the new service to New
York, already fast developing as a
leading American commercial metrop-
olis.

The Steamship Evolved Rapidly

The history of the Cunard Line is
the history of the development of
transatlantic shipping by steam from
its beginning right up to the present.
The Britannia and her three sisters
were wooden .ships and sidewheelers.
The use of iron hulls began with the
Persia in 1855. In 1862 the line built
its first screw steamer, the China, and
her successful performance finally set-
tled a controversy which had been rag-
ing as to the relative merits of paddle
versus screw propulsion. Inverted di-
rect-acting cylinders, a new and im-
jiroved feature in marine engines,
characterized the 358-foot Russia,
which came out in 1867.

As ship after ship came out in the
decades ff)llf)wing the original Brit-
annia, they became larger, with cor-
res]jondingl3' greater cajjacity for pas-

sengers and freight. The steerage, car-
rying inmiigrants to America, made its
appearance and rapidly developed in
importance. New refinements and lux-
ury in accommodations were apparent
with each new ship.

In 1874 and 1875 the Cunard Line
brought out its two largest steamers
thus far, the Bothnia and Scythia,
each 420 feet in length and registered
at about 4,500 tons. They had straight
stems, flush decks with full-length
promenade and a dining saloon capable
of seating all of their 300 cabin pas-
sengers at one time. Their cargo space
was specially large, and they could
carry 1,100 steerage jjassengers each.
They also embodied two innovations
that have added greatly to the safety
of modern ocean liners : steam steering
equipment and water-tight compart-
ments.

In the 35 years that had separated
the launching of the Britannia from
that of the Bothnia, the steam.ship had
made vast progress. The later ship
was four times as large, carried four
times as many cabin passengers and
fourteen times as much freight. In
addition, the Bothnia caried her 1,100
steerage passengers while the Britan-
nia had had provisions for none. Yet
the Bothnia with this greater load
maintained a speed nearly twice as
fast as that of the Britannia on nearly
the same consumption of coal.

First Steel Cunarder

In 1881 the Scrvia joined the Cun-
ard fleet. She was the first .ship of

PACIFIC MARINE REVIE

the fleet to be built of steel, the first
to have electric lighting, and she in-
corporated the cellular double bottom.
This important ship was jierhaps the
hrst of the express liners with large
jiassenger capacity, which, however,
characteristically sacrified cargo space
in order to allow for larger engines
and greater speed of nearly 17 knots.
Faster and Faster Sped the Ships

Rut marine engines were rapidly
being improved, and the Umbria and
Etruria, which arrived in 1884, were
callable of Vjyz knots working speed
and as much as 21 in a pinch. These
ships maintained the best average
times for transatlantic crossings until
the arrival of the Campania and Lu-
cania in 1893, outstanding ships of
their time, which promptly took the
speed laurels with their 22-knot speed.

The Campania and Lucania were
over 600 feet long and registered 13,-
(XX) tons. They reduced the time of
passage to five days and eight hours
with the help of their twin screws, the
first to be installed aboard Cunarders.
In the early part of the present cen-
tury the Lucania also had the distinc-
tion of introducing wireless telegraphy
on the Atlantic, certainly one of the
greatest contributions toward safety
in ocean travel. The new invention
was markedly successful, and was
promptly added to the other ships of
the Cunard fleet. The advent of wire-
less also brought the ship's newspaper,
with accounts of exciting events that
were happening in the world far be-
\'ond the horizon.

For 22 Years the Mauretania Led
In 1905 arrived the Carmania and
Caronia, sister ships of 20,000 tons
gross, which were notable as provid-
ing floating laboratories for the newest
tyi)e of marine engine, the steam tur-
bine. The Caronia was equipped with
the highest development of the older
type of triple expansion reciprocating
engine, but the Carmania received tur-
bines. As a result of the successful

performance of the turbines of the
Carmania, the Mauretania and Lusi-
tania, which were brought out in 1907,
were so e<|ui])ped. In the face of
smashing comjjetition these two ships
were outstanding, and, for a few years
at least, without comparison among
the world's luxury ships. In fact, the
Mauretania was the fastest passenger
vessel for 22 years, until 1929, a re-
markable record of leadership that no
other steamship has ever equaled.

Just before the war of 1914 broke
out, Cunard introduced the lovely
A(iuitania, not (juite as fa.st as the
Mauretania but much larger and a
new high in luxury of accommoda-
tions.

After the World War, Cunard en-
tered into an elaborate program of
building .ships of moderate size and
speed to replace its losses. These in-
clude such famous ships as the La-
conia, Scythia and Franconia. At this
time also the older vessels of the fleet
were transformed into oil-burners,
making them both more economical
to ojierate and cleaner.

The twenties saw a new problem
for transatlantic shipping in the new-
American laws restricting immigra-
tion. Cunard, faced with the prospect
of having large, unused third class
accommodations, evolved Student
Third Class (later Tourist Class), ap-
pealing especially to college students,
with a good time aboard ship and all
the wonders of Europe, at remark-
ably low rates. This caught on, and in
the later twenties hundreds of thou-
sands of Americans availed them-
selves of this economical way of see-
ing Europe.

Depression Problems
New problems followed in the train
of the depression of 1929. Tourist
traffic dropped of? and steamship rev-
enues suffered severely. Over the pe-
riod of several years Cunard devel-
oped a series of short cruises of va-
rious types to appeal to the people of

moderate means. Previously the com-
paratively small number of cruises
had been operated in the winter time,
and were primarily only for wealthy
people with plenty of leisure time to
enjoy long and elaborate itineraries.
The new cruises were o])erated in
the summer time as well as in winter.
They appealed to those who could
spare only a week-end away from
their offices or homes, or perhaps at
most the standard American two-
week vacation. These cruises were a
tremendous success, and helped tide
the company through the dull days
of the depression.

In 1934, with the approval of the
British government, Cunard merged
its fleet with that of one of its largest
competitors to form the Cunard
White ."-^tar Line.

Superliners Started Controversy
The superliner Queen Mary, of
over 80,000 tons, joined the transat-
lantic procession in 1936. Magnifi-
cently designed and decorated from
stem to stem, this ship was a notable
success with the public immediately.
Although there had been many voices
raised that the big, fast liners were
impractical, the Queen Mary quickly
became the bulwark of the Cunard
fleet in passenger carr>'ings. In the
summer of 1939 the new Mauretania,
moedrate in both size and speed, came
along.

The outbreak of war in September,
1939, found the Queen Elizabeth,
companion ship to the Queen Mary,
still in the fitting-out basin at Clyde-
bank, Scotland, receiving finishing
touches to prepare her for the cus-
tomary gala maiden voyage in the
spring of 1940. But the war changed
all plans, and on Thursday, March 7,
the Queen Elizabeth, camouflaged in
dull gray paint, slipped into New
York harbor. So well had the secret
of her departure from Great Britain
been kept that her arrival became
known only a few hours in advance.

H

tf •_ ,>; -Ji^iJt:* •■. . ."f^--. ^J^^^Jt^

—i' -y'-

KnOIULEDCE IS THE STRRIGHT
COURSE TO RDURniEmERT

/1 2^efU4/dment ^OA. 2^ecA Of^j^ice^

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansome Street, San Francisco, California.

II CARGO MANAGEMENT

The apprenticeship stage of an
officer's career as a rule affords him
very little opportunity to learn much
about the stowage of cargo, except
possibly during certain periods
when he may be employed "watch-
ing cargo" being stowed or dis-
charged ; yet, second to navigation
only, this is the most important sub-
ject, or one that will affect his ca-
reer more than anything else.

It must be realized that it is 1)\
the carriage of the cargo that the
shi])i>ing company is able to main-
tain sound financial position : there
fore it is essential that cargo hr
properly stowed and cared for to
avoid heavy losses by claims against
the ship.

It can hardly be expected that of-
ficers .should know all about the
stowage of e\ ery kind of cargo likely
to be carried, but the aim should be
to have a good general idea of stow-
age in all cases, and to be esi)ecially
familiar with the fundamental prin-
ciples of stowage.

It must be thoroughly understood
that, although the stevedore in sonu-
cases actually loads the vessel, this
docs not alter the fact that in each
and every case the master is abso-
lutely and completely responsible
for the stowage of cargo, and, there-
fore, too much attention cannot be
given by the master and officers to
proper stowage.

From the master's point of view,
the proper stowage and carriage of
cargo is all-importaiit. He has many
things to consider.

On arrival in port, he is usually
informed that his ship is fixed to
load a certain cargo, with possibly
various options on the part of the
shippers as to what goods they ma}-
or may not ship, but the disposition
and stowage of all cargo rests en-
tirely with the master and his of-
ficers.

I'lrst and foremost, he must ar-
range for the cargo to be stowed to
]ire\ent damage to the vessel or to
other cargo; and having received,
loaded and stowed the consignment
on board his vessel, and signed the
bill of lading, it is his sole responsi-
hiiit)- to ensure the safe carriage and
riglu and true delivery of the goods
in the same good order and condi-
tion in which he received them.

Further, with a vessel loading for
several ])orts, all cargo must be
loaded to meet the discJiarge re-
(luirements to tiie l)est adx anta^-.

The master must arrange for th'-
stowage so that the time taken in
loading and <lischarging is at a min
iimim and tin- cost as low as possi-
ble, it must be pointed out, Jiow
ever, tlial it is far more important lo
carry and di'ii\er cargo in an iiii
damaged condition than to stndy
cost or economy of sjiace.

Further, it is to be noticed in con-
nection with stability, that in the
case of a general cargo a vessel may
be loaded so that she is stable or
unstable with the same cargo. It de-
pends entirely on "stowage."

It can therefore be realized that
this ]>oint demands from the master
not only an expert knowledge but a
very heavy responsibility to ensure
the safety of his vessel, cargo and
crew.

From all points of view, then, it is
evident that efficient stowage is one
of the most iinportant factors upon
which the carriage of goods by sea
depends, and it is hoped that in the
following articles much information
given will be of service.

QUESTION

■What is the difference between
deadweight cargo and measurement
cargo?

ANSWER

The difference between dead-
weight cargo and measurement
cargo is this: KW cargo which stows
at 40 cu. ft. or more per ton is
"measurement" cargo. All cargo
which stows at less than -10 en. ft.
l)er ton is "deadweight" cargo.

QUESTION

'What is meant by stowage factor
of a commodity?

ANSWER

'i'ju' stovN'agi' factor of any coni-
nio(lit\' is the fi^'ure whicli expresses
the numliei' of cubic feet whicii a ton
(of 2240 li)s,i will occupN- in stowage,
not IJK- actual cubic measurt'ment of

PACIFIC M .\ K I N K R K V I K W

a ton, and should include a proper
allowance for broken stowage and
dunnage, which, as in the case of
barrels or goods of irregular form
and size, enter largely into the com-
position of the stowage factor.

The most carefully determined
stowage factor is not absolute; at
best it can only serve as a guide, but
a useful one, inasmuch as the ratio
of broken stowage varies according
to whether the compartment is an
end or a body compartment, wide
or narrow, deep or shallow. It also
\aries for the same commodity for
different countries and ports, ac-
cording to the methods of packing,
the degree of density to which the
goods are pressed, whether the bags
are full and well rounded, or slack,
in which case thej' "fill solid." It
also varies according to the extent
to which the goods have been sea-
soned or ripened, as well as the qual-
ity of the crop, and whether the
loading has proceeded at a normal
rate, or the cargo "rushed in." In
the latter case, any figure is apt to
be misleading.

Notwithstanding the foregoing, a
knowledge of the stowage factor, in-
telligently applied, is \ery useful to
the ship's officer in arranging his
stowage.

QUESTION

What are some of the approxi-
mate figures for a few of the more
common classes of goods, based on
experience of shipments?

ANSWER

Bags: Nitrate, 34; cement, 35;

guano, 40; sugar, 42; meal, 45;

flour, 45; beans, 50; rice, 50/70;

seeds, 50/90; ginger, 60/80; co-

coanuts, 100; nuts, 180/200.
Bales : Gunnies, 65 ; jute, 65 ; rubber,

65; linoleum, 70; cotton, 80;

hemp, 90/100; cocoanut fiber, 10;

esparto grass, 100; flax, 100/150;

bark, 140; cork, 300/400.
Barrels : Beer, 55 ; flour, 60 ; greases,

62; oils, 60/65; whiskev, 66/72,

ap])les, 100.
Bulk: Steel, 12; ores, 12/20; railway

iron, 15; china clay, 24; patent

fuel, 35; coal, 40/45; wheat, 47;

copra, 75 ; coke, 90.
Cases: Dates, 45; figs, 50; currants,

50; canned goods, 60; preserved

meats, 60; wines, 60/65; rubber,

70; cocoanut, 70; beer, 70; apples,

90; cinnamon, 100; nuts, 120;

matches, 100/120; eggs, 100.

Casks: Cement, 40; molasses. 55.
Drums: tiasoline, OO ; oils, 70.
Glass: 50.
Paper in rolls : 90.

Oil in bulk varies from about 36
to 43 cubic feet ])er ton, depending
upon the si)ecific graxity and teni-
j)erature of the oil.

QUESTION

What is meant by the term "Spe-
cial Cargo"?

ANSWER

This term usually is ai)plied t<i
goods for which special stowage, su-
pervision and checking is considered
desirable on account of the value of
their contents, the ease with which
abstracted articles can be secreted
on the person, etc., such as cheap
jewelry, fancy goods, toilet articles,
wearing apparel, furs, laces, bottled
spirits, and articles of value and
portability generally, but not of tin-
kind which are classed as "precious"
or "valuable" goods, for the safe cus-
tody of which a specially-construct-
ed "strong" or "specie room" should
be provided.

Samples, addressed packages and
those which, from their small size,
etc., are unsuitable for "ordinary"
stowage, are also included in the de-
scription.

QUESTION

What is sweating, and how is it
caused?

ANSWER

Sweating is the condensation of
moisture on the iron and steel in
the holds of a ship, and is caused b>
the shell being at a lower tempera-
ture than the hold. With some car-
goes, sweating is more excessive
than with others, because they give
off a great deal of moisture into the
air, whereas the others give off very
little moisture. Such cargoes as
sugar, salt, etc., are conducive to ex-
cessive sweating, and with cargoes
of flour, lime, etc., there is little or
no sweating at all.

QUESTION
What should be done to protect a
cargo from moisture in transit?

ANSWER

The careful selection of goods for
stowage with or near wet or moist
goods.

The placing of wet and moist
goods in compartments where, by
the absence of local heat, and
through ventilation, evaporation and
condensation are retarded.

Correct dunnaging and matting;
also, adequate separations where the
nature of goods slowed one over the
other, etc., demands it.
QUESTION

How do you prepare a hold for
cargo?

ANSWER

-Sweep the holds clean ; the re-
mainder of the preparation would
depend upon the character of the
cargo to be taken on board. Make
sure that all waterways and bilges
are free from coal dust, loose grain
or any other rubbish left from pre-
vious cargoes, and that all rose or
strum boxes are clear. Have plenty
of good mats and dunnage suitable
for the cargo that is coming in.
QUESTION

What precautions should be taken
when receiving cargo?
ANSWER

When about to take in any cargo,
if \ou have not been with similar
cargoes before, you should ascertain
as much as you can as to its nature,
and what precautions are necessary
with respect to it.

Evidently it is necessary to note
particularly the odor and condition
of cargo when first received, and not
to give a clean receipt for it unless
its condition warrants it, otherwise
the ship may be held resi)onsible for
loss or damage which it may have
received prior to being shipped.
QUESTION

How should dunnage be laid for
general cargo?

ANSWER

The modern steamer is so de-
signed that dunnage, except for
choking and filling between battens
(when necessary), is largely dis-
pensed with.

Rough spruce planking is usually
employed, and this is used where
needed ; baled goods, liable to dam-
age through sweat, are protected
with a layer of planking over the
steel decks and against the framing
of the ship.

Dunnage is also used in flooring
off between different kinds of cargo
where contact would result in dam-
age. No hard and fast rule can be
given as to the amount of dunnage
needed for any shi]), but each cargo
is a rule unto itself in this respect,
(iood stowage calls for .sufficient
dunnage to prevent damage by con-
tact or leakage, and enough chock-
ing i)icces to prevent the working or

AUGUST, 1940

shitting of cargo when in a seaway.
Most modern vessels have perma-
nent dunnage or ceiling covering
tank tops, consisting of 3-inch plank-
ing resting on bearers about 2 inches
deep, which form an air space be-
tween the tank top and the ceiling
to dry up moisture.

Portable side battens, consisting
of boards about 6 inches broad and
2 inches thick, spaced about 9 inches
apart, are fitted into cleats on the
side framing of the ship : the battens
may be arranged horizontally or
vertJcalh', and sometimes diagon-
ally. Fireroom bulkheads are usu-
ally fitted with battens and other
bulkheads also. This permanent
dunnage is usually sufficient iov
rough cargoes and for goods that are
not liable to absorb moisture.

Additional dunnage should, nev-
ertheless, be laid at the bilges where
water is likely to accumulate; also
on stringers and stringer plates,
where moisture from condensation
or otherwise may trickle down the
shell plating and framework of the
ship and lodge on the stringer.

Matting should always be laid on
the ceiling for bale goods and bag
cargoes, and if the nature of the
cargo is likely to draw moisture, an
additional 2 or 3 inches of dunnage
should be laid on the ceiling and at
the turn of the bilges.

QUESTION
What is the usual order of stow-
age for general cargo?
ANSWER
In the deep holds, only heavy and
securely - bo.xed or crated cargo
should be placed below, for the
weight of stowage on top w'ill cause
considerable damage unless this is
attended to.

Stowage generally takes the fol-
lowing course :

Lower Holds: Heavy weights, stout
packages, deadweight cargo; fol-
lowed by measurement to lower
'tween deck beams, using small
cases for beam filler, if possible.
Lower 'Tween Decks: Heavy stuff,
steel rails, billets, etc., casks and
measurement.
Upper 'Tween Decks: Some heavy
stuff to carry up the weights, and
mostly measurement cargo.
The order of stow flepends large-
ly upon the order ol discharging.
Consignments for any single port
should be kept as close together as
possible.

So many factors enter into the
practical work of stowage that on!}'
general principles can be given.
Xever allow drafts of cargo to bang
against the side when loading.
Heavy slings of cargo will batter in
the shell plating abreast of the jialch
ways.

The cargo should be so distrib-
uted as to make the vessel stable.
Too much must not be placed in the
extreme ends of the vessel, as it
would cause "hogging." Neither
should too much be placed in the
middle of the vessel, as it would
cause "sagging." About two-thirds
of the weight should be placed in the
lower holds, and one-third in the
"tween decks.

QUESTION
If you were stationed in the hold
to look after the interests of the ship
during loading of general cargo,
what would you consider it your
duty to do?

ANSWER

I would inspect the cases or pack-
ages as they came on board, and if
any appeared to be damaged, notify
the chief mate at once before he
gives a reecipt for it. I would sec
that any directions printed on an\'
package were observed whilst being
stowed, such as "This side to be
stowed uppermost." or "Stow away
from the boilers." or that hooks
were not to be used for bale goods,
etc. I would particularly guard
against broaching or stealiiisj of an\-

cargo, and see that all was properly
stowed and blocked off securely.
Should not stow liquids above solids
if it is possible to a\<)id doing so.

QUESTION
What would you look out for in
the hold whilst discharging?

ANSWER

As before, 1 would j)revent any
broaching, and see that no cargo
was damaged by rough or improper
handling. If any cargo appeared to
be damaged, I would call attention
to it before disturbing it, so that, if
necessary, it might be surveyed.

QUESTION
. What is done when damaged
cargo is found? Give the reasons
for doing so.

ANSWER

When damaged cargo is found, it
must not be disturbed in any way.
The chief mate must be informed of
it, and he in turn will inform the
master, who will ha\e it surveyed
by two merchants well experienced
in dealing with all such cargoes.
They will give a report, stating just
how the cargo was dunnaged and
protected from likely damage, the
reasons for this being that if the
cargo has been damaged because it
had been improperly stowed or in-
sufficient dunnage used, the ship
will have to make good the dam-
age ; but if. on the other hand, all
precautions necessary and possible
were taken to prevent the damage,
then the loss falls on the merchant.

^4t A^AAA/e/l

by An American Shipmaster

With reference to an article. "Sig-
naling in the U. .S. Merchant Marine."
appearing in Pacific Marine Review,
March, 194(J, on page 43, as a deck
officer of the American Merchant
Marine I would like to stale my own
o])inion of the matter.

The article as printed is a retlec-
tion on all deck officers, and bears
correction. If the deck officers are
"gros.sly ignorant" of the use of
Morse code by signal lamp or flag,
it would he well to find out why and
lay the blame at the projier doorste])
instead of dum]iing it on the deck

officers as a whole. Tlie deck officers
of the American Merchant Marine
are probably not as ignorant of signal-
ing procedure as others are of mer-
chant marine procedure and facilities.
Before any shots are fired for fail-
ure to res])ond to blinker signals, an
investigation could be made to deter-
mine whether all merchant vessels are
e(iuipi>ed with adequate blinker lights
or even suitable flashlights for close
contacts. Probably they are not. It
has never been of any great concern
to Xaval authorities to see whether
American vessels had Morse lights or

f A C I F r C M A K I N K REVIEW

even means for establishing; contact
b)' semaphore or International code
flags, and this is true even on those
vessels designated as suitable for use
as Naval auxiliaries in time of war.

In the past, when a deck officer sat
for a license before the local inspec-
tors of the Bureau of Marine Inspec-
tion and Navigation, the usual proce-
dure for handling questions pertain-
ing to "Signaling by Blinker" was to
hand the applicant a sheet of paper
bearing several names or words, with
the instructions to write down the
Morse code equivalents. If answered
correctly, it was generally considered
the applicant understood, and was
familiar with, "Signaling by Blinker."

If a vessel was equipped with
blinker light facilities, considerable
practice could be had at sea. Sending
is easy. Receiving requires a partner
and considerable practice. To make a
long story short, human nature being
what it is, and in view of the circum-
stances outlined above, there never
was much practice . . . except on pas-
senger vessels. Very often attempts
by Naval vessels to contact merchant
vessels resulted in failure because the
deck officer was no match for an ex-
pert signalman (operating yardarm
blinkers, which, incidentally, more
than exceeded the present prescribed
rate of six five-letter words per min-
ute. A good number of the successful
contacts were completed with the as-
sistance of the radio operator. After
all, he is the communications officer.

Recently the U. S. Navy has been
attempting to contact American mer-
chant vessels in broad daylight with
large searchlights fitted with Morse
shutters. (This writer does not recall
ever being on any American merchant
vessel that was so fitted, nor has he
ever heard of any such vessel.) This
shows just how much the U. S. Navy
knows of the facilities available on
board a merchant vessel. It is to be
presumed that if the deck officer does
not answer such signals, the vessel
will he reported to the Bureau of
Marine Inspection and Navigation for
proper action.

I'or those who do not under.stand
the manning of an American mer-
chant vessel, it may be well to state
briefly the bearing of this important
factor on this question. On the aver-
age American freighter the deck of-
ficer is on the bridge alone, with the
exception of the wheelsman, and at
night the captain is not on the

Deck Officers' Licenses
for June

SAN FRANCISCO
Name and Grade Class Condition

A. Rathke. Chief SS. any GT KG

L. W. Abramson. Chief SS. any GT BG

A. M. Valeii. 2nd Mate SS. any GT RG

W. L. Bcwley, 2nd Mate SS. any GT RG

R. E. McCarthy. 2nd Mate.SS. any GT O

E. H. Evans. 3d Mate SS, any GT O

R. C. Olund. 3d Mate SS. any GT O

C. R. James. 3d Mate SS, any GT O

H. C. Frey. 3d .Mate SS, any GT O

C. v. Thorstenson. 3d Mate SS. any GT O

SA.N PEDRO

C. F. Carroll. 2nd Mate SS. any GT O

L. E. Davis. 3d Mate SS. and GT O

C. E. Large. 3d .Mate SS, any GT O

SEATTLE
S. G. Nelson, 2nd Mate SS, any GT O

JUNEAU

B. Aspen. Master SS & MS. 750 GT RG

2nd Mate SS & MS. any GT

Abbreviations: SS is steamer; MS is motorship;
GT is gross tannage; O is original license; RG
is raise of grade. All of these licenses are for
ocean service.

bridge unless it is foggy, or if in
close quarters. The deck officer
has no signalman on board at
his call, and must rely solely on
his own resources or call the cap-
tain, radio operator or another officer,
which is not always practical or in
keeping with good judgment. In

coastal waters, with fi>hing and other
vessels approaching, and crossing or
navigation aids to be checked and
passed in the vicinity, it is not always
possible for the deck officer to divert
his attention from the existing situa-
tion merely to answer a few trivial
questions. Trivial questions, because
the average deck officer is not so cred-
ulous as to believe that blinker signals
are a means of positive identification.

The i)rimary duty of the deck offi-
cer is .safety of the vessel, passengers,
crew and cargo. The .safety record of
American merchant vessels, regartl-
less of age or type, establishes the fact
that this job is done well.

In conclusion, sincere cooperation
and understanding by the Navy, the
Maritime Commission, the Bureau of
Marine Inspection and the deck offi-
cers as a whole, together with the
modification of some of our existing
maritime laws, could establish an
easy system to check up on all deck
officers to see if they were reall}-
capable of signaling by blinker.

Measures Flow of

Fluids on Shipboard

The new area type flow^ meter dc-
\eloped by Cochrane Corporation
can be used to advantage on ship-
board installations to measure the
flow of boiler feed water, steam
generated, and in other services
where the ordinary type flow meters
are inaccurate, due to pitch and roll
of the ship.

Among the features which dis-
tinguish the Cochrane Linameter
are minimum error resulting from
ship roll, and ability to locate the
meter body against adjacent valves
and fittings without the necessitv of

straight pipe runs. Tests show a list
as great as 25 angular degrees from
the vertical has remarkably small
effect on accuracy.

The body of this meter is in-
stalled as an integral part of the
pipe line, and a weighted disk posi-
tioned by the velocity of fluid
through a tapered throat section
moves a magnetic core within a
galvanometer bridge circuit to re-
motely record the flow of fluid on a
twelve-inch circular chart. The
meter uses no mercury, ])istons, ro-
tating blades or other wcar-aft'ected
parts which can cause inaccuracies.

The meter is made in different
combinations of indicating, record-
ing and totalizing features to suit
particular conditions, and may be
equipped with pressure and temper-
ature pens to record on the same
chart with flow. Complete descrip-
tions are included in Publication
2100. by Cochrane Corporation.

AUGUST, 1 940

^ -yhz Chaf'

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Marine Boilers III

LIGAMENTS

The meaninu; of the word ligament
is much as the word implies. It is that
portion of a member under stress
which, because of a reduced sectional
area, has an increased concentration
of load or an increased stress. Thus
the ligament of a stress member is its
weakest part.

The cylindrical surface of a boiler,
regardless of where located, is under
pure tension, with the longitudinal
stress one-half of the circumferential
stress. (This was developed in our
last article. See July issue. Pacific
Marine Review.)

Obviously any holes drilled in the
surface remove metal useful for ear-
ning a load, hence increase the stress
in the metal or ligament between
holes. If half the metal is removed
the stress is doubled ; or, what
amounts to the same thing, the allow-
able working pressure, W, is reduced
to half of the value computed without
any holes. This reduction can be par-
tially recovered, in the case of holes
for rivets, by making the rivets small
and using a second, third or fourth
row of holes to gain back the loss
in rivet strength due to small holes.
This is because of the fact that addi-
tional holes back of the first ones in
the line of stress do not further re-
duce the area. I'or instance, if 2.S per
cent of the metal is drilled out for a
first row of holes, another row back

of it removing not more than 2S per
cent of the metal would not further
weaken the plate and it would still be
75 per cent efficient. If, however, the
second row is too close to the first,
or if the holes are staggered, then we
may be forced to make some reduc-
tions to the first row efficiency of 73
per cent. This reduction for succeed-
ing rows of holes is the subject of
section C9, page 73), in the 51st .Sup-
plement, with the graph, figure C24,
therewith.

With the .Scotch lioiler, there was
no occasion for putting the tubes so
close together as to leave no ligament ;
furthermore, the holes were in a flat
tube sheet, wherein the tubes acted
as stays, and there was little or no
stress in tension on the metal of the
jilate.

With modern boilers, however, it
has been more and more imperative
to terminate the tubes in cylindrical
surfaces under a tension load. Fur-
thermore, for the walls and i)erhaps
the roof of the combustion space, it
is flesirable to have the tubes as close
together as i)f)ssible. Where the tubes
touch each other they are called taii-
f/ent tubes. If tangent tubes enterefl
the drum directly they would leave
no ligament strength at all. This ac-
counts for the fact that tubes have
not been u.sed as a furnace wall much
in the past. However, by using

smaller tubes, bending them in com-
plex shapes, it is possible to have tan-
gent tubes which, as they approach
the drum, bend and enter it in differ-
ent rows of holes, each row having a
fair proportion of metal between holes
and a fair ligament efficiency. Pat-
ented headers are also available which
permit the use of almost tangent
tubes.

Holes for tubes may have an irreg-
ular pitch. This is principally for the
reason that the pitch or distance be-
tween holes is so small that, if uni-
form, a blown or damaged tube could
not be removed from a nest of tubes.
If the distance between the walls of
tubes is less than the diameter of a
tube, it could not be removed. By put-
ting two close together, then a larger
space, then two more, any tube can
be removed. Sometimes they will be
grouped in sets of two close spaced,
then three, then two and so on.

To compute ligament efficiency for
the regular or uniform pitch, only one
pitch of the row length need be con-
sidered, and Formula 8 applies.

If the pitch is irregular, then a
length of the row must be considered
which will include enough holes so
that large jjitch and small ])itch re-
occur in a ratio equal to their projMjr-
tion in the whole row. Then Formula
9 applies. A simple glance at these
formulas shows that they are nearly
an e.xjjression of the fraction of good
metal remaining divided by the metal
before drilling. These formulas also
aj)ply if the holes are in line with each
other in more than one row ; that is,
back (jf cadi other, not staggered. The

I'ACIFIC MARINE REVIEW

efficiency of the whole will be that of
an)' row.

If the rows are staggered, then the
holes in the second row cut into the
ligament of the first row, and may
weaken the combination to a lower
etliciency than that of one row.
Whether a reduced efficiency is need-
ed or not depends on the spacing be-
tween rows. If the holes in the second
row do not fall within a circle drawn
with a first row hole as a center and
a radius equal to the pitch, then no
reduction is necessary. This means
that the diagonal pitch, P^, is greater
than the longitudinal pitch, P, and if
staggered uniformly, that the spacing
between rows must be more than S7
per cent of pitch, V.

However, it may be desirable to
make the row spacing less than 87 per
cent of P, and the diagonal pitch, Pd.
will be less than P. This means that
the efficiency of the combination will
be less than that of one row. The new
and reduced efficiency will be found
b}- using the graph. Fig. C24, in 51st
Supplement, facing page 74.*

Engineers' Licenses for June

SAN FRANCISCO

Name and Grade Class Condition

R. H. Douse. Chief SS, an> GT RG

B. W. Godfre.v, Chief SS, an> GT RG
W. B. Coles, Chief SS, any GT RG

D. Buchanan, Jr., Chief SS, any GT RG

J. J. McGaro-, Ist AssU SS. any GT RG

D Auvong, 2nd Assl SS. any GT RG

J. C. Gray, 2nd Asst SS. any GT RG

C. E. Anderson, 2nd Asst. SS, any GT RG

R. Deckx, 2nd Asst SS, any GT O

N. J. Lcasure, 2nd Asst SS. any GT O

J. P. Bayer, 2nd Asst SS, any GT O

H. J. C. Miller, 3d Asst SS. any GT O

M. Faria. Jr., 3d Asst SS, any GT O

E. I. Brown, 3d Asst SS. any GT O

H. E. Olsen. Chief MS, any GT RG

A. G. Sorlom, Chief _ MS, any GT O

SAN PEDRO

C. E. Markcy, Chief SS. any GT RG

T. U Skillincton. Jr.. Chief.SS. any GT RG

W. P. Almand. 2nd Asst SS. any GT RG

H. O. Reaves. 2nd Asst SS. any GT O

J. A. Raeish, 3d Asst SS, any GT O

L. L. Sundc. Chief SS. any GT O

A. H. HedberK. 1st Asst MS. 750 GT O

PORTLAND

E. H. Hellis, 2nd Asst SS, any GT RG

SEATTLE

W. A. Keefc. Isl Asst SS. any GT RG

C. E. Hancke. 3d Asst SS. any GT O

J. L. Wright, 3d Asst SS. any GT O

F. Jonassen. 3d Asst SS, any GT O

HONOLULU

P. L. Hong. 2nd Asst SS, any GT RG

Abbreviations: SS is steamer; MS is motorship:
GT is gross tonnage; O is original license; RG
is raise of grade. All of these licenses are for

•Unfortunately, the primed small letter 1 i.^
identical with the fiKure one. On the graph, and
in the text referring to the graph, the 51st Sup-
plement used P to mean longitudinal pitch to
differentiate it from P.r diagonal pitch. Yet
on the same page, under symbols, they state
that P is longitudinal pitch and Pi or P (one),
is length of section, which mey be many times
pitch, P. In our formula figure we use only P
to rcpre.sent longitudinal pitch. Readers are cau-
tioned to avoid confusion in reading the Supple-
ment.

Compute the ratio of diagonal and
longitudinal pitch (see Formula 10),
and locate the sloping line on chart
which represents this ratio. Then find
the normal efficiency of one row and
locate it on the scale at the bottom of
the chart. Find where this point, ex-

tended vertically, intersects the ratio
line, and from there move horizontal-
ly to the left to scale, where the new,
reduced efficiency can be read off di-
rectly.

Our next article will continue with
boilers.

Letters from the Shipt

•'The Chief

Pacific Marine Reviezv

San Francisco, Calif.

Sir :

Many thanks for your immediate
reply to my questions. Would also
like to tell you how the engineers ap-
preciate your section of Pacific Ma-
rine Rez'ieZi.'. There are several of the
enijineers that have each of your is-
sues made up in hook form and use
them for reference. Would yon re-
serve a small part of your monthly
section for answering questions on
diesel motors, as I am sure your ques-
tions will increase from the engineers
on the motorships/

ll'e all look forzvard to getting our
issue of Pacific Marine Review just
to get "The Chief's" section, and I
sincerely hope that you keep up the
good work. I know that you must
have helped many engineers with
their examinations.

I 'cry truly yours,

0. L. H ., \st Asst. Engineer,
A't'TL' York.

"The Chief" very greatly appre-
ciates the sincere expression of inter-
est contained in this letter. Let diesel
engineers rest assured that their let-
ters and questions are more than wel-
come.

The program outlined for this sec-
tion will include die.sel subject mat-
ter after boilers, thermodynamics and
electricity ha\e been covered. It ina\'
be some lime before that subject is
reached. However, all can be assured
that any questions .sent in from ships
will be |)romptly answered, either per-
sonally or in this section. If the die-
sel engineers will write in any specific
(juestions, they will be given attention.

Readers will notice that this section
is iMCsenting the subject in a consecu-
tive, connected manner. This inflicates
that the t|uestions used are not thtjse
sent in b\- readers or worded bv engi-
neers, but are questions that "The

Chief" has accumulated over years of
experience in talking with engineers
and counseling with ships' personnel.
(Questions sent in from ships are an-
swered immediately by letter or in
this section, whether or not they fall
into line with the current subject mat-
ter, and if suitable are presented un-
der the heading "Questions from
Ships."

With this in mind, will diesel en-
gineers please feel that they are wel-
come to come in and join the class,
even though for the moment we may
be discussing steam engineering? The
time will come when perhaps for a
year or so we will be on diesel only,
and the steam engineers must be
made to feel welcome.

Sincerely,

•THE CHIEF."
"1 he Chief"
Pacific Marine Revieiv

San Francisco, Calif.
Sir :

II e have been having a friendly
and instructive argument about this
boiler stay problem. "Find the load
on a stay when the pitch of stays is
18" in one direction and 16" in the
other. Find the minimum diameter of
stay when the allowable stress on the
material is 90(X) lbs. per square inch;
the working pressure on the boiler be-
ing 210 lbs. gage."

One group argues that as the load
on a boiler stay is P' X "' u-hen the
pitch is different, the load will be
found by taking the mean of the
squares of the pitches, or Formula
.\'o. 1, where P=long and p — short
pitch. The other group claims that
the area supported must he P^P, os
being the area of the rectangle sup-
ported by each stay. Then the load
is Formula No. 2. Applying the For-
mula Xo. 1, we have No. 3. By the
other. No. 2, n-e have No. 4, and the
diameters then are as shown in No. 5.

The difference is negligible, appar-
ently, hut the difference would be

AUGUST. 1940

greater when the variation of pitches
li'as greater. Which method ought to
be iised^'

Yours truly,

ir. A. L.
Sa>t Pedro, Calif.

This very interesting letter illus-
trates a form of mathematical con f vi-
sion which is very common in the pro-
fession.

The problem is simply that of
whether the area of any rectangle is
the average or mean of the sides
squared, or whether it is simply that
of the product of the two sides.

To .square the sides, add, and divide
bv two is, of course, wrong. There
is not the least evidence of theory to
supi>ort this method. Nor is there any
reference in the General Rules and
Regulations to indicate it. Formulas
1 and 3 are definitel)- wrong. Formu-
las 2 and 4 are correct.

The area of any rectangle is simply
the product of its two sides. If the
sides are equal, hence a square is in-
volved, the same result will be ob-
tained bv the two methods. But as
the difference between the two sides
becomes greater and greater, the er-
r(jr increases rapidly until it is enor-
mous. For instance, suppose the sides
were 2 and 10. Then by (1) area
would be K2 of 4+100, or 52. By (2),
area would be 2X10=20, a difference
of 32. The result by (1) will always
be a greater area, hence a greater
load, than by (2).

The correct formula to use in this
problem is shown on page 71 of 51st
Sui)plement to General Rules and
Regulations, and is working pressure,
W, is equal to the area of the stay
divided by the area supported by the
stay, and this ratio multiplied by the
allowable stress in the stay, varying
from 6(X)0 to 10,000 lbs., according
to the kind of stay. See Formula
No. 6.

Perhaps the confu.sion came about
from the formula for thickness of the
plate stayed, given on page 65^ of
General Rules and Regulations, 51st
.Siip](lement. .See Formula 7 herewith.
This contains the sum of the squared
pitches, but not the average. This
fornmla disregards loading on stay
entirely, and considers only the thick-
ness of the plate. As the pitch in-
creases, the plate, acting as a bridge
sujjported only at the stays, bends un-
der the load. To increase the pitch,
using larger stays, also means to in-

f') P + ■^ y YY VJK0N6.

2

(2) PxA^vV

(3) Load in pounds =:0lIi^±l^^XZ/O WmS

2.
2 ^

(4) Loc^mlhs= I'^xlhXZIO^ (:>D,^&0Lh3.

nnurto

\NROH$

ffooo

A - itrecf surface.
C -a/Ieu/ahie stress.

(7j W:^_CT± or. T^nfwfP^.M).

p2.^2 V~c: —

[3) E= P—(i_ 5- ^-fficiertci C^^CMs'^/vT i/aryih<)
p p^plfch. fron^ 13& to 3^0

d zdia^efete-fhtlt. occorcilm? to Locafton,
and Kmd of staij

[^) £ - Jf-nd R :z length .+ <-o^^

p, n = nor^hey o-hholei in P|

[ID) RQttO = -^ Pd=6m^o.i«-/ pirtch

P P ~ pitch in rou;-i.on'?(Mi'n«/ pitch.

True and false formulas for strength of boiler stays

crease thickness of plate to stand in-
crease of load on the bridge. It can
be shown that the strength of the
bridge increases as the square of the
thickness. But also it can be shown
that the load on the bridge increases
the stress in the plate proportionally
t(j the square of the pitch. The con-
stant is purely arbitrary, and is the
result of e.\i)erience. The complete
theoretical formula would be too com-
plex to be practical in the General
Rules and Rcgiila/ioiis and .1. .S". M.
li. Boiler Code.

To summarize : l'"ormula 6 only is
correct to com])Ute diameter of stay ;
Formula 7 is (jnly for com])Uling the
thickness of the plate.

"THF CHIFl'"

An unusual application of rubber
for vibration dampening is reported
by the B. F. Goodrich Company in
the use of its No. 10 Vibro-Insula-
tors by the owner of a large sailing-
yacht to insulate his dining tables
from the vibrations of diesel gen-
erators used for the lighting system.

The metal parts used in this
Vibro-Insulator application are of
bronze, to resist the corroding ac-
tion of salt spray.

In previou.s efforts to insulate the
vibration, each of the tables had
been weighted with 500 pounds of
lead, but even then the vibration had
l)ecn annoying. The use of rubber
for this purpose completely solved
the problem.

I' A C I F I C M A R I N K R K V I E W

Sania Ana Make^. cMe/i Bcuu

In the Stygian darkness that pre-
cedes the dawn as a back curtain
against which each electric light
seemed like a bright sun, I sought
my way among the buildings of the
Newport News Shipbuilding Com-
])any's yard to where the new Grace
liner Santa Ana, a Maritime Com-
mission C-2 designed vessel, lay at
her dock. As the space between the
large buildings which framed her
opened up, her lights Hashed into
view like a brightly lighted city.
This day, still so young, was to wit-
ness her second coming-out party.
The first, her builder's trials, was a
family affair where faults might be
discovered and corrected bcft)re her
first public appearance, on the
threshold of which she now stood.

Promptly at 6:00 o'clock the
gangway was hoisted clear by a
yard crane, lines were singled, and
everything put in readiness to back
out of the slip and head out to sea
for the trials. Captain Roger Wil-
liams, Vice President of the New-
port News Shipbuilding and . Dry
Dock Company, representing the
builders, however, had already de-
cided that with the lighted buoys
removed from the channel because
of ice in the river, it would not be
well to leave the dock until daylight,
which was being impeded by a
leaden sky that threatened to turn
on the meteorological faucets and
pour forth either rain or fog at any

Some Random Thoughts On a Trial Trip
by O. B, Whitaker

Manager, Marine Departmtnt, Sperry Gyroscope Company

moment. Finally at about 6:45 day-
light showed signs of winning what
had seemed a struggle against great
odds, and soon the signal "Slow
astern" was given by Pilot-Captain
R. A. Callis.

To mc this is one of the great mo-
ments of a ship's life. There will be
no demand made of her on this trip
of which she has not previously
proven herself well capable ; but this
time she is performing before an
audience, an audience which is not
there to applaud her beauty or her
acting but one that is expert in find-
ing the slightest faulty tone, mis-
behavior or other shortcoming,
aided and abetted by delicate instru-
ments that are no respecters of art
or beauty. No opera star ever per-
formed before a more critical audi-
ence. The first engine order was
the signal for the curtain to rise,
with the Santa Ana in the center of
the stage, poised to start her career.
The faint quiver that ran through
her was like the nervousness that

Her lights

(lashed
into view

like a

brightly

lighted

city

besets a performer who appears be-
fore an audience for the first time.

Yet there was no doubt in Captain
Callis' mind when he stepped to the
engine telegraph and with a broad
sweep of the handle brought it to
rest on "Slow astern." The faith
which the skipper has in the chief
engineer is quite manifest regard-
less of all those banterings which
occur between them.

It would be interesting, at least,
to witness an occasion when the
skipper gives an engine order in
such circumstances and nothing
happens, a really sacrilegious
thought, I know, but one which
nevertheless persists.

When clear of her pier, her stern
was swung up river and her prow
turned toward the channel that
leads to Hampton Roads, past Old
Point Comfort, Cape Henry and on
out to sea to Chesapeake Light
Vessel which lies well out from the
"Capes." Soon after getting squared
away in the river, we passed the An-
niston City, a veteran of many
world encircling voyages under the
house Hag of the Isthmian Line, and
a little further on met the Culftidc
of the Gulf Refining Company. Roth
ships greeted the Santa Ana with
the sailors' salute to a newcomer in
their midst, three long blasts from
the whistle, both of which greetings
were proudly acknowledged.

Some distance seaward from the
light vessel she was put through a
few numbers that in no way taxed
her real abilities but which were
disposed of first to give her a chance
to warm up to the real tests to fol-
low. Finally the hour arrived when
she must demonstrate to her critical
audience that all conditions of the
contract can be met: speed, oil con-

AUGUST, 1940

sumption and a myriad other tests
which, with a statement of all their
details, look like a Webster's Un-
abridged Dictionary. Another broad
sweep of the engine telegraph was
made, with the handle coming to rest
pointing at about the juncture of
the forward wheelhouse bulkhead
with the deck. Xo mistake here, the
skipper had a.sked for full speed
ahead. The slight quivers that ran
through the frame of our debutante
this time were a little higher pitched
but without the slightest sign of
faltering at the task that lay ahead.
Just like any good performer, she
soon struck her stride and settled
down to her role in the aria "A Good
Ship am I," with her prow cutting
the broad Atlantic toward the sun-
rise.

Always fascinated by the steering
action of a ship, I had been closely
watching the wheelsman apply a
little "wheel" to the right and then
to the left as he kept the ship headed
according to the conning instruc-
tions of the Captain. Good steering
gear, obviously in excellent condi-
tion, right from the steering wheel
of the American Engineering Com-
pany's hydraulic telemotor to the
rudder, for a "wheel" turn of a frac-
tion of a spoke produced rudder
movement. Also of great import-
ance, the ship responded perfectly.
"This ship will make a course as
though she were on rails when au-
tomatic steering is used," I con-
cluded just as the Captain called to
William Smith, the Sperry Service
Engineer who had supervised the in-
stallation of the Gyro-Compass,
Gyro-Pilot and other Sperry equip-
ment, and seen them secured, wired
and tested to the last detail. "Vou
may put her on automatic steering
now, Mr. Smith, if you are ready."

"Aye, aye, sir," replied Smith as
he stepped to the equipment's steer-
ing stand and clicked the control

.A.nniston City and
Gulfcide salute
Santa Ana

lever to "Gyro-Pilot." "On auto-
matic steering now, sir," reported
Smith to the Captain.

All eyes are directed immediately
toward the Rudder Indicator as
everyone is curious to see how well
this modern wheelsman is going to
direct its charge on a desired
course, for no test at the dock can
predict how a vessel will respond to
its rudder. The rudder "moved" to
4 degrees to starboard and, after
holding there for nearly a minute,
"moved" back to 2 degrees star-
board (yes, starboard, for she was
carrying an average of 3 degrees of
rudder on that side) and with no
apparent change of the vessel's
heading. Although all conditions
were favorable for good steering,
one could not help but be impressed
with the performance of a device
that could hold a ship to its course
as closely as anyone could read the
compass and with a total rudder
movement of onlv two degrees.

Full out now, the Santa Ana per-
formed like a veteran. After watch-
ing the course recorder for several
minutes, with the course pen draw-
ing an almost straight line, I went
below to Idok around the engine-
boiler room (hyphenated because
they are in the same com]iartment ),

with the boilers set just abaft the
engines. Somehow no visit to the
engine room is complete without a
look at the thrust bearing housing,
for that to me is sort of a symbol. It
is where the output of the powerful
engines is concentrated in the
"push" that shoves the ship through
the water. The propeller converts
rotating motion to thrust which is
carried along the shaft to the thrust
bearing where the rotating motion
is dropped and only the thrust or
push is delivered to the ship's hull.
Like most of the engine room ma-
chinery, this important part of the
^lip has been so reduced in size and
so completely housed-in that it is
not easy to find. But, there it is,
appearing to be a part of the for-
ward housing of the main reduction
gear. The output of the whole power
plant is being concentrated there in
push. Only the long rows of thrust
blocks, with streams of water pour-
ing over them to keep their babbit
faces from going liquid in the ter-
rific heat generated by their friction
losses are missing, seldom seen now
except on those veteran ships which
seem to possess the nine lives of the
\illage tomcat.

After lunch we return to the
bridge to find that the ship's per-
formance has settled down to a uni-
formness verging on monotomy. We
have run out our time on the east-
erly heading and are heading back
toward Chesapeake Light Vessel
with the idea of finishing our eight
hour full power run nearby.

When there was less than an hour
to finish the full power run, Cap-
tain Williams who had been peering
ahead ner\()usiy asked of Captain

Aided and abetted by delicate instruments
the Trial Board looks for faults

Callis, "What is that ahead, Captain ;
is it fog?" "Yes, I believe it is," re-
plied Captain Callis. Sure enough,
in a few minutes we found ourselves
entering one of those fog walls
which are no friend of the mariner.
"Bring her about to an easterly
heading again," ordered Captain
Williams, adding that turning
about would, no doubt, take us back
into an area of good visibility. This
was a crucial moment as slowing
down then would have necessitated
a re-run of the whole full power run.
In no time we had left the fog back
to the westward and were again in
an area of good visibility but head-
ing away from home.

The end of the full power run
found us a considerable distance off
shore and probably somewhat north
of a line due east from Chesapeake
Light Ves.sel. The Captain there-
fore ordered a course of 268, and
after a short time we found our-
selves again in the fog we had left
behind earlier in the afternoon.
Speed was reduced and due precau-
tion taken for steaming under re-
duced visibility. The Kolster radio
direction finder, with which true
bearings of a radio beacon can be
obtained on a Gyro-Compass re-
])eater card, was put into service.
The course was then changed slight-
ly to put the vessel on a heading
corresponding to the line of bearing
with the Chesapeake Light Vessel,
and frequent bearings were obtained

"You may put het on

automatic steering now,

Mr. Smith." The gyro

pilot takes over

The text and cuts of this
article used throuEh courtesy
of The Speiiyscope.

Above: The course re-
corder indicates that un-
der gyro pilot control
Santa Ana steers as
though she was on rails.

At right: The fog clears,
and Captain Callis con-
firms his position by bear-
ings on the Sperry re-
peater

on Winter Quarter Light Vessel ly-
ing to the northward almost on our
starboard beam. These bearings
when plotted on the chart indicated
our progress, and at 11:30 P.M. we
dropped anchor about three miles
east of the Chesapeake Light Ves-
sel. We remained at anchor until
10:00 A.M. the following day when
the fog lifted. We reached the ship-
yard about 12:30 P.M.

Everyone seemed to be satisfied
with the equipment over which he
had jurisdiction, but somewhat like
a presidential election, it takes a
long time to count the ballots or to
compute the data accumulated dur-
ing those few hours.

Even though it was raining when
we arrived at the shipyard, I paused
on the gangway long enough to ad-
mire the grace and beauty por-
trayed in the lines of the Santa Ana
and almost believed that I could
discern an air of pride in them that
could come only from the satisfac-
tion of having met one's critics with
completely acceptable results.

We allhope for the Santa Ana a
long and successful career.

Santa Ana sailed on her maiden
voyage Friday, March 1, to Panama,
Colombia, Ecuador, Peru and Chile.

Adapted to the South American
trade from the Maritime Commis-
sion's basic C-2 design, she is 459 feet
overall, with a 63-boot beam, a draft
of 25 feet and 9 inches, a displace-
ment of 13,589 tons, and a .speed of
15V^ knots.

AUGUST, 1940

0^

Ae'H"

SHIPS in THe mflKine

LATEST NEWS FROM AMERICAN SHIPYARDS

Goa4i

The Maritime Commission ship-
building program on the Pacific
Coast is now fast working into the
launching stage, and so will be more
in the public eye. There is some-
thing fascinating to the man and
woman of the street in the act of
launching a ship. Here is this hull,
representing months of work by
hundreds of men. She is standing
propped up on dry land, stiff, rather
ugly, surrounded by scaffolding,
cranes and other equipment incident
to her construction ; and now, at a
signal, the pushing of a button, she
is to slide into her proper element
and suddenly becomes a thing alive,
full of grace and beauty, afloat on
salt water.

This act captures the imagination ;
it has been put into ver.se by many
poets ; it is likened to birth — to mar-
riage— to all that is life-giving.

The months ahead are to see
many launchings on the Pacific
Coast, and the publicity given to
these occasions will be of immense
benefit to the shipbuilding and the
shipping industries.

First of the series will be the first
launching of a C-1 ship. This
will take place August 1 at 4:30
p.m. at the .Scattle-Tacoma Ship-
building Corporation yard at Ta-
coma. She will be christened by
Mrs. John Boettiger, wife of the
publisher of the Seattle Times, and
daughter of the President of the

S. S. Cape Alva, first C-1 at thic Tacoma yard of Seattle-Tacoma Shipbuilding
Corporation, launched August 1.

United States, and will be named
Cape Alva.

Second launching of the montlt
will come on August 6 at the Union
Plant of the .Shipbuilding Division of
the Bethlehem Steel Company, Inc.,
San Francisco, Calif. This will be
the second launching of a Maritime
Commission C-1 ship. She will be
christened Cape San Martin, .mil
will be sponsored by Mrs. J. Lewis
Luckenbach, wife of the president
of the American Bureau of .Ship])ing.

Western Pipe ^- Steel Com])any
will launch their first C-1 on August
8 at their South San Francisco ])lant.
This launching is of especial inter-
est, because it will be the first side

wise launching for the Maritime
Commission, and the largest all-
welded hull yet built on the Pacific
Coast. She will be sponsored by
Mrs. K. D. Dawson, wife of the Pa-
cific Coast manager of the Panama
Pacific Line, and christened Amer-
ican Manufacturer.

Then, on September 4, Moore V)\\
Dock Company will launch the
fourth C-3 cargo vessel for the Mari-
time Commission. She will be chris-
tened .Sea Dragon.

The construction of Sea Dragim
is making somewhat of a rccurd.
Her keel was laid June 20, wJiiili
makes ^A working days to her
launching.

PACIFIC MARINE REVIEW

August, 1940

PACIFIC MARINE REVIEW

SHIPBUILDERS

ana

ENGINEERS

Building Ways for
Wood and Steel Construction

SAN FRANCISCO OFFICE and PLANT

Machine Shop

and Cponoral Repairs

1100 SANSOME STREET
Tel.: sutler 0221

ALAMEDA PLANT

IMachinory. Hull

and Industrial llopairs

Two Dry Docks

3,000 tons and 5,000 tons capacity

FOOT OF SCHILLER STREET

Tel.: ALameda 8585

GENERAL ENGINEERING
and DRY DOCK COMPANY

Co.,1-^^

CsTigineers^ Machinists,
Boilermakers^ Joiners,
Ship Carpenters.

All types of Engine and
Ship repairs and installations.

298 STEUART ST. - SAN FRANCISCO

TELEPHONE GARFIELD 2184

The Commercial Iron \\'orks of
Portland, Oregon, on July 10 deliv-
ered to the U. S. Army Engineers
Corps at Bonneville, Oregon, a
welded steel gasoline barge 20 feet
beam and ()0 feet length.

Ma^ Odand

During June, Mare Island Na\ y
Yard received orders for the con-
struction of one submarine tender
and four submarines. The yard al-
ready had under construction two
submarines, one submarine tender,
two fuel barges and a seaplane
wrecking derrick. In addition to this
new construction, Mare Island Navy
Yard is very busy on the recondi-
tioning of destroyers and the routine
maintenance and repair of many
types of naval vessels.

Pu<fei. Sound

Orders for two destroyers for llie
U. S. Xavy were received by the Pa-
get Sound Navy Yard, Bremerton,
Washington, during June. This yard
has under construction, in addition
to this order, two destroyers, one
tug and four airplane tenders.

Jlanxfe. Coninxict
9*t (leco4'ialti04>U*Uf.

Tf>dfl-Seattie Dry lJr)cks, Inc., are
negotiating with the U. S. Navy for

the reconditioning and conversion to
Navy transports of the former trans-
pacific liners President Grant and
President Jackson. These vessels,
laid up at Paget Sound for the past
several years, were recently pur-
chased by the Navy Department to
be used as Navy auxiliaries. The
purchase price is reported as $500,-
000 for both ships. It is estimated
that the total cost of reconditioning
and conversion will be between
$2,500,000 and $3,000,000.

JttUfe. Onde/U,

On June 4 Bath Iron Works,
Bath, ^le.. was awarded a contract
to build four single-screw, double
reduction geared turbine cargo ves-
sels for the American Export Lines
at $2,108,000 per ship. These ships
will be 420 feet long, 60 feet beam,
•ind 30 feet 4 inches depth, corre-
sponding to the C-1 Commission
type, but will have detail modifica-
tions making them similar to the
Export class ships.

During June also, Bath recei\'ed
orders from the U. S. Navy to build
8 destroyers. This yard already had
under construction six destroyers
schedule"! for delivery in June,
August and December of 1040, and
in Eebruary, June and August of
1041. It is reported that the Navy
has umlcr consideration ;i plan to
limit the l'.;ith Iron Works "S'ard to
destroyer construction and re(|uire
the American l",\])ort Lines sliijis to
be built in another yard.

Jlau^tcUai. AnoiUefi

At 5:30 p.m. Saturday, July 13,
the Federal Shipbuilding & Drydock
Company launched another cargo
vessel at Kearny, New Jersey, for
the U. S. Maritime Commission.
When completed, this vessel will be
allocated to the Lykes Brothers
Steamship Company of New Or-
leans.

She was christened Howell Lykes,
in honor of Howell Lykes of Tamjia,
Florida, one of the brothers of the
owning company, and was spon-
sored b_v his daughter, Mrs. Chester
TL Ferguson. S.S. Howell Ljdtes
is of the C-3 design.

S. S. Deltargentino sliding into the
Delaware River at the Sparrows Point
Yard of the Shipbuilding Division of
the Bethlehem Steel Company, Inc.
This fine cargo and passenger vessel is
the third sister built by Bethlehem for
the Mississippi Shipping Company of
New Orleans.

Ame^UcxuK SUipAiinxj, jiixlUiM^

It is noteworthy that ilurinj;- tliis
catastrojihic period of industrial
re\t>luti<)n, the United States Mari-
time Commission and all the other
maritime departments of the Ciov-
ernment have remained steadfast
and true to America's traditions,
heritaf;;cs, customs and civil liber-
ties. It is a sad commentary and
reflection on the workings of our
form of democracy that the same
cannot be said of some other depart-
ments wherein "soft spots" have
weakened our democratic processes.

'J"he lighthouse of progress has
been kept burning brightly by the
United States Maritime Commis-
sion in the launching of its great
shipbuilding program, and in the
successful reestablishment of a new
American Merchant Marine fleet on
the various important trade routes
of the world. This has encouraged
and inspired private industry to do
its part toward solving maritime
economic problems for the common
good.

Training Progress for American
Seamen

With the shipbuilding and reha-
bilitation programs well under way,
the United States Maritime Com-
mission, knowing that it was a.\io-
niatic that no vessel can be safer
than the personnel manning it, and
in close working cooperation with
the e\er-efficient United States
Coast Guard, created the United
Slates Maritime Service for the
training of unlicensed personnel.

Never before in all American
maritime history had there been a
well-organized system for the train-
ing of seamen in the merchant ma-
rine. This endeavor was truly a re-
markable step of progress for sea-
men.

Every American seaman a n d
every American citizen should rise
up in whole-hearted support of these
notable achievements for the benefit
of all seafarers and for the strength-
ening of our national defense.

A stufly of the curriculum of the

United States Maritime Service

Some Recommendations for the Recovery of
Its Heritage, Tradition, Liberty and Success

hy Li. Comm. Edward C. Holden, Jr.

training schools reveals a scries ol
scientifically - arranged courses for
the advancement of all American
seamen.

However, the Fifth Column influ-
ence or leadership of certain labor
groups demonstrated its gross irre-
sponsibility to the urgent needs of
our nation by strongly opposing the
establishment and operation of these
training schools. Apparently, they
didn't believe in permitting Ameri-
can seamen to receive a thorough
nautical education. In some in-
stances a virtual boycott was im-
posed which threatened to deprive
American seamen of their inalien-
able right for proper education and
advancement in the merchant ni.i-
rinc. This demagogic attitude on the
part of certain radical labor leader-
ship was not only a grave injustice
to American seamen, but it tended
to weaken the second line of our na-
tional defense.

American Merchant Marine
Naval Reserve

The United States Navy and our
national defense system requires the
support of a well-organized mer-
chant marine Naval reserve.

Unlike most foreign nations, the
personnel of the American Mer-
chant Marine is not required by the
Government to qualify in the Na\al
Reserve. Due to the Fifth Column
infiltration of men who would de-
stroy our maritime industry and sea
power, this is manifestly a very
weak link in the chain of both mar-
itime progress and in our national
defense.

It is my solemn belief that the
^lerchant Marine Na\al Reserxi

should be so constituted as to in-
clude every man aboard our mer-
chant vessels. Every one recognizes
the vital necessity for us to advance
effectively upon the front of nation-
al ])reparedness. To accomplish this
worthy purpose we must possess a
united front of loyalty.

During the last several years the
moral disintegration of man power
in the merchant marine has become
notorious throughout the world. It
has been the subject for discussion
among both civic and professional
groups in the United States; also in
foreign countries.

It is of but little avail to build
new, safe vessels if we fail to rees-
tablish law, order, disci])line and
proper training among the operating
personnel. Everyone knows that the
failure of man power will jeopardize
the safety of any vessel and impair
its efficiency in case of national
emergency.

Those of us who ha\e followed
the sea during the greater part of
our lives know that there is no real
reason why the United States
should not have one of the finest
merchant marine fleets in the world,
together with the respect and confi-
dence of all peoples.

However, everyone knows that
labor conditions in the maritime in-
dustry, both afloat and ashore, have
been retarding prospects for any
ccjnstructive action to promote the
future welfare of the American Mer-
chant Marine so that people will
"ship and travel" on American ves-
sels. Most potential investors be-
lieve that these conditions have
made the shipping industry a poor
risk for capital investment. The nor-
mal dcxelopment of the marine in-

AUGUST, 1 940

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX FIRE INS. CO.

Commercial Hull Depu

AUTOMOBILE INS. CO.

MATHEWS & L I V I IS G S T O IV

Marine Underwritert

200 BUSH ST. SAN FRANCISCO

Offices at: Colman Bldg. - Seattle 111 Wot 7th St. - I^i Angelea

dustry has thereby been retarded,
and marine employment reduced to
low levels, particularly on the Pa-
cific Coast of the United States.
Recommendations for a Cure
To get this condition improved,
and to establish the American mari-
time industry on a sure foundation,
we believe that the following five
courses of action should be put in
effect as promptly as possible :

(1) All Fifth Column, Trojan
Horse or Tsm influences must be
immediately removed from the ranks
of government and maritime labor.
Certain Government officials (with
particular reference to labor admin-
istrators) must stop patting the
flanks of the Trojan Horse. Every
means possible must be taken to
protect the great American trade
unions from Fifth Column leaders,
officers and organizers.

(2) Admission requirements of
the United States Maritime Service
training schools must be revised in
favor of high school boys in order
to furnish new man power for the
new merchant marine. Thousands
of good American boys are clamor-
ing for a chance to follow a sea ca-
reer, which is denied them at pres-
ent, due to barriers imposed by Fifth
Column labor leaders.

(3) Shipping commissioners and
steamboat inspectors should be
given authorit}- to pick up the "cer-
tificates of competency" of:

(a) All offenders of law, order and
discipline.

(b) All physically and mentally
afflicted as per the records of the
United States Public Health Serv-
ice, such as chronic venereal cases,
epileptics, drug addicts, habitual
drunkards and insane.

(4) Encourage with proper mem-
bership incentives the development
of a strong merchant marine Naval
Reserve for officers and unlicensed
personnel.

(5) Marine management should
organize a "united front" for safety
and efficiency in all operations, in-
cluding better human and industrial
relations.

Today, and in the future, no mar-
itime organization can justify- its ex-
istence unless it is geared up for
practical and scientifically-arranged
safety and human relations systems.

\\'hen workers know that man-
agement is interested in their safety
and welfare, they invariably respond
in a very loyal manner. No subver-
sive influences can take hold when
employer interest in workers pre-
dominates.

E.xperience has shown time and
time again that when any employer
neglects safety programs, trouble
starts, coupled with organization
demoralization ; then the good em-
ployers suffer for the acts of others.

United action for safety under ex-
pert and experienced guidance will
solve most of our problems.

These important defensive meas-
ures must be taken at once to pro-
tect liberty and democracy in Amer-
ica. We of America must proceed
against subversion from within, as
well as protect against invasion
from without.

We must be inculcated with
strong determination and patriotic
spirit, so that we shall be united and
inxincible in case of national emer-
gcncv.

QaJUe. Qo4utecio^

Described in a new eight-page
bulletin are the improved Electro-
line-Fiege wire rope connectors with
built-in vibration-damping design
manufactured by the Electroline
Company of Chicago. These con-
nectors develop full line strength,
yet grip the cable with "feathered-
off" compression which takes up
vibratory stresses and prevents crys-
tallization at the point of connec-
tion, thus greatly increasing rope
life.

Installation methods are de-
scribed, and the several corrosion-
resistant finishes and t\'pes, avail-
able in various sizes, arc listed.

Wall a^uiJzet

This new wall bracket protects
extinguishers from swinging against
or scratching walls, and from being
knocked off the wall with resulting
damage to the extinguisher or dis-
charge of its contents. It is espe-
cially practical for mounting in
halls or corridors of schools, hos-
pitals, hotels, institutions and pub-
lic and industrial buildings, where
there is heavy traffic.

This bracket, developed by the
Pyrene Manufacturing Company,
Newark, N. J., has a long steel band
at the back extending the length of
the extinguisher. It provides two-
point suspension. At the top it
slides into the standard supporting
loop on the extinguisher. At the
bottom a semicircular holder fits
into and around the apron of the
extinguisher to prevent sidesway.
The extinguisher is held in a firm
]50sition but may be easily and
quickly removed for fire emergency
bv simply raising it two inches. It
is known as the P.9.S school special
wall bracket.

(Continued from Page 29)

costs work out to approximately
lJ/2 mills per kilowatt hour.

It is expected that the mainte-
nance costs with heavy fuels will
not be appreciably higher than the
maintenance costs when conven-
tional Diesel fuel is used. The first
engine was run for a considerable
period of time on the test block in
addition to the endurance run and
although period of operation is com-
paratively short no indications of
undue wear have been observed. It
is consequently expected that these
auxiliary generating set engines will
show remarkable overall operating
economies and engineers of the At-
las Imperial Diesel Engine Co. an<l
the Maritime Commission will watch
their operation with great interest.

PACIFIC MARINE REVIEW

On Thursday afternoon, July 24lli,
the doors of Moore-McCorniack
Line's superb new offices at the corner
of Pine and Battery streets in San
I'rancisco were opened to welcome
hundreds of F'acific Coast shippinfj
and traffic men, invited to inspect the
new headquarters of their Pacific
Coast-South America service.

Present were the "Who's Who"
in local traffic circles extending
congratulations to hosts Comm. K.
H. Donavin, Coast Manager, and
other executives of the Moore-Mc-
Cormack Line.

The new offices are centrally located
and have been designed to take care
of the increasing business for which
these ship operators are planning un-
der an expansion program which adds
four new combination freight and
jiassenger liners next year to a ])res-
ent-day fleet of five vessels . . . and
a fleet of eight vessels later in the
near future upon delivery of three
ships now under construction at the
yards of Sun Shipbuildinjg & I )ry
Dock Company.

Expressing his gratification over
the manner in which Pacific Coast
shippers have accepted their new ser-
vice <jut of Coast ports, Commander
Donavin reports tonnage bookings on
an upward curve. The organization,
now rated as America's largest ship
operating firm, enjoys valuable con-
tacts in the South American districts
which have long been regular ports-
of-call for their East Coast .sailings.

Out from New York headquarters
during July came Emmet J. Mc-
Cormack, vice-president and treas-
urer of Moore-McCormack Lines,
Inc. He, too, was enthusiastic over
the company's recognition by Coast
shippers and over the future trade
developments between Washington,
Oregon and California and South
America ; declaring these trade pos-
sibilities are "enormous."

The Pine-Battery offices, on the
street level, enjoy good substantial
"attention value" and facilities are
amply available for freight and pas-
senger requirements

SB**"***

.\ U(;i]ST. 194 0

The S.S. Ch.irle-- K. McConmck.
owned and operated liy the jMcC'ur-
iiiick Steamship Company, sailed fniiu
Xew York harbor March li, bound
for Narvik, Norway. When a little
o\'er a week out from New "N'ork har-
bor, the captain, Oscar C. Orsland,
passed awa\' on March 31. Now in
command of the American freighter
is William Schutz, a naturalized Unit-
ed States citizen, born in (lermany,
whose capacity was tirst officer.

The frei.ijhter arrived in Berg^en the
afternoon of April 8. Early the next
morning, the captain and the thirty-
two members of his crew were
awakened b}- the soimd of tiring.

"Most of us growled and kicked al
the Norwegians for having target
practice so early in the morning. Later
we learned the Germans had taken
the port. .\ German destroyer came
into the harlior and docked aliead of
the freighter. V>\ evening twenty or
thirty (ierman warships had entered
the ]wrt. One of them, a cruiser, tlie
r.remse, made fast to the starboard
side of the Chas. K. McCormick."

Shortly after this the allies raided
the harbor from the air. Anti-aircraft

gun^ I'lrcd .il llie plane^ from all ihe
(iernian ships. ( )ne plane, seeing the
I'.remse, headed toward the Americrm
ship, but turned away when it s;i\v the
vessel's American flags.

.\t 7 o'clock the next morning, lliere
was a more severe raid. Again anti-
aircraft guns went off all o\er the
harbor, .\gair, a raiding plane made
for the Itreni^e. The Bremse tired at
it. Her slielN and bullets, arching
diagonalh' oxer the freighter, shot
away ])art of the vessel's after rigging.

N(jne of the American seamen was
injured, but Ihev breathed a sigh of
relief when they started oft" for a safer
place three hours later.

The\- went thirty miles norlh to
Stammes. They had been there three
weeks when on May 5 two German
torpedo boats entered the harbor .and
place<l a ( ierman commander on
board. The commander — crew mem-
bers said his name was Heersh —
made them take the .ship back to
X'aksd.il tliL- next day, with him on
the bridge.

They remained there until May 21,
when they were taken back to Bergen.
I'^our German minesw-eepers escorted

them (jn the way. In Bergen the tier
mans, using Norwegian labor, unload-
ed the shij) and confiscated her 5,fX)()
tons of general cargo.

Captain Shutz and members of the
crew were unanimous in praising the
way the Germans treated them. The
sailors on the Bremse, they said, were
l)articularly friendl}-, for they were
an.xious to trade some of their Tur-
kish cigarets for the American brands.

The S.S. Charles R. McCormick
arrived in San Francisco harbor Jul)-
21. Captain Shutz was given a tre-
mendous ovation at a Notary Club
luncheon and was presented with a
gold watch by the company's presi-
tlent, George Pope, Jr., in behalf of
the directors of the companx'.

JlcuutixiULntf,

'I1ie foll(n\ing announcement has
been receixed from A.I'.L. head<|uar-
ter> :

.\nierican President Lines, Ltd., is
proud to announce the launching of
tile .S..S. President Monroe, second of
seven new C-3-P vessels being built
by the U. S. Maritime Commission for
American President Lines round-
world service, Wednesday, August 7,
l''-10. at the Newport News Ship-
building and Dry Dock Company,
Newport News, \^irginia. Sponsor,
Mrs. Thomas G. Corcoran.

Left to Right: George
Pope Jr., President of the
McCormick Steamship
Company; Capt. William
Shutz and other directors
of the company — Ira Lil-
lick, Joseph A. Lunny,
Talbot C. Walker, Alex-
ander Baldwin, Kenneth
Pope.

1' \ C I !•■ 1 C M .\ RINK R K \ I K S(

Tin- r.il^c (. lub. Lus Angeles
llarlior shipiiint; fralcrnily, asscm-
liU<l ii\LT 350 sticmg with its guests
at ihf I'alos \ erdcs Golf Club on
Saturday, June 2''. for their EIe\ -
entli Annual i'.arljecue and Tourna-
nient.

Golfers teed off commencing at
9 :30 a. m., followed by the baseball
game between those traditional
enemies, the Gulls and the Pelicans
The latter event, won by Ed Kellen-
berger's Pelicans to the tune of
9 to 6, proved to be the hit of the
day, with Mike Frankovich, well-
known Wrigley Field announcer, as
umpire.

Horseshoes, tennis and a tut; (jf
war served to keep the Bilgers
amused for the balance of the after-
noon, (irover Cable won the tenni--
singles with P^d Marshall and
( ienrgc Loughlin taking the doubles.
Capt. Jack Lindermuth's "Black
dang'" defeated Cajit. Tom Cook's
"Deck Gang" in the tug-of-war.
r. W. McDonald topped the field in
the horseshoe contest. "Billy" Wick
ersham, one of the founders and the
honorary general chairman of the
barbecue, took high honors in the
per]>etual Bethlehem Trophy foi
golf. "Billy" shot an 87, which, with
his handicap of 20, gave him a net
')/. George Messail with a 76 took
low gross honors for members of
the clul) and also low net. Accord-
ing to the club rules no member can
win the award more than once, and
Messail was a winner two years ago

Following the s])orting events the
Bilgcrs proceeded to the barbecue
area where they enjoyed a sumptu-
ous repast which had been prepared
under tlic supervision of Past Presi-
dent Dan Doblcr.

After a word of greeting by that
grand old Bilger, "Billy" Wicker-
sham, President Lloyd J. Moore
made an address of welcome to the
Bilgers and their guests. President
Moore then turned over the meeting
to Bilger "Nip" McHose who acted
as master of ceremonies for the
awarding of some 96 prizes These
prizes had been donated by various
harbor firms for the winners in the

Henry Epstein, Leon

Brown, Tom F o r s t e r ,

Arthur Woll.

Eloij Amar, Jack Malseed,
George Bankson, Larry-
Hall, Charles Houghton.
Center is Ed Hannay.

Left to Right: Terry

Hickman, Johnny Wehr-

man, J. Wingo, Bill

Wickersham.

Don Montague, Jim Craig.

John McHose. George

Bankson.

John Shrewsbury, John
Eidom, Bill MacAdams,
Stan Clitero, Hal Leedy.

various events. An unexpected
award was made to "Billy" Wicker-
sham in commemoration of his past
performances.

rrc.--iclent Moore announced tliai
tills year's barbecue and tournament
had surpassed all the previous ones
in both attendance and enthusiasm
for which he thanked the chairmen
of the various committees as well a~
their members.

W. A. M.A.SOX, Fubiiciix.

Clinton E. Stryker has been a]i-
poiiited vice president and assistant td
the president of the Nordberg Manu-
facturing Company of Milwaukee.
Wisconsin, manufacturers of dicsel
engines, uniflow engines, mine lioists,
com|)res.sors, Symons cone crushers
anil screens and other heavy machin-
ery, as well as railway track machines.

Mr. Stryker was a partner in
McKinsey, Kearney & Company,
Management Engineers, of Chi-
cago, having been with that firm for
five years. Prior to that he was with
with Fansteel Metallurgical Corpo-
ration for a number of years in vari-
ous administrative capacities. He
graduated from the Armour Insti-
tute of Technology in 1917 and is a
Fellow of the American Institute of
Electrical Engineers and a member
of the Society of Automotive En-
gineers.

PnjQypjeUeAA. AUl

A UNIQUE GATHERING—

The Propeller Club, Port of New Orleans, La., was organized in that city on May 4, 1927,
and together with the Propeller Club of New York and the Propeller Club of Boston formed
the Propeller Club of the United States on November 9, 1927.

On June 10, 1940, a reception and dinner was tendered in the Hawaiian Room of the
Hotel Roosevelt in New Orleans by E. \. Jimison, President of the Propeller Club, Port of
New Orleans, to Honorary President and Mrs. Arthur M. Tode of the Propeller Club of the
United States. There gathered the officers and wives of this Port, including every past presi-
dent of the Propeller Club, Port of New Orleans, since its organizing with the exception of the
late Cecil N. Bean, who served the club as President from 1928 to 1932.

Front Row (left to right): Henry C. Dreyfus, Vice-President, P. C, Port of New Orleans,
1940-1941; E. A. Jimison, President, P. C. Port of New Orleans, 1940-1941; Arthur M. Tode,
Honorary President, Propeller Club of the United States, and National President, Propeller
Club of the U. S., 1931-1935; L. B. Pate. Past President, P. C, Port of New Orleans, 1937-
1939. National Vice-President, Propeller Club of the U. S., 1939-1940, and Vice-Chairman,
American Merchant Marine Conference, 1939-1940; Harry W. Parsons, Past National Presi-
dent. Propeller Club of the U. S., 1927-1931.

Rear Row (left to right): H. R. Hey, Secretary, P. C, Port of New Orleans, 1929-1941;
Frank W. Leahy, Past National Vice-President, Propeller Club of the U. S., 1936-1937; D. J.
Devlin, Past President, P. C, Port of New Orleans, 1933-1934; Frank E. Ames, Past Presi-
dent, P. C. Port of New Orleans, 1934-1936; Ralph P. Nolan, Past President. P. C, Port of
New Orleans, 1936-1937; Joseph M. Rault, Past President, P. C, Port of New Orleans,
1932-1933; A. K. Miller, Past President, P. C, Port of New Orleans, 1927-1923.

CLINTON E. STRYKER

At the Annual Meeting and Elec-
tion of Officers of The Propeller
Clul) of the United States, Port of
Los Angeles No. 66, held at the
California Yacht Club, Wilmington,
at noon on Wednesday, Jmic 2(i.
1940. Ralph J. Chandler, Southern
California Manager of the Matsmi
Navigation Company, was re-e1ecteil
President.

Re-elected with Mr. Chandler
were Fred A. Hooper, District Man-
ager of the American-Hawaiian
Steamship Company, to serve as
First Vice-President, and Edgar M.

Wilson, General Agent of the Amer-
ican President Lines, Ltd., to serve
as Second Vice-President.

Harry Summers, Principal Sur-
veyor of the American Bureau of
Shipping, San Pedro, was elected
Third Vice-President, to take the
place of Morgan Huntoon, local
Manager for Calmar Line, who re-
signed. Mr. Summers also becomes
a member of the Board of Gov-
ernors.

The Hoard of (io\ernors include
the following whose term expires
June, 1041 :

fas. L. .\dams, Lilliek, Geary,
McHose i'<; Adams.

PACIFIC MARINE REVIEW

J. B- Banning, Jr., General Super-
intendent, Matson Navigation Co.

Capt. Robert Henderson, U.S.N.,
Ret., member of the Board of Gov-
ernors of Calif. Maritime Training
Academy (Vice Capt. C. C. ."^picer,
resigned).

J. L. Hook, Jr., District Manager,
McCormick S.S. Co.

Eugene A. Mills, President, Cres-
cent Wharf and Warehouse.

Capt. Benjamin Perlman, U.S.N.,
director, U. S. Naval Reserve,
Eleventh District (Vice-Capt.
Claude B. Mayo, U.S.N., Ret., re-
signed).

Whose term expires June, 1942 :
Ralph J. Chandler, Southern Cali-
fornia Manager, Matson Naviga-
tion Co.

Fred A. Hooper, District Mana-
ger, American-Hawaiian S.S. Co.

Capt. C. S. McDowell, US.N.,
Ret., Shipbuilding Consultant, Con-
solidated Steel Corp.

Francis J. McGowen, President,
Waterfront Employers Assn. (Vice
Frederic Pique, resigned).

Harry J. Summers, Principal Sur-
veyor, American Bureau of Ship-
ping.

Edgar M. Wilson, General Agent,
American President Lines, Ltd.

Whose term expires June, 1943
(elected at meeting June 26, 1940) :
J. Disbrow Baker, General Freight
Agent, Panama Pacific Line.

Capt. H. H. Birkholm, Vice-
President, General S.S. Cor]).

Guy E. Buck. Manager, Giace
Line.

Thos. B. Forster, General Super-
intendent, Bethlehem Steel Cor]).,
Shipbuilding Division.

Lloyd R. Richards, ]\hinagcr,
Sudden & Christenson.

Harold C. Smith, Vice-President,
\\'illiams, Dimond & Co.

Capt. Benjamin Perlman, US.N.,
welcomed as newest member of our
Port, is the newly appointed Direc-
tor of the United States Naval Re-
serve, Eleventh District, taking the
place of Capt. Claude B. Mayo,
U.S.N., Ret., who will become
Superintendent of the California
Maritime Training Academy.

The membership ratified two
amendments to the by-laws of this
Port, \iz., one consolidating in one
committee to be known as the Com-
mittee on Membershiji and Admis-

sions, the duties of the Committee
on Membership and the Committee
on Admissions; and the other, per-
mitting transfer of membership from
another Port, duly recognized by
The Propeller Club of the United
States, to this Port without payment
of another initiation fee or additional
dues for the balance of the fiscal
jear in which such transfer is made.
DAVID LIVINGSTONE,

Secretarv.

Pani 0^ Ban ^^lanclica

P^voxyui4iiA.

Propeller Club members of the Port
of San Francisco enjoyed two inspir-
ing programs during the month - of
July setting new "all-time highs" for
attendance despite vacation time.

On July 15 Daniel S. Ring, Di-
rector of Maritime Personnel for the
U. S. Maritime Commission, ad-
dressed a fine turn-out in the Con-
cert Room of the Pr.lace Hotel —
speaking in an absolving manner on
a subject pertinen'.; '.o all in attend-
ance.

Speaker Ring sounded an encour-
aging note v/hen outlining the
greatly improved conditions which
have been instituted in personnel
dealings, and bespoke for the Com-
mission the continued cooperation
of shipowners.

On July 23rd Capt. William Shut/.,
master of the S.S. Charles R. McCor-
mick, rpiie;;re(l as featured speaker
at a .'special program planned to com-
memorate his courageous experience
when his command was an interned
eve-witness of Germany's invasion of
Norway.

(A further account of Ca])t. Shut/.'
exciting adventure is clironicled on
an adjoining page.)

Proi)eller menihers are now antici-
pating the launching of the Club's sec-
ond vear. Rounding out a highly suc-
cessful first twelve-months new ad-
ministration officers are soon to be
elected for carrying the Port (jf .S.an

Francisco destinies to still higher
standards.

Hugh Gallagher, chairman; Fred L.
Doelker and John T. Greaney com-
prised the nominating committee as
appointed by the Board of Governors
and the following report of their find-
ings has been filed with Secretary Eu-
gene F. Hofifman :

President, Charles L. Wheeler ; first
vice president, J. E. Gushing; second
vice president, A. B. Poole, third vice
president, Hugh Gallagher; secretary-
treasurer, Eugene F. Hoffman; one-
year governors, J. E. Gushing, Fred
L. Doelker, Roger Lapham, Ira Lil-
ITck, A. S. Gunn ; two-year governors,
F. A. Bailey, E. H. Harms, A. B.
Poole, Chas'. L. Wheeler, Marshall
Levis ; three-year governors, Henry
Blackstone, Hugh Gallagher, Capt.
Lewis Mesherry, Jos. A. Moore, Sr.,
George Jordan.

AfifixUnt4neHt

DeBothezat ^'entilating Equip-
ment Division of American Machine
and Metals, Inc., has announced the
ap])ointment of Walter C. Davis to
cover the Maryland and District of
Columbia territory, with headquar-
ters at Baltimore. IMr. Davis, a
graduate of the LTniversity of Ten-
nessee School of Chemical Engineer-
ing, was formerly associated with
DuPont and the General Chemical
Company.

AUGUST, 1940

^ Mt ■■?) > • WB

BfieAA4f!i AeojL O^icel

at San ^nxif^xjJAxui'

To adequately handle the rapidly increasing
installations of Sperry equipment in vessels of
the navy and the merchant marine, and in Air-
planes of the Military and Transport Services in
his district, J. F. McConkey, District Manager
for the Sperry Gyroscope Co., Inc., is now occu-
pying enlarged and improved quarters in San
Francisco.

The pictures on this page illustrate these quar-
ters and the Sperry Staff for the Northern Cali-
fornia district. Top row, left, shows the service
Engineers at work in their new maintenance
shop. Top row, right, shows the Sperry Instru-
ment School. Center, the main doorway and the
staff, left to right Edward Gray, J. F. McConkey,
Donna Douglas, Glen Marsh, and George Van
Shaick. Bottom row, the manager's office at left,
and the building front at right.

August, 1940

PACIFIC MARINE REVIEW

LIDGERWOOD

DEPENDABLE • EFFICIENT
DECK AUXILIARIES

EQUIPMENT NOW UNDER

CONSTRUCTION

FOR INSTALLATION ON

NEW VESSELS FOR

ATLANTIC REFINING COMPANY

C-l MARITIME VESSELS

C-3 MARITIME VESSELS

AMERICAN EXPORT LINES

ROBIN LINES

MAIN OFFICE and PLANT

LIDGERWOOD MANUFACTURING GO.

ELIZABETH, N.J.

PASSENGER VESSELS * CARGO VESSELS
TANKERS * TUGS * YACHTS

'a^s^

//ea^^^ua^^/^

Air Conditioning

Refrigeration

Heating

SAN FRANCISCO

GEO. E. SWETT & COMPANY

58 Main Street - SUtter 8800

LOS ANGELES

GAY ENGINEERING CORP.

2730 E. 11th Street - ANgeles 1-1141

Vessels iif every type and tonnage today carry
passengers in greater comfort, and perishable
cargoes at increased profit — thanks to Carrier
Marine Ei|iiipnient.

On the Pacific Coast, Carrier experience is
available through two leading firms: Gay En-
ciNEERiiNc Corp. of Los Angeles, and George E.
SwETT & Co. of San Francisco. No refrigeration,
air conditioning or heating job is too large or
too small for them. They have the engineering,
installation and service facilities to deliver the
kind of work you want — right here on the Pacific
Coast where you want it.

Furthermore, they are backed by the Carrier
Marine Department, with its experience gained
in more than 4000 ship-board installations of
every type. Incpiiries are welcome.

The Majority of Ships are
* CARRIER EQUIPPED *

ii

All- Welded
Diesel Drive
Auto Ferry

The Ingalls Shipbuilding Corpor-
ation has recently completed at its
Decatur, Alabama, yard an all-
welded diesel automobile and pas-
senger ferry for the Police Jury,
Parish of Plaquemines, Louisiana.

This modern little boat, the
Pointe-A-La-Hache, is far more
elaborate and complete than is usu-
ally encountered for short-run ferry
service throughout the South.

The principal characteristics are
as follows:

Length, molded 105 ft. 0 in.

Breadth, molded 35 ft. 0 in.

Depth, molded 5 ft. Oin.

Displacement at full
load, short tons 250

The entire hull and superstructure
is of all-welded steel construction
and the hull is divided by five wa-
tertight transverse bulkheads into
six separate compartments and is
constructed with a molded bow and
a scow stern, equipped with skcg.

Space for a load of approximately
22 autonKjbiles is provicled on the
main deck, and in the deck house
comfortable cabins for Ijoth vvliitc
and colored passengers are ])ro\id-
ed, fitted with benches and toilet fa-
cilities. Cabins and pilot house are
completely insulattc! and she;:t'-.ed
to yrf)vide maximum comfort during
the hot weather encountered in the
South.

The main engine is a Xational
Superior, Model JM-8, ') by 12
inches, 8-cylinder, direct-re\ ersible.

4-cycle diesel engine, de\'eloping
250 shp at 300 rpm. Auxiliary
power is generated by a 15-kw
Model GA2 National Superior Die-
sel auxiliary set.

Among items of equijiment and
machinery installed a])pi,'ar the fol
lowing:

Goulds — Sanitar)' and fuel trans-
fer pumps ;

Mking — Bilge and fire pumps ;

Doran Cunningham — Triplex air
whistle ;

Ritchie — 8-inch Ritchie compass;

Columbian Bronze propeller ;

Edison— 90-cell, Model A5H stor-
age battery ;

Lane — Metal lifeboats; and

Maxim — Exhaust silencer.

Of particular interest is the Gu-
than automatic stern tube lubricat-
ing system, which has proved espe-
cially successful in eliminating stern
bearing wear on boats operating in
muddy or sandy water where the re-
placement resultant from such wear

is a large item of maintenance cost.

In accordance with the rules of
the Department of Commerce, Bu-
reau of Marine Inspection and Nav-
igation, complete fire protection is
provided throughout the boat, con-
sisting of hand extinguishers, fire
hose and automatic sprinkler sys-
tem.

The Mechanical Equipment Cor-
poration, New Orleans, Louisiana,
furnished all items of machinery.
All electrical equipment was in-
stalled by the Knight Electric Com-
pany, Birmingham, Alabama, using
a switchboard manufactured by the
Powerlite Switchboard Company,
Cleveland, Ohio.

After very successful trials, on
which the highlights were excellent
maneuvering characteristics, excess
of expected speed and lack of vibra-
tion, the Pointe-a-la-Hache set out
on its long trip down the Tennessee,
Ohio and Mississippi Rivers for de-
livery to its owners in Louisiana.

Novel Test for

C-1 Propulsion Gears

Few manufacturing plants ]ia\e
facilities on a test block for alisorb-
ing over 4000 shaft horsepower at
90 r])m, vvliicJi was tlie problem re-
centK' faced h\' tlie engineers of

Farrel-Birmingham Company, Inc.,
Buffalo, N. Y. Although marine re-
duction gear drives of this size for
use with diesel engines have seldom
before been factory tested prior to
shipment, Parrel officials insisted
upon a week's trial for each at full
rated load before five main propul-
sion gear sets of 4150 shp were de-
livered to the U. S. Maritime Com-
mission C-1 ships now building at
the Western Pipe & Steel Comi)any
at San I'ranciscn. The ingenious
niethnd (if apjilying this load to con-
duct tlic tests is of unusual interest.
.As the acconqjanying illustration
indicates, the gear units were tested
(Page 62, please)

BeaA,i4>Uf. 2iata

Marine

Engineers

are welcome

to a

copy.

PRECISION BEARINGS, INC.

Precision Bearings, Inc., announce
to the Marine Engineering trade for
the use of mechanical engineers a
very attractive P.B.I. Engineering-
Binder covering over 6,000 sizes,
500 types of anti-friction bearings of
the ball, roller and thrust series.
Included in this are dimensional
load and engineering data of the
well known lines of which Precision
Bearings, Inc., are exclusive factory
representatives. Precision Ahlberg
Ground Bearings, Aetna C. J. B.
Ball I'earings and C. J. B. Pillow
Blocks, l)Ower Roller Bearings and
Kilian, Norma-Hoffmann, Rollway
and Strom .Steel Balls, Precision
Croft Bearing Washing and Eubri-
cation Equipment, as well as their
own products.

This data is particularly useful to
marine engineers- Precision Bear-
ings, Inc., will be very glad, without
any charge, to furnish these Engi-
neering Binders to engineers inter-
ested in this type of information.

^aJuJut

Modern practice in steam-gener-
ating equipment for land and marine
use is featured in the exhibit of the
Babcock & Wilcox Company at the
New York World's Fair. Boiler
units for central station and indus-
trial power are represented by a
large-scale Scene-in-Action of a
B&W Open-Pass boiler that alter-
nately is shown in outline in the
boiler house and, in section, under
operation ; a model of the Integral-
Furnace boiler, and a series of views
exemplifying the wide range of ap-
jdication of the latter unit.

The marine display includes a
sectionalized model of the Divided-
Furnace Express boiler, a replica of
the United States liner "Amerca"
with hull cut away to expose the
the two boiler rooms, and a mechan-
ized unit in which a succession of
models of B&W-equipped ships of
various types, in all kinds of service,
pass before the visitor.

A series of moving panels show
samples of the company's refractory

products, in conjunction with views
of the type of power plant or indus-
try to which each is especially ap-
plicable. The physical properties of
firebrick hard enough to scratch
glass, and insulating firebrick light
enough to float in water, are dem-
onstrated.

Other exhibits deal with the man-
ufacture of steel and alloy seamless
tubular products and the fusion
welding of pressure vessels.

JleLo^ joini. ^o^

John F. Lchor, recently with the
RKO Corporation, has been ap-
pointed assistant to the executive
vice-president of the York Ice Ma-
chinery Corporation, according to an
announcement by E. A. Klein-
schmidt, executive vice-president-
Mr. Lebor was born in Portland.
Ore., in 1906, graduated from the
University of Oregon in 1928 with
honors and a B.B.A. degree, and ob-
tained his master's degree from FTar-
vard University in 1930. During his
college career he became a member
of the following honorary and social
fraternities : Phi Beta Kappa, Beta

tiamma Sigma, Alpha Kappa Psi,
and Beta Alpha Psi.

In 1930 he entered the training
course of the Equitable Trust Com-
pany of New York (now the Chase
National Bank) and the same year
became security analyst in the firm
of Scudder, Stevens & Clark. In
1933 he joined the Radio-Keith
O'pheum Corporation where he
served as funded debt administra-
tor and handled miscellaneous cor-
porate and financial assignments
until his present appointment as
assistant to the vice-president of the
York Ice Machinery Corporation.

Pu*ftfU4tf S^iUp^ne^ii OH.
B<jA4je4i Bteame/i. C"X/pio^^^

Warren Steam Pump Company is
justly proud of the choice of Warren
pumps for practically all of the prin-
ci]ial services on board the U. S.
Coast and Geodetic Survey's latest
vessel, the Explorer. On this vessel,
every effort was made by the Survey
to have the most modern and most
efficient equipment.

It is therefore significant that the
name Warren apjiears on 17 pumps on
Explorer.

AUGUST, 1940

Novel Test for Propulsion Gears

(Continued fron

in pairs and the load was api)lic(l ;is
follows: The far pinions were con-
nected by a short length of hi^h
tensile strength steel shaft capable
of torsional distortion without
breaking or losing its elasticity.
Two halves of a rigid coupling
fitted with large hexagonal sections
were bolted to the near pinion
shafts. After computing gear tooth

page 60)

]>rcssure under full load conditions,
this ;iressure was transmitted to the
gear teeth by holding one-half of
the coupling stationary and turning
the other half by means of a large
wrench correctly weight - loaded.
When the desired tooth pressure
was attained, the two hahes of the
coupling were bolted together and
full load conditions then maintained

'\Jli«>i«T4 mo^ie to

POWELL QUALITY
BUYER'S EYE !

LOOK. FIRST. OVER A POWELL
ENGINEER'S SHOULDER ... for
assurance oi increased valve effi-
ciency and prolonged service life

Nowhere are the HIDDEN qualities of Powell
valveit more readily apparent than in our en-
einecring department. Here the "specifica-
tions" for Powell performance are constantly
beine "rewritten" to include changes in design
and conflt ruction which have demonstrated
their ability t
ciency of the '
Your eye, for i

nd prolo

operatinj;

not recogni;

refinement of internal design which distin-
guishes Powell valves and assures a freer flow
of the medium being handled. But this impor-
tant feature guards against needless pressure
drop in the line, thereby saving you many
times the cost of the valve in power, or other
energy, which you might otherwise waste.
Yes. there's a LOT more to Powell quality than
meets the eye . . . and the importance of this
inherent superiority cannot be overemphisized.
Won't you make it a primary consideration in
the selection of valves for your requirements?

POWELL VALVES

THE WM. POWELL COMPANY • CINCINNATI, OHIO

You need more than a photograph of the finished
product to see all the qualifies fhat nnake Powell
Valves uniquely able to beffer serve your requirements.

within the two gear cases. The elec-
tric motor at the lower left hand
corner of the picture maintained
operating speed of the units once
they were in rotation. Although full
])ower of over 4000 shp was not
actually transmitted b\- the gears,
an equivalent load in the form of
gear tooth ]iressure simulated actual
service operating conditions, and as-
sured the builders that each unit
was completely satisfactory for
shipment and installation.

In ser\ice, each pinion will be
connected to a /-cylinder, 2-c)cle,
P>usch-.Sulzer diesel rated at 2160
.bhp at 233 rpm for normal contin-
uous duty, and will transmit this
])ower through the bull gear to a
single propeller at 90 rpm. Elliott
electro-magnetic couplings will be
installed between engines and pin-
ion shafts to absorb torsional vibra-
tion and protect the engines against
])ossible shock from propeller foul-
ing or striking an obstruction. The
electric coupling is carried on its
own shaft, which passes through the
pinion and revolves in its own
bearings. The pinion also revolves
in its own individual bearings, and
is connected to the coupling drive
shaft through the medium of a
lle.xible coupling. This arrange-
ment ])ermits the pinion to align it-
self without interference from the
weight load of the coupling.

The Farrcl gear units measure ap-
proximately 20 feet overall athwart-
ship, and, so far as is known, these
tests are the most ambitious ever
successfully completed by any gear
manufacturer.

Insulating America

On a large passenger steamship, the
insulation of steam lines is a very im-
portant item, not only to the saving of
heat units for a more economical
power plant, but also to the comfort
of |)assengers and crew. For this pur-
])ose, on the America, thousands of
feet of Keasbey and Mattison "Feath-
erweight" 8,S per cent magnesium was
em])loyed in both ])ipe and block form.

Panels for mounting the electrical
control equipment on this vessel were
made of K. & M. F.bonized Asbestos;
and doors, where required, were ren-
dered fireproof by the use of K. & M.
1/16" firay .Sheet Flextos, veneered
with various hardwoods.

PACIFIC MARIN K REVIEW

August, 1940

PACIFIC MARINE REVIEWS
A COMPLETE LINE

SPECIFIED FOR ALL
REQOIREMENTS

26ifm.ml. 18"..,.,
hawser laij Wall
Manila- 16.000 lbs.
Small coil standard
200 fm. coil i" Wall
Manila.

tlte4^ (^ aUeaJt!

Plant Mills Indicators will positively
eliminate error in sending and re-
ceiving of signals from the Bridge
to Engine Room.

Send for complete catalog!

PLANT MILLS INDICATOR CORPN.

Iliams, Dimond &

General Agents

262 California St.

San Francisco

DISTRIBUTORS
Tourney Electric & Eng. Co.

115 Steuart St.
San Francisco

SHELL STERN TUBE UIBRKATION
KEEPS OUT GRITTY WATER

KEEP SAND-LADEN water out of the stern tube — and
Lignum-Vitae bushings should last 3 times as long.

You can do it now, easily and at low expense, thanks
to Shell's new method of Stem Tube Lubrication.

As pictured below, what you get is a collar of water-
resistant grease that seals out mud and water. At the
same time, reducing shaft wear . . . and keeping the
bearings cool.

For complete information, phone your nearest Shell
office, or write direct to Industrial Lubricants Division,
Shell Building, San Francisco, California.

A SIMPLE INSTALLATION

PAYS FOR ITSELF

;e^4/tce

TODD/-

TODD SHIPYARDS CORPORATION

One BiOBdway, New York, N. T.

ROBINS DRY DOCK AND REPAIR CO Brooklyn

TIETIEN AND LANG DRY DOCK CO Hoboken

TODD MOBILE DRY DOCKS INC MobUe

TODDIOHNSON DRY DOCKS INC Kew Oilaou

TODD GALVESTON DRY DOCKS INC GalTeilon

TODD SEATTLE DRY DOCKS INC S«iHlo

TODD COMBUSTION EQUIPMENT. INC New York

TODD OIL BURNERS, LTD Loodon, Eng.

WhyisDULUX
like us?

It has a hard,
^gh hide

Yes, but it's
much better

looking
than we are

• DULUX is the toughest finish that ever put to sea. And
because of its amazing durability, it is saving money on
thousands of ships of every size.

DULUX keeps its fine appearance longer ... in spite of
the extreme exposures every marine finish must face. It is
extremely resistant to the effects of tropic sim, salt air,
salt spray, rough seas, discoloring harbor gases.

If you'd like complete information about DULUX, just
virrite: E. I. du Pont de Nemours 8s Co., (Inc.), 235 Second
Street, San Francisco; 2419 South Grand Avenue, Los
Angeles; 525 Boren Avenue North, Seattle.

MARINE
FINISHES

Building in
American Yards

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
(Union Plantj
San Francisco

NEW CONSTRUCTION:

Hulls Nos. 5360-5364, five C-1 cargo ves-
sels for U. S. Maritime Commission, 395' x
60' X 37'6": 6400 gross tons each; 4000 H.P.
Full scantling steam propulsion type. Keel
for second ship laid March 4, 1940. First
ship launching date August 6, 1940.

DRYDOCK AND ROUTINE REPAIRS

S. O. Barge No. 93, President Lincoln
J. A. Moffett, Maya, Polarine, Aztec, U.S.S,
Saratoga, President Taft, Toltec, U.S.S
Maryland, Marymar, U.S.C.G. Relief Light
ship No. 76, Texada, R. J. Hanna, H. M
Storey, Kekoskee, A. M. Baxter.

COMMERCIAL IRON WORKS
412 Southeast Stephens St.
Portland. Ore.
NEW CONSTRUCTION:
One 20' x 60' steel gasoline barge for
U. S. Engineers, Bonneville, Ore. Completed
July 10. 1940.

DRYDOCK AND ROUTINE REPAIRS:
U.S.C.G.C. Triumph, Jane Christenson,
Si ranger.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.

NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels
for U. S. Maritime Commission. Keel laying
dates June 3, June 17, December 9, 1940,
and March 5, 1941; launching dates Novem-
ber 2?, 1940, and February 19, April 28 and
July 24, 1941; delivery dates March 3, June
2, September 4 and November 4, 1941.

FELLOWS AND STEWART, INC.
Wilmington, Calif.

NEW CONSTRUCTION;

Two 44-foot standardized sloops, "Island
Clipper" class.

One 55-foot ketch-rig yacht.

DRYDOCK AND ROUTINE REPAIRS:

Fish &. Game Comm. Research Vessel N.
B. Scofield, L. A. City Fireboat No. 2, Fan-
dango, Sunrise, Gitana, Joyita, Silver King,
Hermana, Seyelyn II; 49 smaller yachts and
commercial boats.

GENERAL ENGINEERING & DRY

DOCK CO.

Foot of Schiller Street

Alameda, Calif.

DRYDOCK AND ROUTINE REPAIRS:

Noyo, Tugs Despatch No. 3 and Gov-

ernor Markham, Ryder Hanify, Admiral
Laws, U.S.A.T. Slocum, State Dredger No.
4, Barges Nos. 54 and 62, Lake Miraflores,
Admiral Senn, El Capitan, C.G.C. Morris,
Santa Fe Barge No. 3, Etolin, Esther John-
son, Standard Oil Barge No. 8, Davenport,
Yacht Janidore.

HARBOR BOAT BUILDING CO.
Berth 264, Fish Harbor
Terminal Island, Calif.

NEW CONSTRUCTION:

Hull No. 65, tuna bait boat for Van Camp
Sea Food and Balestreri partners; length
100', breadth 25', depth U'; 150 gross tons;
Fairbanks-Morse diesel, 300 H.P.; 10 knots
speed; cost $160,000. Delivery date Octo-
ber, 1940.

LAKE UNION DRY DOCK & MACHINE
WORKS

Fairvicw and Galer Streets
Seatde, Wash.
DRYDOCK AND ROUTINE REPAIRS:
Canco, Cornelia, Manzinata, Bo.\er, 14 can-
nery boats, Alaska Pacific Packing Co. fleet,
Norco.

LOS ANGELES SHIPBUILDING &
DRY DOCK CORP.

Los Angeles Harbor
San Pedro, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Meizi Maru, Mizuho Maru, Huzi Maru.
Manju Maru, Minato Maru, Nohi Maru,
Kumi Maru, Taian Maru, Keisho Maru, Koki
Maru, Tyoyo Maru Nos. 1, 2, 3, 5, 6 and 7,
Hakurei Maru, Bansiu Maru, Toko Maru,
Erling Brovig, Thorshovdi, Cabrillo, Sunset
Pacific Barge C-1, J. J. Coney, Topila, So-
lano.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19, 1939.

Gudgeon, submarine (SS211); keel laid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Order received for construction of two
fuel barges (Y044 and Y045), dated July 11,
1939. Keel laid. No. Y044, April 1, 1940.

Order received for construction of one
seaplane wrecking derrick (YSD14), dated
January 22, 1940.

Order received for construction of one
submarine tender (AS12), dated June 12,
1940.

Order received for construction of four
submarines (SS236-SS239), dated June 28,
1940.

DRYDOCK AND ROUTINE REPAIRS:

Nashville, Chester, Chicago, McFarland,
Maury, McCall, Moffett, Batch, Avocet, YO-
24, Boggs, Lamberton, Nitro, Neosho, Eagle
No. 38, Eagle No. 32, Stingray, Skipjack,
Bobolink.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hulls Nos. 195, Sea Arrow, and 196, Sea
Star; two '-argo vessels for U. S. Maritime
Commission; LOA 492' 0", LHP 465', breadth
molded 69' 6", depth molded 42' 6", SHP
normal S.'iOO, SHP max. 9350, dis. 17,600
tons, deadweight 11,926 tons; steam turbine
propelled. No. 195 delivered July 8, 1940;
No. 196 launched December 22, 1939.

Hulls Nos. 197, Sea Panther, and 198,
two C-3 vessels for U. S. Maritime Commis-
sion LOA 492' 0", LBP 465', breadth mold-
ed 69' 6", depth molded 42' 6". Keel laid.
No. 198, June 20, 1940; No. 197 launched
June 11, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Willapa, Jane Christenson, Purse Seiners
El Commodore and California Star, Lena
Luckenbach, Olinda, S.C.T. Dodd, Madoera,
Silver Sandal, Hauraki, Lake Frances, Stan-
dard No. 1, Chirikof, Norfolk Maru, Hef-
fron, Floridan, St. Mihiel, Arizonan.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);
standard displacement 1600 tons. Launched
May 16, 1940.

Monssen (Destroyer No. DD436).
Launched May 16, 1940.

Ala (YT139). Launched November 6,
1939.

Barnegat (AVPlO), seaplane tender; keel
laid October 27, 1939.

Biscayne (AVPll), seaplane tender; keel
laid October 27, 1939.

Casco (AVP12), seaplane tender; keel laid
May 30, 1940.

Mackinac (AVP13), seaplane tender; keel
laid May 30, 1940.

PACIFIC MARINE REVIEW

August, 1940

Sa*'*.

PACIFIC MARINE REVIEW

65

mm

MOUB

a Par

From the time you replace worn-out pumping
equipment with new Viking Rotary Pumps you
start saving up to an hour or more a day in
pumping time. To match the speed of present-
day production, Viking units are designed and
built to accurately handle swift-moving pumping
schedules at less cost and ON TIME.

Bulletin 2100-35 gives you the "inside story"
. . . shows you, in detail, just how Viking saves
both time and money. Write today . . . it's a
great step toward greater pumping economy.

PACIFIC COAST DISTRIBUTORS:
Viking Pump Company

203S S. Santa Fe Ave., Los Angeles. Calif.

De Laval Pacific Co.

61 Beale St., San Francisco. Calif.

Write for FREE directions on
how to solve your individual deck-
repair problems . . . with JEFFERY'S
FIRST - QUALITY SHIP GLUE.
Send a postal card or letter to —

L .W. Ferdinand & Co., Inc.

599 ALBANY ST.

RALSTON R, CUNNINGHAM CO.
73 Columbia St.
Sedltla. Wash.

BOSTON, MASS.

GEORGE S. LACY
\i California Straat,
San Francisco. Calif.

^^^ firsts

S

Rust's clawing fingers forever seek out
the flaws in your ship's armor of protec-
tion. Keep them out with tough, flexible

DUTCH BOYOUICK-DRVING

RED LEAD

ASK THE NATIONAL LEAD MAN

Life-enjoyinji Americans are choosinjf these peaceful South
Sea isles of sun.shine. flowers, and native charm for the
vacation. The introduction ... an enchanting voyage
: smooth Pacific, in the safety of American ships.

Fares: (each tvay^ California to Honolulu
FIRST CLASS jrom $125 • CABIN CLASS jrom $8.5

nally-escorted
Zealand and Australia via Hawaii.
Over 17.000 miles ... 48 days . . .
rsions. All-inclusive-cost, complete cruise.
from $650 for certain summer sailings.

: Time-savinp. efficient freight service, modern
1. via the LURLINE and MATSONIA to Hawaii ;
■A the MARIPOSA and MONTEREY to New Zealand and
iistralia. by way of Samoa and Fiji. Additional regular
id frequent freighter schedules from Pacific Coast ports.
Interestine complete details from your Travel Agent, or:
MATSON NAVIGATION COMPANY
THE OCEANIC STEAMSHIP COMPANY
itii Francisco. Los Angeles. San Diego, Seattle. Portland

SEATTLE-TACOMA SHIPBUILDING
CORP.
Foot of Alexander Ave.,
Tacoma, Wash.
NEW CONSTRUCTION:
Hulb Nos. 1-5, five C-I cargo vessels for
U. S. Maritime Commission. Single screw;
full scanthng diesel propulsion type. Two
General-M.A.N. :,100H.P. diesels; 14 knots
speed. Keel laying dates. March 5, April l."^,
August 26, September 26. 1940, and Febru-
ary 26, 1941. Launching dates, August 1,
September 1, 1940. and February 1, March 1.
July 1, 1941. Delivery dates, January 1,
February 1, June 1, July 1 and October 1,
1941

TODD SEATTLE DRY DOCKS, INC.
Harbor Island
Seanle, Wash.
DRYDOCK AND ROUTINE REPAIRS:
Tug Tyce. Dredge Dan C. Kingman. Mal-
ama. West Ira. Honomu. Camden, Crown
City, Oduna. Romulus. Panama Express.

WESTERN BOAT BUILDING CO., INC.

2505 East nth Street

Tacoma, Wash.

NEW CONSTRUCTION:

Hull No. 141. Western Pacific, bait boat
for tuna fishing for Western Pacific Co.,
San Diego, Calif.: 100' x 26': 350-H.P. Su-
perior engine. Delivery date, July 1, 1940.

Hull No. 142, St. Francis, purse seine
fishing boat for Hubert Ursich, Tacoma,
Wash.: 93' x 24': 380-H.P. Enterprise engine.
Delivery date, July 1, 1940,

Hull No. 143. purse seine fishing boat for
Spiro Babich, Gig Harbor, Wash.: 95' x 25';
400-H.P. Atlas engine. Launching date,
June 1. 1940.

DRYDOCK AND ROUTINE REPAIRS:

Tug Madrona, Tacoma Fireboat, Fishing
Boats Helen L. Christine, Western Chief,
Progress, Western Flyer and New Mexico.

WESTERN PIPE AND STEEL CO,
South San Francisco, Calif.
NEW CONSTRUCTION:
Hulls Nos. 57-61, five C-1 cargo vessels

for U. S. Maritime Commission. Full scant-
ling diesel propulsion type; single screw; two
Busch-Sulzer 2,100-H.P. engines. Keel laying
dates, February 5, February 19, August 15,
November 10, 1940; and March 1, 1941.
Launching dates, August 8, October 10, No-
vember 10, 1940; March 15 and July 15,
1941. Delivery dates, January 16, March 17,
May 16, July 15 and September 13, 1941.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.

NEW CONSTRUCTION:

Six coal barges 175' x 26' x 11' for
Carnegie-Illinois Steel Co.

Four sand barges 148' x 36' x 15' 6" for
Panama Canal

Ten coal barges 175' x 26' x 11' for stock.

BATH IRON WORKS
Bath, Maine
NEW CONSTRUCTION:
Hull No. 178, DD424, Niblacic, 1620-ton
destroyer for U. S. Navy. Delivery date Au-
gust, 1940.

Hulls Nos. 180-181, DD429, Livcrmorc,
and DD430, Eberle, two 1620 ton destroyers

for U. S. Navy. Delivery dates, December,
1940, and February, 1941. respectively.

Hulls Nos. 182-183, DD437, Woolsey, and
DD438, Ludlow, two 1620-ton destroyers for
U. S. Navy. Delivery dates, June 15, 1941,
and August 15. 1941.

Hulls Nos. 184-187, four cargo ships for
American Export Line; 400' x 60' x 39'.

Hulls Nos. 188-189, DD457 and DD458.
twc destroyers lor U. S. Navy.

Hulls Nos. 190-195, DD449-451, 467-469,
six destroyers for U. S. Navy.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

Hulls Nos. 1470, Benson, and 1471, Mayo,
two 1,600-ton destroyers for U. S. Navy.
Launched November 15, 1939, and March
26, 1940.

Hull No. 1478. Massachusetts; 35,000-ton
battleship for U. S. Navy. Keel laid July 20,
1939.

Hulls Nos. 1479, San Diego, and 1480,
San Juan, two 6,000-ton cruisers for U. S
Navy. Keels laid March 27 and May 15,
1940.

Hulls Nos. 1481-1484, four cargo vessels
for U. S. Maritime Commission; 450' B.P. x
66' X 42' 3"; I6I/2 knots; geared turbines and
water tube boilers; 14,500 tons. No. 1481
launched June 22, 1940,

Hulls Nos, 1485-1487, three tankers 502'
X 68' X 37': 21,000 tons.

Hulls Nos. 1488-1491, four tankers for
Sinclair Refining Co.: 10,700 tons dwt.

Hulls Nos. 1492-1493, two tankers for
Sinclair Refining Co.: 15,450 tons dwt.

Hulls Nos. 1494-1497, four heavy cruisers
for U. S. Navy.

Hulls Nos. 1498-1501, four light cruisers
for U. S. Navy.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:
Hull No. 4331, Esso Albany; 16,300 dwt.
ton tanker for Standard Oil Co. of N. J.; 18
knots speed. Launching date April 27, 1940,
Hulls No. 4338, Delorleans; and No.
4339, Deltargentino; two passenger and
cargo sh'ps for Mississippi Shipping Co.
Launching dates, No. 4338, February 17,
1940: No. 4339, July 13, 1940. Delivery
dates. No. 4338, September 1, 1940; No.
4339, December 1, 1940.

Hulls Nos. 4341-4343, three cargo vessels
for Seas Shipping Co.

Hulls Nos. 4344, James Lykes, 4345-4348,
five C-1 cargo vessels. No. 4344 launched
July 27, 1940.

Hull No. 4349, Esso Nashville, tanker for
Standard Oil Co. of N. J. 13,000 tons dwt.;
13 knots. Launched June 15, 1940.

Hulls Nos. 4350-4352, three cargo vessels
for Seas Shipping Co.: 450' x 66' x 34';
6300 H.P.: 8500 gross tons.

Hulls Nos. 4353-4356, four oil tankers f(ir
Socony Vacuum Oil Co.; 487'6" x 68' x 37':
12,000 H.P.; 9,800 gross tons.

Hull No. 4357, oil tanker for Union Oil
Co. of Calif.; 442' x 63' x 34'10"; 3500
H.P.; 8000 gross tons.

Hulls Nos. 4358-4359, two oil tankers for
Socony Vacuum Oil Co.: 487'6" x 68' x 37';
12,000 H.P.; 9800 gross tons.

Hulls Nos. 4360-4361, two oil tankers for
Union Oil Co.; 442' x 64' x 34'10"; 3500
H.P.; 8000 gross tons.

Hulls Nos. 4362-4364, three cargo and
passenger vessels for Mississippi Shipping
Co.: 465' X 65'6" x 39'9"; 8600 H.P.; 8300
gross tons.

Hull No. 4365, oil tanker for Richfield
Oil Co.; 442' x 64' x 34'10": 3500 H.P.;
8000 gross tons.

Hulls Nos. 4366-4368, three oil tankers
for Panama Transport Co., 487'6" x 68' x
37': 7000 H.P.; 9800 gross tons.

Hull No. 4369, oil tanker for Continental
Oil Co.; 442' X 64' x 34'10"; 3500 H.P.;
8000 gross tons.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
Staten Island Yard
Staten Island, N. Y.

NEW CONSTRUCTION:

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Launching dates October 1 and
December 1, 1940; and April 1, July 1 and
September 1, 1941, respectively. Delivery
dates April 1, June 1, August 1, November
1, 1941; and January 1, 1942, respectively.
All above dates tentative.

Hulls Nos. 8021-8022, two destroyers for
U. S. Navy.

BROOKLYN NAVY YARD
Brooklyn, N. Y.

NEW CONSTRUCTION:

BB 55, North Carolina, battleship; LB. P.

714' 0", beam to outside armor 108' 0",
std. displ. 3 5,000 tons; geared turbine en-
gines; express type boilers. Launched June
13, 1940; contract delivery, September 1,
1941; estimated delivery date, October 15,
1941.

BB 61, Iowa, battleship; LOA 880', beam
108'; 4500 tons standard displacement;
geared turbines. Keel laid June 27, 1940.
Contract delivery date August 1, 1943.

BB 62, Missouri. Order placed June 12,
1940.

IRA S. BUSHEY & SONS, INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 805 H.P. engines; for builder's ac
count. Delivery dates August and September,
1940.

One wooden deck scow 118' x 36' x 10
for A. J. Harper, Baltimore, Md. Delivery
date July 31, 1940.

DEFOE BOAT 8i MOTOR WORKS
Bay City, Mich.

NEW CONSTRUCTION:

Hull No. 166, sub-chaser PC-451, for
U. S. Navy. Length 170'. Delivery date,
August, 1940.

PACIFIC MARINE R i: V I E W

August, 1940

PACIFIC MARINE REVIEW

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK DETROIT

BOSTON '" CALIFORNIA STREET, SAN FRANCISCO ^^SHINGTON, D. C.

CHICAGO Offices and agents throughout the world LOS ANGELES

^^^^?ll3^^^^

^^

^w li 7 ir_^M

SIGNAL THEM 1

, TO RESERVE me/

1 A SUITE AT 1

Jw^i

THE BARCLAV J

r -^-

^"^^^n^.

When in Philadelphia, come
to The Barclay, Philadelphia's
most distinctive hotel. After

you leave, you'll count the
days until you can return
again, tor this delightful resi-
dence provides the ultimate

mi'

in luxurious living.

w

RITTENHOUSE SQUARE

PHILADELPHIA

Arthur T. Murray, Managing Mir.-, tor
RATKS ON REQUEST

^i424fCi44'H^ 100 years of service
to the maritime industry ... in the
manufacture of ship control, signal-
ing and electrical equipment of the
finest quality and utmost reliability.

BENDIX AVIATION CORPORATION
MARINE DIVISION

= 7S4 Lexington Ave

oklyn, New York =

Hull No. 167, sub-chaser PC-452, length
174', for U. S. Navy. Keel laid March 14,
1940.

THE DRAVO CORPORATION

Et:gtneering Works Division
Pittsburgh. Pa., and Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1636, one welded steel carfloat
530' X 40' X 11' for Long Island RR, Phila-
delphia, Pa.: 1305 gross tons.

Hull No. 1659, one welded steel oil barge
148' X 38' X 9' for Pacific Dry Dock & Re-
pair Co., San Francisco, Cahf.; 426 gross
tons.

Hull No. 1674, one 700-H.P. twin screw
diesel towboat hull 135' x 26' x 8' for
Wheeling Steel Corp., Wheeling, W. Va.;
290 gross tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Navy
Dept., Washington, D. C; 1598 gross tons.

Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x 11' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1690-1691, two welded steel
deck lighters 80' x 30' x 9' for Pennsylvania
R.R.: 554 gross tons.

Hulls Nos. 1692-1701, ten welded steel car
floats 250' X 54' x 9' 1" for Pennsylvania
R.R.: 5940 gross tons.

Hulls Nos. 1710-1711, two type W-7
welded coal barges 175' x 26' x 10' 8" for
stock: 94 5 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 155' x 27' x 11' 9" for
Semet Solvay Company; 290 gross tons.

Hull No. 1724, welded steel gasoline
barge 195' x 55' x 9'6" for Campbell Trans-
portation Co., Pittsburgh, Pa.; 568 gross
tons.

Hulls Nos. 1726-1735, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
stock: 4720 gross tons.

Hull No. 1736, one welded steel oil fuel
storage barge for Brooklyn Edison Co.; 575
gross tons.

Hulls Nos. 1737-1739, three welded steel
oil barges, 195' x 55' x 9' 9", for stock; 598
gross tons.

Hulls Nos. 1740-1749, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
stock; 4720 gross tons.

Hull No. 1750, 1300 H.P. twin screw die-
sel towboat 176' x 56' x 10' for stock; 590
gross tons.

Hull No. 1751, 760 H.P. twin screw die-
sel towboat 145' X 26' x 8' for stock; 518
gross tons.

Hulls Nos. 1752-1756, five welded steel
gasoline barges 195' x 55' x 9'9" for stock;
2990 gross tons.

ELECTRIC BOAT CO.
Groton, Conn.

NEW CONSTRUCTION:

Hull No. 36, Tautog (SS199); standard
displacement 1475 ton'>: launched January 27,
1940; delivery date. July 3, 1940.

Hull No. 37, Thresher (SS200); standard
displacement 1475 tons: launched March 27,
1940: delivery date, September, 1940.

Hull No. 39 Gar (SS206); standard dis-
placement 1475 tons; keel laid December 27,
1939.

Hull No. 40 Grampus (SS207); standard
displacement 1475 tons; keel laid February
14, 1940.

Hull No. 41 Grayback (SS208); standard
displacement 147.^ tons; keel laid April 3,
1940.

Hull No. 42, Mackerel (SS204); standard
displacement 800 tons; keel laid October 6,
1939.

THE FEDERAL SHIPBUILDING
AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:
Hulls Nos. 160, Plunkett; and 161,
Kearny; two torpedo boat destroyers for the

United States Navy. Launched March 9,
1940.

Hulls Nos. 165, Almeria Lykcs; 166 and
167; three C-3 cargo vessels fur U. S. Mari-
time Commission. Launching dates, No. 165,
•April 27, 1940: No. 166, July 13, 1940.

Hulls Nos. 168-169, CL51, Atlanta, and
CL52, Juneau, two 6000 ton cruisers for
U. S. Navy. Keels laid April 22 and May 27,
1940.

Hulls Nos. 170, Edison, and 171, Ericsson,
two torpedo boat destroyers for the United
States Navy. Keels laid March 18, 1940.

Hulls Nos. 172-176, five C-1 cargo vessels
for U. S. Maritime Commission. Keels laid.
No. 172, January 22, 1940: No. 173, May 6,
1940: Nos. 174-175, June 6, 1940.

Hulls Nos. 177, Esso Montpelier; and 178,
two tankers for the Standard Oil Co. of N. J.
Launched May 25, 1940. No. 177 delivered
July 3, 1940.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

Hulls Nos. 187-188, two cargo ships for
Matson Navigation Co.

Hull No. 189, one tanker for Pan Ameri-
can Petroleum and Transport Co.; 15,000
dwt. tons.

Hulls Nos. 190-193, four tankers for Sin-
clair Refining Co.; 15,000 dwt.

Hulls Nos. 194-197, four destroyers for
U. S. Navy.

Hulls Nos. 198-203, six destroyers for U.
S. Navy.

Hulls Nos. 204-205, two destroyers for
U. S. Navy.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION:

Hulls Nos. 253 to 256, four C-3 cargo
vessels. Completion dates November, 1940;
and January, March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels for U. S. Lines. De-
livery dates March 15, April 15, June 15 and
August 1, 1941.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 55'
X 7'6". Estimated completion date, Septem-
ber 1, 1940.

One oil barge, 195' x 35' x 9' 9", for C. J.
King, Dothan, Ala. Completion date, July
29, 1940.

One oil barge, 225' x 35' x 10' 0", for
Standard Oil Co. of Kentucky. Completion
date, August 16, 1940.

One oil tanker for Husky Transit Corp.,
Minneapolis, Minn.; 255' x 55' x 14'. Esti-
mated completion date January 3, 1941.

One derrick barge for Dunbar &? Sullivan

Dredging Co., Detroit, Mich.; 100' x 43' x
10'. Estimated completion date November 1,

1940.

MANITOWOC SHIP BUILDING CO.

Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'
x 25.5'. Approximate dates, launching date,
September 15, 1940; delivery date, January
4, 1941.

One steel twin screw diesel towboat,
140' X 5 5' X 8' 6". Delivery date, Novem-
ber, 1940.

THE MARYLAND DRYDOCK CO.

Baltimore, Md.
DRYDOCK AND ROUTINE REPAIRS:
China Arrow, Deer Lodge, West Celeron,
West Honaker, U.S.C.G. Tender Beech.

NEWPORT NEWS SHIPBUILDING &.
DRYDOCK CO.

Newport News, Va.

NEW CONSTRUCTION:

Hull No. 369, America, twin screw mail,
passenger and cargo liner for United States
Lines Co.; length 723', beam 92', depth 45'.
Launched August 31, 1939; delivered July 2,
1940.

Hulls Nos. 371 and 372, two oil tankers
for Standard Oil Company of New Jersey;
gross tonnage about 11,500 tons; L.B.P. 525',
breadth molded 75', depth molded 39'. Keel
laid. No. 372, February 5, 1940. No. 371 de-
livered June 21, 1940.

Hull No. 378, battleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1959.

Hulls Nos. 379, 380, 381, 382, 383 and
384, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", depth
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 580, November 15, 1939; No. 381,
December 26, 1939; No. 382, February 5,
1940. Launching date. No. 379, June 7,
1940.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U. S. Mari-
time Commi.ssion; length 465', breadth 69'
6", depth 42' 6"; gross tonnage about 9100
tons. Delivery date May, 1941.

Hulls Nos. 387-388, two single-screw
cargo vessels for Matson Navigation Co.
Length 465', breadth 69' 6", depth 42' 6";
gross tonnage about 7,700. Delivery dates
May 25 and July 1, 1941.

Hull No. 389, one single-screw cargo ves-
sel for International Freighting Corp., Inc.
Length 455', breadth 65', depth 40' 6";
gross tonnage about 8,000. Delivery date Au-
gust 1, 1941.

THE NEW YORK SHIPBUILDING
CORPORATION

Camden, N. J.

NEW CONSTRUCTION:

AV4, Curtiss, seaplane tender for U. S.
Navy; launched April 20, 1940.

ADl5, Prairie, destroyer tender for U. S.
Navy. Launched December 9, 1959.

AV5, Albemarle, seaplane tender for U. S.
Navy: keel laid June 12, 1959.

PACIFIC MARINE REVIEW

August, 1940

PACIFIC MARINE REVIE

W

69

TOUMEY

Representing

BENDIX MARINE PRODUCTS CO.

Successors to

CHAS. CORY CORPORATION

Signaling, Communlceting and Lighting Equipment

PNEUMERCATOR CORPORATION (New York)

Gauges: Liquid Level, Ships Draft, Pressure,

Boiler Water Level

PLANT MILLS DIRECTION INDICATOR

AND ENGINEER'S ALARM

GArfield8l02 SAN FRANCISCO 1 15-1 17 S+euart St.

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING ... . SEARCHLIGHT PROJECTORS . . . .
SOUND POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

Specify FRANCE Metal Packing for
IVIarine Engine Piston and Valve Rods

Nearly half a century of experience guarantees maximum
perjormtxnce at minimum expense for high, intermediate
and low pressure service.

To obtain renewals or replacements, furnish the number
stamped on case and diameter of rod. Write for new
catalog M-6.

Sole Authorized Representatives:

San Francisco — Hercules Equip-
ment & Rubber Co., .5.50 - 3id
Street — EXbrook 2575

Seattle — Guy M. Thompson. 1241
South Alaskan Way ~ Phone
MAin 1870

Norfolk— C. E. Thurston & Sons,
.56 Commercial Place — Phone
Norfolk 2-60411

Los Angeles— A. C. Elder, 2714
South Hill St.— PRospect it.529
New York City— France Packing
Co.. Room I07-E. 30 Church
St.— COrtlandt 7-6827
ew Orleans— R. M. Shad, 430
Florida Ave. - Phone Oalvez
1.5113

THE FRANCE PACKING COMPANY
Tacony, Phila., Penna.

Or/gina/ FRANCE

METAI. I»A«;KIX«

SAVE TIME and MONEY

Speed up loading and un-
loading with Chiksan Bull-
Bearing Swing Joints ami
Doek Risers. Pressure and
vacuum tight. Turn easily in
all weather. Never require
tightening or adjustmenl.
.1 styles; 4" and 6" sizes in
malleable iron; i" lo 10"
sizes in steel.

DlSTRIBUTEr) BY CraNF, Co.

CHIKSAN TOOL CO.

|{RR.\
CALIF

T. S. Neilson, President

D. S. Neilson, Vice-Pres.

Berkeley
Steel Construction Co., Inc.

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Sperification to Lloyds, American Bureau of Shipping
or A.S.M.E.

Second and Camelia S+s. - - - Berkeley, California
Phones BErkelev 1662-34-.5

c

In tube cleaners as in every-
thing else, nothing takes the
place of experience.

ELLIOTT COMPANY

LAGONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

Factory Sales and Service Maintained

813 RIALTO BLDG., SAN FRANCISCO

Phone SUtter 5213

LoJ Angeles, 1732 E. 7th St. Seattle, Wn., 414 Vance BIdg.

Contributing to your overhead economies!

PLYMOUTH

KOjP£ • • • offers longer life

/i^^d\ *"** ^"***' depend-

f>KZl>^\ ability in hard service
because of its unsur-
passable QUALITY

PLYMOUTH CORDAGE COMPANY

BB57, South Dakota, battleship tor U S.
Navy. Keel laid July ?. 1959.

AR5. Vulcan, repair ship for U. S. Navy.
Keel laid December 26, 1939.

CL55, Qeveland, and CL56, Columbia,
two cruisers for U. S. Navy; order placed
March 2 3, 1940.

CL57 and CL58, two cruisers for U. S.
Navy. Order placed June 12. 1940.

U. S. NAVY YARD
Portsmouth, N. H.
NEW CONSTRUCTION:
Submarines SS201, Triton; SS202, Trout;
SS209, Grayling, SS210, Grenadier; SS205.
Marlin; SS228. SS229, SS230, SS231,
SS232. SS233. SS234, SS235.

DRVDOCK AND ROUTINE REPAIRS:
Barracuda, Bass, Bonita.

THE PUSEY ac JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp.: 1600 gross
tons; 300' x 65' x 20'; steam Una-Flow pro-
pulsion; 3600 H.P.: 16-knots speed; cost
$1,000,000. Launching date August 1, 1940;
delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000
gross tons: 413' x 60' x 37' 6"; turbine pro-
pulsion; 4000 H.P.; 14-knots speed; cost
$1,928,000. Launching date November 1,
1940; delivery dates January and March,
1941, respectively.

Hulls Nos. 1077 and 1078, two tugs for
Donaldson Towing 6? Lighterage Co.; 205
gross tons; 95' 6" x 24' x 14' 9"; steam Una-
Flow propulsion; 600 H.P.; 13-knots speed;
cost $200,000 each. Launching date May 21,
1940; delivery date July, 1940.

Hull No. 1079, tug for Long Island R.R.
Co.; 105' X 24' X 12' 11"; 210 gross tons;
Una-Flow steam machinery; 800 S.H.P.; 11
knots speed. Launching date October 15,
1940; delivery date December, 1940.

Hulls Nos. 1080-1081, two automobile and
passenger ferries for Delaware-New Jersey
Ferry Co.; 206' x 65' x 16'; 750 gross tons;
Una-Flow steam machinery; 1400 S.H.P.; 15
m.p.h. speed. Launching date December,
1940; delivery date 1941.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION;
Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;

diesel propelled; equipped with Sun-Doxford
engines. Delivery dates May, July, August
and October, 1941.

Hull No. 192, single screw steam turbine
railroad car carrier for Seatrain Lines, Inc.
Delivery date July 10, 1940.

Hull No. 193. one tanker for Standard
Oil Co. of Calif.; 7,000 dwt. tons. Delivery
date March, 1941.

Hull No. 194, one Unker for Atlantic Re-
fining Co.; 19,400 tons. Delivery date July
10, 1940.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co. of N. J.; 18,000 dwt. De-
livery dates March and June, 1941.

Hull No. 196, one tanker for Sun Oil
Co.; 18,000 tons. Delivery date December 1,
1940.

Hull No. 198, one tanker for Texas Co.;
13,785 tons. Delivery date July, 1941.

Hulls Nos. 199-206, eight cargo vessels
for U. S. Maritime Commission; 7,500 tons.

Hull No. 207, tanker for Standard Oil Co.
of New Jersey; 18,000 dwt. Delivery date
August. 1941.

Hulls Nos. 208-210, three tankers for
Standard Oil Co. of N. J.; 16,400 dwt.; steam
turbine.

Hull No. 211, tanker for Atlantic Refin-
ing Co.; 19,400 tons.

Hull No. 212, tanker for Sun Oil Co.;
18,000 tons.

Hulls Nos. 213-215, three tankers for
Standard Oil Co. of N. J.; 18,000 tons;
steam turbine.

Hulls Nos. 216-220, five tankers for Stan-
dard Oil Co. of N. J.; 18,000 dwt.

Hulls Nos. 221-222, two tankers for Key-
stone Tankship Corp.; 16,400 tons; steam
turbine.

Hulls Nos. 223-225, three 16-knot tankers
for The Texas Co.; single screw steam tur-
bine; 13,285 tons dwt.

Hulls Nos. 226-228, three tankers for Key-
stone Tankship Corp.: 16,400 tons; steam
turbine.

Hull No. 229, tanker for .Atlantic Refin-
ing Co.; 19,400 tons.

TAMPA SHIPBUILDING ac

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 33-36, four C-2 type cargo

vessels for U. S. Maritime Commission; 459'
X 63' x 31' 6"; 9291 dwt. tons; diesel pow-
ered. Delivery dates, No. 33, July 1, 1940;
No. 34, September 15, 1940.

Hulls Nos. 37-40, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons.

In an effort to acquire the last
ele\en remaining units of the South-
ern Pacific-Golden Gate Ferry Lines
San Francisco Bay ferries, Capt.
Alex M. Peabody, head of Pugct
.Sound Navigation Company of Se-
attle, has submitted bids on all units
of this once-large fleet. Steam fcr
ries are: San Mateo, Shasta, City of
Sacramento, Calistoga and Najia
^'alk■v. Diesel ferries are: the
Stockton, Fresno, Redwood V.w\-
])ire. Lake Tahoc, Mendocino and
Santa Kosa.

• Another Call for Bids

.\nrth\vcst steel building yards
were notified that bids would be re-

ceued in W ashingtoii, D. C. for
a 209.4 x 3'J X 23-ft. steel, 2000-hp
geared turbine U. S. Coast and
Geodetic Survey ship similar to the
Explorer, to cost approximately
$1,000,000. LJids are requested also
on an 88-ft. wooden twin-screw
diesel sur\ey shij) similar to the re-
cently finished E. Lester Jones.
These two ships presumably will be
teamed for special survey work.
• Three Big Shipbuilding An-
nouncements for the Northwest
Three shipbuilding announce-
ments have rapidly expanded the
shipbuilding picture on Puget .Sound
during the month of July, and all of
them originated within the same or-
ganization— the Todd Seattle Dry-
docks, Inc. — Seattle-Tacoma Ship-
building Corp. group.

First, late in June, came the an-
nouncement that the Tacoma yard
would immediately start construc-
tion of a third shipway, and that a
new outfitting dock would be built
not only to permit hull finishing but
complete installation of engines and
machinery, and enable the plant to
delixer the Maritime Commission
ships complete from the Tacoma
plant.

Secondly came word that the
American Mail liners, President
Grant and President Jackson, which
have been tied up near Bremerton,
in Charleston harbor, ha\e been
brought to the big Seattle plant of
Todd .Seattle Drydocks, Inc., by
Navy tugs, and will be converted
into naval transports at a cost of
from $1,000,000 to $1,.S00,000 per
ship, depending on results of a sur-
vey now under way. .Simultaneously
with the announcement of this con-
tract, Todd's have announced
through R. J. Lamont, jiresident,
that between 700 and 800 men would
be added to the Seattle ]),iyr(ill to
rush the naval contracts.

The third important bit of news
is the announcenienl by the .Seattle-
Tacoma .Slii]ibuilding Corp. that the
first of five 7.S00-ton C-l-B type
Maritime Commission motorships
would be launched Thursday, Au-
gust 1, ;il 4:.^0 1). m., the first of this
tvpe of Commission shi])-< to be
lanncluMJ.

.Mrs. loliii r.octliger, d.iusfhtcr ol
President Roosevelt and wife of (he
.'^c.-itlle ])ul)lisher. will sjionsor thi?
vessel.

1' \ C I h I (; M ,\ R 1 N E REVIEW

**AMur.

iidv launt'hing ol M.S. A»tEMtiCA!% MAWFACTIttEtt.

^irsl hI tirv f'-l vargo molorHhips undet^inuigil rurtfttn
t^Snulli'San Frunei»ro yard t*l
'■ • '^rn Pipe & Stcrl Company

iSXi

/iai'

COORDINATED!

Bii

AiiutluT hithlrn /tins laliiv in
Tiilihs 1111(1 I'orlliiiiil Marine Hope

W lini llir «-|iiiiM|tii>iiK|ii|) cri'M (swr«'j)s
iicrosK llu- finis'] line — a winni-r |MTfecl
(' Kiriliniition I'lix li«-fn r«>|MinHililc.

I II III- in llic (-llilMl|liltn^llip (lai^h. r<>|><- i<»>
nuiMt I))- riiortliriiiti-;!. hlavU filn'
>lriinii. rniiKt VM>rk t<l^l■llH■r us a unit to
^liarr iIh" Iliad ami dfliMT tlie iniixiiiiiini
in Ktrcniilli ami i>i i

I lie M'icntific nirtlidil.- Ii\ wlmh I iilili-
anil I'lii'lland Marine Kiipf ar«- niadf. tin-
p-nrratiunH uf ropi'-niakinc «'X|KTi«*nrp
lirliind llirni. llii- rxarlinfj leHlx in ♦•very
slap" of niannfartnre assure this prrfrrt
(Miirdination.

riiiti ih just aniillii-r uf iIiukc liiddrn plu8
\ allies in Tnlilts anil Portland Marine
Kope valiii>>. that yon cannot see hut
that add iniicli to rope satisfartion and
that greatly lower operatinp eosts.

TLBBS C0I{DA(;E O

200 Bush Smtti. San Ikancisco

RTLAND CORDAGE

I

I

,C

|^^*«»"^^

|iJU)VEUIJiAr MANILA; |

Official Organ

Pacific American
Steamship Association

Shipowners Association
of the Pacific Coast

PACIFIC

mflRin€
Review

Contents- September, 1940

Editorial Comment: 33

National Defense Activities
A Pacific Coast Shipbuilding Record
Bids on C-3s
Old-Timers Wanted
Seattle-Tacoma Shipbuilding Corporation Launch First Pacific

Coast C-1 36

Bethlehem Puts Over a C-1 38

A Big Splash at South San Francisco 40

Consolidated Steel Corporation, Ltd., Makes Great Progress... 43

How Many, Who, and Where are Our Non-Citizen Residents? 44

Tampa Delivers Sea Witch 46

Two Interesting All- Welded Steel Tugs 50

S.S. America — An AU-American Liner 52

Radio Installation on America 56

By Charles J. PanniU

Two Unaflow Steam Engine Installations 58

Your Problems Answered 60

By "The Chief

Steady As You Go! 63

By "The Skipper"

On the Ways 66

Latest News from American Shipyards

Safety Aboard Ship and on the Docks 70

By M. McKinstry

Pacific Marine "Reviews" 73

Building in American Yards 84

Miscellaneous: G. E. Turbine Orders Hit New High, 45; General

Motors Diesel Division Expands, 45; Signaling Efficiency Im-
proved, 57; Engineers' Licenses for July, 62; Book Reviews
and Trade Literature, 62; Deck Officers' Licenses, 63; Liter-
ature of the Industry, 68; A Pacific Coast Forecast, 69; A New
Radio Telephone for Coastwise Vessels, 72.

PUBLISHED AT 500 SANSOME STREET SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March J, 1879, Published on the 1st of
each month. Advertising and editorial forms close on the l5th. Subscription price, one year: Domestic, $1.50: foreign, $2.50; two years:
Domestic, $2.50; foreign, $4.00; three years: Domestic, $3.00: foreign, $5.50; single copies, 25c. Chas. F. A. Mann, Northwest Represen-
tative, 1110 Puget Sound Bank Bldg., Tacoma, Wash. New York Office, Rooms 202-203, 170 Broadway; Telephone COrdlandt 7-3579.
Los Angeles Office: 816 West 5th Street; Telephone Michigan 1680.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash,
17 Battery Place: Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C., at the news stand of the Carlton Hotel,

16th and K Streets.

J. S. Hines

President and Publisher

B. N. DeRochie

Assistant Publisher

Paul Faulkner

Advertising Manager

Alexander J. Dickie

Editor

P. Dryden Moore

Assistant Editor

GEO. E. SWETT & CO., £

mflRinf-lllDUSTfi HL SflLtS 8 SfRV

Sales and Service

CONSOLIDATED ASHCROFT

HANCOCK CO.. INC.

Consolidated Safety Valves, Ashcroft Dura-
gauges, Hancock Valves, American Tem-
perature Instruments.

CARRIER-BRUNSWICK

INTERNATIONAL, INC.

Refrigeration and Air Conditioning Equip-
ment.

WARREN STEAM PUMP CO., INC.

Centrifugal and Steam Pumps for All
Ser\'ices.

ILG ELECTRIC VENTILATING CO.
Blowers, Fans, Unit Heaters.

FISHER GOVERNOR CO.

Reducing Valves, Pump Governors and
Control Specialties.

MARKEY MACHINERY CO., INC.
Deck Machinery, Steering Gears.

DORAN COMPANY

Air Whistles, Acid Resisting Valves and
Fittings.

KINGSBURY MACHINE WORKS, INC.
Thrust and Journal Bearings.

WATEROUS COMPANY
Waterous Rotary Pumps

DIAMOND POWER SPECIALTY CO.
"Diamond" Soot Blowers, Gauge GlassesM
Smoke Indicators. I

CUNO ENGINEERING CORP.

"AUTO-KLEAN" Mechanically Cleaned
Filters.

DAVIS ENGINEERING CORP.

Paracoil Water Heaters, Evaporators, Heat
Exchangers.

YORKSHIRE COPPER WORKS, LTD.
"Yorcalbro" Aluminum Bronze Condenser
Tubes.

MARINE EQUIPMENT

Evaporators - Oil Heaters - Oil Coolers - Grease Extractors - Water Heaters
Histillers - Feed Water Heaters - Exhanst Gas Boilers - Heat Exchangers

DAVIS ENGINEERING CORPORATION

Plant and General Offices, Elizabeth, N. J.

George E. Swett & Company
San Francisco

V. S. Jenkins Company
Seattle

The
Allan Cunningham Line

^'inehe» • Windlasses
Capstans - Steering Gears

|[j^:llia^l

Hyilraulir Safety Steering Telemeter — as
supplied le the U. S. C. & G. S. "Explorer."

MARKEY MACHINERY CO.

INC.

Seattle, Washington
MARINE AUXILIARY MACHINERY

Manganese Bronze PropcUerS

"Cunningham'' Air and Steam
WHISTLES

DORAN COMPANY

Manufacturers
SEAHLE, WASH.

26 WARREN PUMPS

for 12 Important Services

ON THE S.S. AMERICA

several other important services. These pumps will serve
the "America" long and well, just as Warren pumps
have upheld heavy responsibilities on many other lead-

For the "America" Warren furnished pumps for mai
and auxiliary condensate, sanitary, fresh water, ic
water, condenser circulating, brine circulating, an

ing ships for the last thirty years. . . On your pump

requirements, specify "Warren",
n

e WARREN STEAM PUMP COMPANY, INC.

d WARREN. MASSA( HIISKTTS

77Kr,

.13 MAIIV STREET - SUTTER «»00 • SAI\ ERAIXTMS

VOLUME 37
No. 9

PRCIFIC

mflRine
Review

SEPTEMBER
1940

Moo^ie &n^eaki Ute. 9ce ^ /^aw. We Qa4^ All Swltn

On August 28, at 7:15 p.m., the Moore Dry Dock
Company launched the last hull of a program of
four C-3 cargo steamers. This launching, the first
evening launch at a Pacific Coast shipyard since
the first World War, thrilled a large and enthu-
siastic audience of launching fans.

As is usual at this yard, the launching proceeded
with clocklike regularity. She was christened Mor-
macsun by Miss Carlota Sepidveda Chapman, and
the fine hull with her (Moore) eyes at the prow
illuminated by searchlight, and with a great burst
of flares on her forecastle, slid gently down the
ways to rest quietly on the peaceful waters of Oak-
land's inner harbor.

Of these four vessels one, the Sea Arrow, has
been completed and delivered to the U. S. Mar-
itime Commission, which promptly sold her to the
U. S. Navy. The Navy returned her to the Moore
Dry Dock Company for extensive alterations to
make her over for certain naval uses. The other
three unfinished vessels have purchased by the
Moore-McCormack Steamship Company for oper-
ation in their Pacific Republics Line service be-
tween Pacific Coast ports and ports of the East
Coast of South America. It is significant that the
choice of these vessels was made by Moore-McCor-
mack because of the '"well-known excellence of the
products of the Moore Dry Dock Company."

The second and third hulls of the series were
christened Sea Star and Sea Panther, but are being
renamed Mormacsea and Mormacstar to suit the
Moore-McCormack nomenclature.

The shipbuilding contract was in a very certain
sense a pioneering effort for Pacific Coast ship-
building. At the time of the signing of the con-
tract for the first two ships, January 23, 1939, no
large seagoing vessel had been built on the Pacific
Coast for some 17 years. During that interval, the
technique of steel ship construction had completely
changed and marine steam engineering had
doubled its pressures and temperatures. There
were many experts who foretold the troubles tha'

were lying in wait for the bold Pacific Coast yard
that undertook to construct these modern bulls
without any experience in the new technique.

However, Mr. Moore and his key executives were
quietly studying the practique of East Coast yards
and the possibilities of improving thereon with a
few Western touches.

The plans were laid for one building way with
ample space in welding tables surrounding that
way, and ample crane capacity serving the tables
and the way. The first keel was laid on March 18,

1939, and that hull was christened Sea Arrow and
launched on September 15, 1939, and delivered
July 8, 1940. It is very significant that (although
the turbines and gear deliveries were delayed and
the installation of these items was rushed) this first
high-pressure steam job ever installed in this yard
performed on her dock, preliminary and official
trials practically without a "weep" in any steiim
joint, and the condenser vacuum was built up and
maintained practically without adjustment.

Second keel was laid September 21, 1939, and
that hull launched December 22, 1939. Note the
increased speed of erection. Time almost cut in
half.

Contract for the last two vessels was signed Oc-
tober 23, 1939. Keel for the first hull under this
contract was laid February 5, 1940, and she was
launched June 11, 1940. Second keel was laid June
20, 1940, and this hull was launched August 28,

1940, just 48 working days after keel laying.

All of the experts qualified to judge are loud in
their praise of the splendid workmanship going
into the construction of these hidls, and of the care
being given to details of hull finish and arrange-
ment of piping, of equipment and of auxiliary
machinery.

The second ship of the quartette is now about
ready for delivery, and the third and fourth will
be delivered early in 1941.

For many years the shipbuilders of the Pacific
Coast have labored under the handicap of having

no samples of their ability in the modern ship-
building or the modern marine engineering arts
to which they could direct the attention of pros-
pective customers. The four vessels produced by
the Moore Dry Dock Company furnish such sam-
ples. Their sturdy construction, fine finish and
perfection of detail are equal to those of any ves-
sels built anywhere. The Pacific Coast has again
demonstrated that it can build and equip good
ships.

National 2>e^eH,de /JcUalilel

Large sums from the National Defense appro-
priations are being spent and are to be expended
on the Pacific Coast.

In naval shipbuilding alone, these expenditures
already allocated are very impressive and there is
much more to follow in the near future.

The ships recently on order by the Navy in Pa-
cific Coast Navy yards and private yards have an
aggregate cost of well over $55,000,000.

As we go to press, the three centers of Pacific
Coast naval activity are full of excitement over
huge expected expenditures of national defense
funds.

Seattle reports the allocation of a 177-million-
dollar naval shipbuilding program to her yards,
said to be mostly destroyers, and to be divided one-
third to Navy yards and two-thirds to private yards.

A large waterfront tract on Harbor Island adja-
cent to Todd's Seattle plant will be utilized, and it
is rumored that 60 per cent of the private yard
allocation will be built there and the remainder at
the Seattle-Tacoma Shipbuilding Corporation plant
in Tacoma.

At San Francisco it is definitely announced that
30 destroyers at a total cost of some 270 million
dollars will be built at the Union Plant of Bethle-
hem. The .S2 acres adjacent to that plant, and now
occupied by the Columbia Steel Co., will be ac-
quired and changed over for shipbuilding pur-
poses. This same acreage was used by Bethlehem
for building destroyers during the first World War.

From Los Angeles comes the news that the Navy
is negotiating for the use of a large part of Ter-
minal Island for the purpose of enlarging its base
there.

The contracts already let, and these allocations,
taken together, make a grand total of naval ship-
building for the Pacific Coast of well over 500 mil-
lions of dollars.

Such a program automatically means a lot of
auxiliary naval craft to be built in our private
shipyards, and a tremendous lot of repair and re-
conditioning work at these yards. It will mean also

some large housing projects undertaken with Fed-
eral aid, and a large amount of plant reconditioning
for our shipyards.

Some competent authorities aver that there is in
these actual and proposed naval expansion activi-
ties a potential backlog of orders for the maritime
industries of the Pacific Coast closely approxi-
mating that now enjoyed by the airplane industry.

The United States Civil Service office is search-
ing for men to qualify as:

Principal Naval Architect
Senior Naval Architect
Principal Marine Engineer
Senior Marine Engineer

No competitive examination is required. Ex-
perience and general qualifications, based on the
applicant's sworn statement and on corroborative
evidence, establish the rating of the applicant.

Reasonably good general health, eyesight and
hearing are required.

The age limitation reads: "On the date of re-
ceipt of application, applicants for these positions
must not have reached their seventieth birthday,
the retirement age for these positions."

The "Principal" ratings carry a salary of $5,600
a year, the "Senior" ratings $4,600 a year.

Here may be a very good opportunity for many
old-timers in marine engineering and naval archi-
tecture.

On August 6 two Atlantic Coast shipyards and
four Pacific Coast shipyards submitted bids to the
U. S. Maritime Commission for the construction
of a group of C-3 type cargo vessels. Bids were
asked on from one to six steam- or diesel-propelled.
On the basis of six vessels, the bids were, for
each ship :

Fixed Price Adj. Price
Ingalls Shipbuilding Co.

Steam $3,225,000 $2,925,000

Western Pipe and Steel

Steam $3,240,000 $2,990,000

Diesel 3,640,000 3,390,000

Moore Dry Dock Co.

Steam $3,374,500 $3,174,500

Sun S. B. and D. D. Co.

Steam $3,402,000 $3,137,000

Diesel 3,618,000 3,337,000

34

PACIFIC MARINE REVIEW

L. A. S. B. and D. D. Co.

Steam $3,450,000 $3,150,000

Diesel 3,700,000 3,340,000

Seattle-Tacoma S.B.Corp.

Steam $3,526,755 $3,066,744

Diesel 3,958,125 3,498,1 14

Correcting for the Pacific Coast 6 per cent dif-
ferential, the Ingalls low bid on six adjusted-price
steamers would be $2,925,000 plus 6 per cent, or
$3,100,500; so that Western Pipe and Steel Com-
pany of San Francisco, with a bid of $2,990,000,
is the low bidder on steamers, and Seattle-Tacoma
Shipbuilding Corporation is next to lowest with
$3,066,744.

Treating the low diesel bid of the Sun Shipbuild-
ing and Dry Dock Company in the same way, we
have $3,337,000 plus 6 per cent, equals $3,537,220,
which makes Los Angeles Shipbuilding and Dry
Dock Company, at $3,340,000, the low bidder on
diesel-engined ships, with Western Pipe and Steel,
at $3,390,000, next lowest, and Seattle-Tacoma
Shipbuilding Corp. third lowest, at $3,498,144.

These bids indicate that under present condi-
tions Pacific Coast shipbuilders can and do com-
pete with the Atlantic Coast. In the matter of de-
livery dates, the Pacific Coast yards specified times
for construction of the six ships ranging from 620
days to 720 days. The times specified by Atlantic
Coast yards ranged from 720 to 1205 days.

Mo^iA Ma/Utitne Qo4tufUH4JO*i AuAondl

In another editorial we comment on the "C-3
bids," and draw the conclusion that Pacific Coast

yards are showing that they can compete. As we
go to press, this is confirmed by the announced
awards of contracts arising from these bids.

It will be remembered that bids were requested
on from one to six C-3 type cargo vessels, either
diesel or steam propulsion. We do not have all
the details of the awards made, but it is definitely
announced that the l'. S. Maritime Commission,
after several weeks of negotiations with the ship-
builders, has allocated twelve of these C-3 ships to
three shipbuilding firms.

First award gave four vessels to the Western
Pipe and Steel Company, to be built in their yard
at South San Francisco, California.

Second award was to the Seattle-Tacoma Ship-
building Corporation for four vessels, to be built
in their yard at Tacoma, Washington.

Third award was to the Ingalls Shipbuilding
Company, to be built in their yard at Pascagoula,
Mississippi.

Very gradually but surely the shipbuilding effort
is spreading to benefit all centers of the industry
in the United States.

Here is an important group of twelve ships, ag-
gregating in round numbers $36,000,000, and two-
thirds of it is coming to Pacific Coast yards, while
the other third goes to the Gulf Coast, and none
to an Atlantic Coast yard.

The vessels to be built are apparently all steam-
ers. Should the Commission decide to build any
of the diesel drive ships contemplated in this bid-
ding, they too on the bids would come to Pacific
Coast yards.

'Pdcijic Coast Merchant Shipbuilding

Yard Location No. and Type Value

Bethlehem Union Plant San Francisco 5 C-ls $10,010,000

Consolidated Steel Corp Los Angeles 4 C-ls 7,560,000

Moore Dry Dock Co Oakland 3 C-3s 8,363,760

Seattle-Tacoma S.B. Corp Tacoma 5 C-ls $10,635,000

4 C-3s 11,960,000

W estern Pipe & Steel Co San Francisco 5 C-ls 10,635,000

4 C-3s 11,960,000

Total 35 ships $71,123,760

MERCHANT SHIPS BUILDING FOR PACIFIC COAST LINES
Yard Line No. and Type Value

Newport News American President 7 C-3 Comb. $25,410,000

Matson 2 C-3 Spec, Approx. 5,000,000

Federal Matson 2 C-3 Spec, Approx. 5,000,000

Sun Standard Oil of Calif. 1 tanker, Approx. 2,000,000

Bethlehem Sparrows Point Union Oil 3 tankers, Approx. 6,000,000

Total 15 vessels $43,410,000

Grand Total, Merchant Ships Building in

Pacific Coast Yards or for Pacific Coast Lines 45 ships $114,533,760

SEPTEMBER, 1940

35

(Photos Courtesy Turner Studios, Tacoma)

Above: The sponsor, Anna Roosevelt
Boettiger, wife of a Seattle publisher,
and daughter of the President of the
United States; Mrs. R. J. Lamont,
wife of the head of the shipbuilding
firm; and Herbert Todd of the Todd
Corp., New York.

The men chiefly responsible for ship-
building at Tacoma. Sitting, left to
right: Walter L. Green, vice president
and general manager; R. J. Lamont,
president; J. A. McEachern, vice pres-
ident. Standing: R. L. Dalton, secre-
tary and assistant treasurer; O. A.
Tucker, assistant general manager;
Charles D. Gillet, chief engineer; and
George Havas, chief estimator.

The yard presented a very festive ap-
pearance on August 1 a few minutes
before the launching as Cape Alva,
decorated with flags and bunting,
stood poised ready for her dip into
the cool waters of Commencement
Bay — the first ship to be launched
from this site in eighteen years.

Cape Alva is a C-1 motorship of the
full scantling type, and will be pow-
ered with two 2250-bhp Hamilton
diesel engines connected to the pro-
peller through Westinghouse electric
couplings and gears.

GoadG-i

The stern of Cape Alva five minutes
before launching. Note the beautifully-
molded lines of this cargo motorship.

Cape Alva taking the water. This

sturdy, full-bodied cargo carrier has

beautiful underwater lines, and will

show a good turn of speed.

Cape Alva safe at the outfitting pier.
This pier was completed 24 hours
before the launching and is now
equipped with a large Whirley crane
for handling the big Hamilton diesel
engines and other machinery.

SEPTEMBER. 1940

lieiUUlieifi

The Union Plant of Bethlehem
is famous for fair-lined hulls.
Cape San Martin, shown here
ready for launching August 6,
is particularly noteworthy in
this respect.

The First Seagoing
Launched

"I christen thee Cape San Martin!" Mrs.
J. Lewis Luckenbach, wife of the president
of the American Bureau of Shipping, and
daughter of J. A. McGregor, formT gen-
eral manager of the Union Iron Works, is
a gracious sponsor wh" appreciates all the
meaning of a launching.

The Cape San Martin goes to the outfitting

dock, where her Bethlehem turbines, Babcock

& Wilcox boilers and other machinery will

be installed.

Merchant Vessel
in San Francisco

in Many Years

The four pictures herewith show the prog-
ress of Cape San Martin at two-month inter-
vals, from keel laying to a point almost
ready for launching. Her hull is approxi-
mately 60 per cent welded construction.

Much of the welding is done on assembly
racks alongside the building slip. Bulkheads
and large sections of the inner bottom and
stiffening members are thus welded into
assembled units, lifted into place in the hull
by the cranes, and spot welded in place.

On the second ways alongside, another
C-1 is approaching readiness for launching;
and on the ways vacated by the Cape San
Martin, a new keel was laid shortly after her
launching.

The Union Plant has a contract for five of
these C-1 cargo steamers and also a contract
to build two destroyers for the U. S. Navy.
They are now constructing a large shipbuild-
ing way for the naval work.

There is also practical assurance from the
U. S. Navy of the allocation of some thirty
destroyers to be built by the purchase from
Columbia Steel Company of the adjacent 32
acres which was during the first World War
the destroyer building plant of the Union
Iron Works.

Side, J[iGM4icUiHai

Mrs. Kenneth Dawson stands ready to smash
the bottle on the ship's nose.

Below on this and the facing page are six views of the American

Manufacturer taken at regular intervals and showing the progress

of construction from keel laying to within a few weeks

of launching.

tke So-hUi San ^n^sAiclico-
Wedie^H Pi/pje awi Steel Coifi/pjCuHM

AMERICAN
MANUFACTURER

August 8,
1940

Above and from left to right, the four illustrations show bow view of
the ship just before launching; the three dog shores at the bow; the
three guillotines for cutting the ropes that hold the bow dog shores; and
the stern just before launching, showing at lower left the three after
dog shores. These dog shores hold the hull on the ways when all the
blocking as been cleared away. Releasing the dog shores by cutting the
ropes that hold them frees the hull to slide down the ways and plump
into the basin with an enormous splash, as shown on next page.

I I'll.. t. IS l.y I'hil Str..iiii.-i

Nose of American Manutacturer drips champagne as she starts.

t ^

">» ^i^Miiliii

^H^tti

^^^H^K^ '° '^J

^ss^^^st^

'■^'■CVp^^^^£I3?*' - ^

Go O^er
Sidewise

About two-thirds down the ways.

At end of ways, just starting to tip.

The big splash. This photo

enlarged f r o m a candid

snap taken by James Swett

of Burlingame.

Consolidated
Steel Corp. Ltd.
Makes
Great Progress

Construction on the first of four
C-1 cargo vessels to be built for the
Maritime Commission by the Con-
solidated Steel Corporation Ltd.
has progressed sufficiently to indi-
cate that the original launching date
may be set forward by several
weeks, officials announced recently.

The C-1 ships will be the first
large craft built in Southern Cali-
fornia in twenty years. Undertaken
as a part of the Government's pro-

At right and below: Prog-
ress views of the first C-1
in the program of four
cargo vessels building at
Long Beach.

ikf^^s:^.-

%

""^■r-'-^^i^^^

8 (

/Mil

1

gram to restore the merchant fleet
and to provide auxiliary naval ves-
sels in time of war, the four C-1
ships are being constructed at a to-
tal cost of $7,560,000.

Actual assemblinp^ 'jf the first
ship at the Long Beach yard was
begun on May 27. Two days later
the bottom shell plate was laid. At
the same time inter-bottom sections
were under way on adjacent assem-
bly tables.

The week following, the keel was
laid, and work has progressed
steadily until today the hull of the
first C-1 is more than one-third
completed, according to company
officials.

More than 380 men, residents of
Long Beach, San Pedro and Los
Angeles, are employed in the work.
Construction activities are carried
on with the men working in three
shifts, on a five-day-week basis.

Slightly more than 416 feet in
length, the vessel is to have a 60-

foot beam. The main propelling
machinery will consist of a high-
speed, high-pressure, cross ct)m-
pound turbine of the latest marine
design, driving a single propeller
through double reduction gearing.

The boilers will be fitted for
burning oil under forced draft, and
will operate at 450 pounds gage
pressure with 750 degrees Fahren-
heit total temperature at the super
heater outlet. The great majority-
of the auxiliaries are electric motor
dri\en, deriving their power from
two steam turbine driven gen-
erators.

More than 3000 tons of steel are
to be used in the vessel, which,
when completed, will have a fully-
loaded displacement of 12,500 tons
and a speed of fourteen knots. She
is to be of the full scantling three-
deck type, with accommodations for
12 passengers and quarters for a
complement of 47 officers and crew.

Illustrative of the widespread

benefits derived from this shipbuild-
ing contract is the following partial
list of the firms suppKing machin-
ery and equipment :

The boilers will be furnished by
the Babcock & Wilcox Company.

Propulsion turbines are by the
Westinghouse Electric and Manu-
facturing Company, who also are
supplying the turbo generating sets
and many of the motors.

Davis Engineering Company
built the evaporators, distillers and
other heat-e.xchanging equipment.

Columbia Steel Company is re-
sponsible for the steel castings.

The steering engine is by Lidger-
wood Manufacturing Company.

American Hoist & Derrick Com-
pany supplies the windlass, the cap-
stans and the cargo winches.

Welin Davit and Boat Company
builds the davits and the boats,

Bethlehem Steel Company forges
the line shafting that transmits the
power of the turbine to the Doran
propeller.

How Many, Who, and Where

Are Our J^a*t-QUife4i, R.eiide4iU?

As part of the Xational Defense pro-
gram, a nationwide registration of
aliens will be conducted from August
27 through December 26, 19-10, by the
Immigration and Naturalization Serv-
ice of the Department of Justice. Reg-
istration will take place in the post
offices of the nation. It is expected
that more than three and one-half mil-
lion aliens will be registered during
the four-month period.

Registration is made compulsory by
a specific act of Congress, the Alien
Registration Act of 1940, which re-
quires all non-citizens to register dur-
ing the four-month official registration
period. The law requires that all aliens
14 years or older are to be registered
and fingerprinted. .-Mien children un-
der 14 year> of age will be registered
by their |)arents or guardians. When
alien children reach their fourteenth
birthday, they will be required to reg-
ister in j»erson and be fingerprinted.

A fine of $l,0fX) and imprisonment
of '-ix mf>nth« {•^ prescribed by the

.\lien Registration Act f<jr failure to
register, for refusal to be finger-
printed, or for making registration
statements known to be false.

.\s i)art of its educational program
to acquaint non-citizens with the reg-
istration requirements, the Alien Reg-
istration Division is distributing more
than five million specimen forms list-
ing the questions that will be asked of
aliens at registration time. Besides the
usual (piestions for establishing iden-
tification, the questionnaire asks the
alien to tell how and when he entered
the C(nuitry, the method of transpor-
tation he used to get here, the name
of the vessel on which he arrived.

He is also asked to state the lenglii
of lime he has been in this country
and the length of time he expects to
stay. He must also describe any mili-
taiy or naval service he has had, and
li>t tiie names of any organizations,
I'lul)^ or societies in which he i)artici-
jtales or holds membershijis. In addi-
liiin, lie i-~ re(|uircd lo describe his ac-

tivities in any organization, and to af-
firm whether or not the organization
furthers the interests or program of
a foreign government.

To make their registration easier,
aliens are being asked to fill out sam-
ple forms, which will be available
prior to registration, and take thetn to
post ofiices, where they will be reg-
istered and fingerprinted. Every reg-
istered alien will receive by mail a re-
ceipt card, which serves as evidence of
his registration. Following registra-
tion, the Act requires all aliens, as
well as parents or guardians of alien
children, to report changes of resi-
dence address within five days of the
change.

The .Mien Registration Act was
]iassed so that the United States Gov-
ernment may determine exactly how
many aliens there are, who they are,
.-Mid where they are. Both President
Roosevelt and .Solicitor Ceneral Bid-
die h;ive ])ointed out that registration
and linger])rinting will not be harm-

!• A C 1 I' 1 C M .4 R I N E REVIEW

fill to law-abiding aliens. The Act
provides that all records be kept secret
and confidential. They will be avail-
able only to persons approved by the
Attorney General of the United
States.

Fingerprinting of aliens carries no
stigma whatsoever. Thousands of cit-
izens are voluntarily fingerprinted
every year. Members of the United
States Army and Navy are all finger-
printed, as are many Government
workers. In recent years, many hos-
pitals have established the practice of
taking footprints of newly-born bab-
ies. Because fingerprinting is the only
infallible method of accurate identi-
fication, the United States Govern-
ment has adopted it as part of its reg-
istration program.

In signing the Alien Registration
Act, President Roosevelt said: "TIte
Alien Registration Act of 1940 . . .
should be interpreted and adminis-
tered as a program designed not only
for the protection of the country but
also for the protection of the loyal
aliens who are its guests. The regis-
tration . . . does not carry with it any
stigma or implication of hostility to-
wards those zvho, while they may not
be citizens, are loyal to this country
and its institutions. Most of the aliens
in this country are people who came
here because they believed and had
faith in the principles of American
democracy, and they are entitled to
and must receive full protection of the
lazv."

Solicitor General Biddle adds: "II V
should remember that all Americans
ivere at one time or another immi-
grants from other lands. The genius
of many countries, the ancient aspira-
tions of many races, have built into
what is America. Unfortunately, there
are some foreigners zvho are disloyal
to America, who do not wish to ac-
cept our ways and who use our free-
dom of speech and of the press to
foment disunity and sedition.

"These persons we will apprehend,
hut we will also see to it that loyal
American aliens are not unjustly con-
demned for the disloyal behavior of a
few. Our registration will be their
ftrotection from persecution."

The Immigration and Naturaliza-
tion -Service asks for the cooperation
of all citizens in carrying out the
.Mien Registration program in a
friendly manner, so that our large for-
eign population is not antagonized. It
is su,s,'<jested that citizens may be of

great help to their non-citizen neigh-
bors or relatives by explaining to those
who do not speak F.nglish well what
the registration is, where aliens go to
register, and what information tliey
must give.

The Registration of Aliens program

has been set up as a separate division
of the Immigration and Naturaliza-
tion -Service. The ])rogram is being
directed by Earl G. Harrison, under
the general supervision of Major L.
I*.. Schofield, Special Assi.stant to the
.\ttorne\- General.

Marine turbine-propulsion equip-
ments and land turbine-generator sets
ordered from (General Electric during
the first six months of I'M) totaled
more than 2,000,000 horsepower, ac-
cording to E. O. Shreve, vice presi-
dent in charge of sales for the com-
pany.

The half-year volume of turbine
business exceeds that of any compar-
able period in the com])any's history.

Slightly more than half of the
2,000 ,(XXJ horsepower has been or-
dered by utilities and industrials. The
remainder is made up of marine
equipments ordered to provide propul-
sion for 2~< new Navy and merchant
vessels.

The full resources of General Elec-
tric's engineering experience and man-
ufacturing facilities have been en-
listed to assure that the orders will
all be filled as speedily as possible.

The energy produced by the marine
turbines will be harnessed through
reduction gears weighing as much as
1(X) tons

Most of the marine gears will be
manufactured in a mammoth, spe-
cially-equipped shop in which the tem-
perature is constantly maintained
within two degrees of 72° F. Such
close temperature control is abso-
lutely necessary to prevent even a
minute expansion or contraction of
the huge gears white the teeth are
being cut to tolerances measured in
ten-thousandths of an inch.

The marine orders listed in the
total include equipments for a super
battleship, light cruisers, destroyers
and a mine layer.

Propulsion equipments ordered for
merchant-type ships represent an in-
crease of 1-14 per cent over purchases
of the same equipment in the first
half of 1939. Merchant vessels for
which G-E turbine-propulsion equip-
ment has been ordered in the first
six months of 1940 include three
speedy pas.senger-cargo ships for the
Delta Lines, three tankers for Texas
Oil Co., four for .Sinclair Oil Co.,
two for Keystone Tankship Corp.
and two for Soconv \''acuum Oil Co.

Construction of two additions to
present buildings by the Cleveland
Diesel Engine Division of General
Motors CoriMiration, 2160 West 10<'jth
.Street, Cleveland, Ohio, will be
started soon to provide room for in-
creased production made necessary by
recent orders and the i)rospect of con-
tinued steady volume on a higher level
than heretofore, George \V. Codring-
ton. general manager, announced.

The additions will total 37,6-=i0
square feet of floor space. One wing,
1(X) X 240 feet, will be added to the
present test building, and another, 65
X 210 feet, will go on the i)resent as-

sembly building. The additions will be
of the same steel and glass design as
the present structures.

The Division not only has on hand
a large volume of orders for diesel
engines and other marine projjulsion
equipment from the U. S. Navy, but
acceptance of the GM version of
diesel-electric drive for commercial
vessels of all sizes and types is rajiidly
increasing, Mr. Codrington said. The
Division has developed a highly effec-
tive tvpe of marine diesel-electric
drive, now used on dozens of ships on
both coasts, the Great Lakes and other
inland waterwa\s.

SEPTEMBER. 1940

Sea WdcU—

C-2 Motorships

Nordberg

Forward deck.

Sea Witch, a beautiful, sturdy C-2
type cargo motorship, first of eight
building at the yard of the Tampa
Shipbuilding and Engineering Com-
pany, was delivered to the U. S. Mari-
time Commission on July 30 after sat-
isfactory sea tests.

She was immediately turned over to
the United States Lines for service in
their American Pioneer Line out of
Xew York to the Far East. With
Captain .Samuel Lee in command, she
cleared Xew York on her maiden voy-
age on August 15.

Propelled by twin Nordberg dic-
sel engines, she has a speed of 16
knots, which will enable her and
three sister shi])s now beiniz com-
))leted to establish the fastest rcgu
lar direct-by-sea cargo service be-
tween the East Coast of the Cnitcd
States and the Far Fast.

On her regular run, the Sea
W itch will have as ports of call
Manila, Shanghai and Hongkong.
."^he will voyage to Manila in 35
days. On the Atlantic Coast the
\essel is regularly scheduled to call
at Baltimore, Philadelphia, Hamp-
tiin Roads and Savannah, in addi-
tion to New York.

Sea Witch is of 13,900 tons dis-
placement and has a length of 45')
feet and a molded breadth of 63
feel. On her outward \oyage she
will carry, in addition to general
cargo, chemicals, petroleum prod-
ucts, machinery, fertilizers, steel,
automobiles and parts, cotton goods
and electrical supplies. Homcbound
she will bring silk, sugar, hem]).

Chinese food products, minerals and
bulk oils.

The new cargo liner has several
deep tanks for liquid cargoes, and
for general cargo she has fi\-e holds,
three forward and two aft of the
midship house, all arranged for
overhead loading. Her approximate
total bale capacity is 558,270 cubic
feet, which includes 94,700 cubic
feet of deep tank space in holds 2
and 4.

For loading and discharging, Sea
\\'itch is equipped with 12 single-
s]ieed, single-drum, three- ton
winches and two two-sjieed winches
for handling a three-ton load on a
single whip and a 30-ton load
through a se\en-])art purchase.

Sea Witch.

First of Eight
Powered with
Diesel Engines

All of these winches were supplied bj'
the American Hoist and Derrick Co.,
and each is driven by a Westinghouse
4S-hp electric motor. Numbers 1, 4,
and 5 hatches are single-ganged, and
Nos. 2 and 3 double-ganged. Number
3 hatch has a 30-ton boom, and other
booms are designed to load up to tive
tons.

A special feature of the .Sea
Witch is a cargo ventilating system
designed to operate even in the
severest weather. All holds exhaust
through kingposts of a weather-
proof design, and in contrast to the
traditional cowl vents. Mechanical
input and natural e.xhaust ventila-
tion is ])rovided in holds 2, 3 and 4,
and in holds 1 and 5, natural sui)])ly
and exhaust ventilation.

Crew accommodations of the Sea
Witch arc outstanding. The ca])-
tain and the chief engineer ha\e
suites with private bath- All 41 of
the crew are berthed in the midship
house, chiefly in two- and three-
berth rooms, and each room is fitted
with : a la\atory with hot and cold
water piped in ; individual steel
lockers; individual bed-reading
lights ; and overhead air ducts for
ventilation. Ample bath and toilet
accommodation is installed. She is
not e(iui])]>ed for carrying ])assen-
gers.

a llll
■ ■■■■

Above: Officers' mess.
Below: Auxiliary generator set.

Upper platform of engine

room. Sea Witch, fcatui

ing cylinder heads am

fuel valves.

Floor of engine room,
looking forvtard along
center aisle, showing
fuel pumps and cylin-
der lubricators.

I' A C I F I C MARINE R K V I E W

Propulsion Machinery

The propulsion machinery of Sea
Witch comprises two Nordberg
2-cycle, 9-cylinder, cross head con-
struction, mechanical injection type,
direct-reversing diesel engines, each
rated 3155 brake horsepower at 225
rpm. Each engine is connected
through an American Blower Com-
pan\' Vulcan type hydraulic coupling
to one of the pinions of a Falk single-
reduction gear set. The wheel shaft
of this set is directly coupled to the
propeller line shafting.

The hydraulic couplings have a slip
loss of approximately 3 per cent, and
the mechanical gear set a friction loss
of approximately 2 per cent, so that
the overall efficiency is 95 per cent,
resulting in 3000 shp on the propeller
shaft at 92 rpm.

The engines are required to be able
to run continuously at 10 per cent
overload (3470 bhp), and for two
hours at 25 per cent overload
(3950 bhp), or a total maximum
power available for propulsion of
7500 .shp.

The cylinder bore is 21 inches and
the piston stroke 29 inches. The cross
heads, of cast steel with an integral
babbit lined slipper, are bolted to the
lower end of long piston skirts,
thereby eliminating the piston rods.
Pi.stons are oil cooled. Cylinder heads
and jackets are cooled by fresh
water in a closed system with a heat
exchanger, wherein the fresh water is
cooled by salt water.

Scavenge air is supplied by a Roots
type positive-displacement, two-lobe
rotary blower mounted at the after
end of each engine and driven
through gearing from the crank shaft.
Superimposed on each blower is a
butterfly valve connected with the
reverse mechanism in such fashion as
to provide unidirectional flow of
scavenging air irrespective of direc-
tion of crank shaft rotation. Scaveng-
ing air is maintained at 2i/2 psi in a
large header running full length of
the engine, and is supplied to the
scavenge ports of each cylinder
through automatic non-return valves.
.\ .speed-regulating and an inde-
pendent over-speed governor are
fitted to each engine, and are capable
of holding the .speed within 5 per cent
variation and of cutting off fuel at
10 per cent over-speed on the range
between full and half power.

I'.ngine control and reversing is ac-

complished by a simple adaptation of
the Burmeister & Wain control sys-
tem (Nordberg Manufacturing Com-
pany is the American licen.see of
Burmeister & Wain). These controls,
together with those for the hydraulic
couplings, are all located at a central
control stand located at the forward
end of the engines. The reversing
and control levers are arranged to
control both engines with one set of
levers. Interlocks prevent incorrect
operation.

A force-feed circulating system
provides for lubricating all working
parts of the main engine. Cooling oil
from the pistons and lube oil from
the bearings and the couplings goes to
a sump tank under the engines, from
which it is pumped through a duplex
strainer and a tubular oil cooler and
delivered under pressure to the engine
parts requiring lubrication.

The camshaft, located on the in-
board side of each engine, is housed
in a steel casing and is driven by gears
from the crankshaft. An individual
I'losch fuel pump is mounted atop the
camslrift housing opposite the center
of each cylinder, and is directly
driven by the camshaft. Duplex
Nugent filters are fitted in the fuel
lines.

Alongside each fuel pump, and also
driven by the camshaft, is a Manzel
cylinder lubricator with six feeds.

The first engine was subjected to a
grueling shop test. An endurance run
of 240 hours at rated full power and
speed followed immediately by 48
hours at 110 per cent rating and two
hours at 125 per cent rating, or a
total of 290 hours continuous run at
full load or more. The runs were
made with a hydraulic brake for
measuring the load, and with the h\-
draulic coupling installed between the
engine and the brake. Fuel consump-
tion was carefully measured.

Fuel used in the shop tests aver-
aged \3>y/ Baume at 60° F., and had
a viscosity of 240 sec. Saybolt at
70° F. The fuel consumption curve is
unusually flat over the range from
50 per cent to 125 per cent load. At
75 per cent and full load, the fuel con-
sumption, based on 19,500 B.t.u. per
pound of oil, is 0.37 pounds per bhp
hour. At 1 10 per cent it is ju.st under
0.37 per bhp hour, and at 125 per cent
it is 0.39 per bhp hour.

Exhaust temperatures varied from
350" F. at 75 per cent load to 475° F.
at 125 per cent load. Mechanical effi-

ciency is 85 per cent at normal rating
and thermal efficiency. The engines
operated smoothly at one-fourth
speed.

Reversal from full speed ahead to
full speed astern under full load
( with the water brake connection hav-
ing an inertia value closely corres-
ponding to that of the shafting and
propeller on the ship) required from
13 to 15 seconds.

On the ship, the hydraulic couplings
use luljricating oil as an operating
medium. It requires 870 gallons of
oil to fill each coupling and 70 gallons
per minute leak off for dissipation of
heat. Each coupling consists of: two
radially-vaned members, called pri-
mary rotor and secondary rotor; and
an enclosing cover, called the sec-
ondary rotor housing.

The oil is delivered to each coupling
through a hole drilled in the center of
its pinion shaft; escaping oil is caught
in a stationary housing from which it
is led to the lubricating oil sump.

The gears are lubricated by the
Falk .self-contained controlled-splash
svstcm, using an extreme pressure
compound of the lead base type and
completely independent of the engine
lubricating system.

For auxiliary power, Sea Witch
carries two 300-KW Westinghouse
D. C. generators each driven by a
direct-connected, 6-cylinder, 11 ^"by
14" Superior diesel engine rated 450
l)hp at 514 rpm.

To supply electric light in emer-
gencies, a 5-kw Westinghouse gener-
ator is installed, driven by a Hill 10-
h]i diesel engine, which is started auto-
matically whenever the auxiliary
power fails for any reason.

This engine and the Nordberg main
propulsion engines are equipped with
Maxim silencers. The Superior auxil-
iary diesels are equipped with Burgess
snubbers. The main engines exhaust
through a Foster Wheeler waste heat
boiler.

The electro-hydraulic steering gear,
of the single ram Rapson slide type
operated by two 50-hp Westinghouse
motors, was built by the Struthers-
W'ells Co. A Sperry electric control is
provided, and in the wheel house a
Sperry gyro pilot, a Sperry course re-
corder, a Sperry searchlight and
Sperry master gyro compass and re-
jieaters.

Mackav radio direction tinder and
Mackay transmitting and receiving
equipment are installed.

S E P T E .M H E R . 19 4 0

PcuM4Mfna Ga4tal

First All-Welded Steel Tug Hulls Built by Private
Firm in San Francisco Bay Area

On August 27 two all-welded
steel tugs, the Chame and the
Diablo, built by the Berkeley Steel
Construction Company for service
in the Panama Canal, were hoisted
onto the deck of the steamer H. M.
Baxter and shipped to Balboa to be
delivered to the U. S. Army author-
ities.

All details of these hulls were re-
designed for welding by the tech-
nical staff of the builders, and the
result is a sturdy, competent tow-
boat hull with graceful lines and a
fine sheer.

PrincijJid characteristics of the de-
sign are :

Length O.A 55' 0"

Beam 14' 0"

Draft 6' 0"

Propulsion power 200 bhji

Pro])eller speed 400 rpin

Displacement 50 tons

S])eed - 8 knots

The hulls were fabricated and
erected in the Berkeley shi)])S of the
builder. \\ hen ready, the} were
carted out to Richmond and
launched in the harbor there, and
the engines and other equipment iii-

Broadside view of tug Diablo.

stalled. After satisfactory trials on
the bay, they were completed in
e\'erv detail before shipment to
Balboa.

The hulls are divided into four
compartments by three watertight
bulkheads. From forward to aft
these compartments are: the fore-
peak and chain locker; the crew's
cjuarters, with comfortable all-metal
berths and lockers for four persons;
the engine room; and the after peak
and ship's stores. The sole super-
structure on the main deck is the
pilot house, with a raised deck ex-
tending aft over the engine room.
Propulsion Plant

I'or pro])ulsi\ e power each of
these tugs has a six-cylinder, direct-
ly-connected, fully-reversible Enter-
prise diesel engine rated 200 bhp at
400 rpm. This engine, of 9}/2-inch
bore and 11 -inch stroke, has totally-
enclosed valve gear and single-lever
maneuvering control. It is fitted
with \ortex silencers. Viking safety
controls. Kingsbury thrust bearing.
Cylinder jackets and heads are
fresh-water cooled in a closed sys-
tem using a Ross heat exchanger
to reduce the temjjerature of the
coolant. Power is delivered to the
|iro])eller through a '>inch bronze
shaft with Cutlcss rubber stern tube
bearings.

The propeller was especially de-
signed and produced for these tugs
by the Federal Mogul Cori)oration
of Detroit. It is a three-bladed
solid bronze wheel 48 inches in di-
ameter and of 28 inches pitch.

In San Francisco Bay trials on the
measured mile, siieeds were de\'el-

50

I' A C 1 !• I (; M A R I N K R K V I K W

()l)ed U]) to 9.2() knots, with an a\ er-
age of 8.53 knots.

Auxiliary Equipment

The e(|uipment of these tuj^s is
simple and efficient, hut very com-
plete.

A Rix compressor with gasoline
engine (lri\e pro\i(les starting ami
maneuvering air. A \\ cslinghouse
2-kw generator, belt-drixen off the
main engine, provides lighting ami
power for small motors and charges
an Exide Ironclad storage battery
that takes care of these functions
when the main engine is idle.

A Briggs clarifier keeps the lu-
bricating oil in proper condition.

A Micro-Westco fire and bilge
pump, driven by a Fairbanks, Morse
electric motor, keeps the bilges (lr\
and provides a good stream of water
for fire fighting.

The engine room and the crew's
quarters are protected from the
tropical heat by 3 inches of cork in-
sulation, and from fire by a com-
plete C-O-Two fire extinguishing
system with control in the i)ilot
house.

Plumbing comprises two Crane
toilets and two Sand's lavatories.
Fresh water, lube oil and fuel oil
are all transferred from storage to
service tanks by individual man-
ually-operated B 1 a c k m e r gear
pumps. All valves are Walworth.

The electric equipment and fix-
tures were all installed by Ets-
Hokin and Cjalvan of San Francisco.

Bow view of tug Chame
at full speed with the pic-
turesque Berkeley hills in
the background.

Included are: Cutler Hammer mo-
tor controls; Bendix running light
control and tell-tale board ; Carlisle
Finch searchlight with pilot house
control; and the lighting circuits
and fixtures.

Navigating equipment includes:
A Ritchie compass, supplied bv
Louis Weule & Sons, San Fran-
cisco ; a Kahlenberg pneumatic
horn ; a mechanical helm-angle in-
dicator : a .Seth Thomas marine
clock: and a fine steering wheel
connected to the tiller by wire cable
and gear.

In short, the Diablo and Chame
are com])lete towing plants capable

of instant resjtonse to any demand
within their capacity.

These tugs were built under the
supervision of the Superintendent
of Design and Construction for the
U. S. Engineers. They are the first
all-welded steel tugs built by a com-
mercial firm on San Francisco Bay.
Berkeley Steel Construction Com-
pany deserve great credit for the
successful completion of this pio-
neer efifort. The experience gained
may lead to the establishment here
of a new industry specializing in
welded steel hulls for all types of
harbor and offshore commercial and
Government workboat hulls.

One of these six-cylinder, 9?2 inch by
1 1 inch, direct connected, fully - re-
versible Enterprise diesel engines forms
the power plant of each tug.

S KPT EMBER, 1940

S. S. Ain^e^Ajoa—

Machinery and Equipment,
Labor and Art Work, Fur-
nishings and Materials from
All Parts of The United
States

Above: The sports deck between the stacks, featuring the only
out-of-doors handball court ever built on a ship.

Below: A perfect circle 85 feet in diameter, America's first class
smoking lounge is a very striking and attractive room.

IHl 'i^P"

^ T fk !i « ' "IBaMfl

■i_ T f< ^%^jm^^

An All -American Liner

The new United States luxury liner
America qualities in every respect as
all-American.

From the Oregon pine which plank
her decks to the Rhode Island and
Connecticut silver which graces her
tables, from her steamer blankets
manufactured in Ohio to her Fremont
Ellis murals painted in New Mexico.
her materials originate in the United
States or their possessions.

Practically every state in the Union
contributed to the building of Amer-
ica. Raw materials — wood, metals,
cottons, wools — originated in the
West or the South. The industrial
East supplied finished products. Print-
ing shop equipment from the District
of Columbia and New York ; sound
motion fiicture apparatus from New
Jersey ; l.arber and beauty shop acces-
sories from Illinois; table-cloths and
linens in part from Pennsylvania ; and
gymnasium equipment from Mis.souri
and Michigan help furnish her.

Locks for her stateroom doors came
from the famous Schlage Lock fac-
tory at San Francisco, Calif. .San
Francisco also furnished her Remler
radio emergency intra-ship communi-
cation .system. Annunciators, blowers
and instruments were contributed b}'
Massachusetts: airports bv Delaware;

luits, bolts by Maryland ; indicat(jrs by
Indiana ; pumps by Minnesota ; lead
by Colorado; aluminum by L'tah ; sep-
arators by Virginia ; silver by Nevada ;
copper by Montana ; cotton by .South
Carolina ; and wool by Idaho.

Many other states would be repre-
sented in the original production of
the materials involved, but these are
sufficient to show that the building of
a large passenger liner touches in-
timately the economics of ever\- cor-
ner of the nation.

American Artists Contributed

The artists who decorated the
.America were al.so representative of
the entire nation. Her muralists in-
clude Clenn M. .Shaw of Ohio; How-
ard B. French of New Jersey; Grif-
fith Bailey Coale and Barry Faulkner,
among others of New York ; Austin
Purves, Jr., of Connecticut; and Fre-
mont F. Ellis of New Mexico. Dor-
othy Liebes of San Francisco wove
drapes for the ship, and Puerto Rico
has supplied a hand-woven, "carved"
carpet.

Peak Employment 2500

For 130 weeks — more Ih.ni two

}ears — the construction of .America
has employed hundreds of men —
meant wages for thousands of fam-
ilies. The average number employed
on her was 1200 men each week, and
at the peak of the job, 2500 worked
on her hull and equipment at the New-
port News .Shipbuilding and Dry Dock
Company.

.Another 1200 men were employed
for the total 130 weeks producing ma-
terials outside the yards, and nearly
30() companies contracted to furnish
supplies. More than 1,000 other com-
panies, it is estimated, received orders
through these contractors.

$10,700,000 in Wages

Wages represent the largest single
item in the cost of the new $17,500,-
fXX) luxury liner. Shipyard labor
alone received about $5,385,000, or
nearly a third of the vessel's cost.
•About $5,380,000 additional was paid
to labor for fabricating materials out-
side the yards. Still other money went
to railroad men, employed on the task
of routing to the yards materials on
which about $725,000 in freight
charges was paid.

T,.. , - -^

Above: The spacious, unobstructed sports deck of S. S. America. Below: The engine room, featuring her
Newport News turbines, De Laval gears, Westinghouse generating sets and switchboard.

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Hadlo.

OiiAicMxdUi^ ON AMERICA

First American Radio Installation Designed Especially for
a Ship Before the Ship's Keel Was Laid

Radio equipment aboard the S. ?.
America, this country's new queen
of the seas, is the finest and the
most comprehensive ever installed
on an American luxury liner. Pro-
viding a maximum of service in ra-
dio communication, navigation and
safety, the installation was for the
most part designed especially for
the America, and all of it was cus-
tom built. Moreover, it represents
the first case in which an American
passenger ship has had its radio in-
stallation planned and designed in
advance of the vessel's construction.

The ship's radio room is a show

J^y Charles J. Pannill

President, Radiomarine Corporation of America

place. In charge of a complement
of fi\e radio officers, it is open 2-\
hours a day for telegraphic mes-
sages, and from 9:00 a.m. to 12:00
midnight for radiotelei)hone mes-
sages.

Here are located fi\e radio trans-
mitters and fi\c radio receivers and
the radio auto alarm. Four of the
l.'ansmitters are used in radiotelc-

Radio room on America, featuring the control console.

graphy and one in radiotelephony.
The frequency band and the ap-
pro.ximate power delivered into the
antennas of the four radiotelegraph
transmitters are: llO-lbO kilocycles,
1000 watts; 350-500 kilocycles, 1000
watts ; 4-22 megacycles, 1000 watts ;
and 375-500 kilocycles, 50 watts.
The same ratings for the radiotele-
phone unit are 4-18 megacycles, 600
watts.

The main radiotelegraph operat-
ing controls are conveniently ar-
ranged in a specially-designed con-
sole 9J/2 feet long- Three receivers
are housed in the console, and here
also are to be found the start-stop
switches for the motor generators,
frequency selector switches, signals
lights, and the antenna switching
panel for selection of any of the five
reeei\ ing doublet antennas for
either of two high-frequency re-
ceivers. Then there are four loud-
s]ieakers and switches, which per-
mit a combination for monitoring
Ijy sjieaker nr earphone. Other
switches enable a connection be-
tv\een any of four receivers and a
loudspeaker on the ship's bridge.

.^lill other |ianels contain the main
radiotelephone controls. A feature
of this i)articuiar equipment is a
speech-inverting, or "scrambling,"
device which establishes two-way
|iri\acv in all radiotelephone con-
\ ersalions.

Apart from all of the main Cfpiip-

56

PACIFIC MARINE REVIEW

mciU in ihe radio roum is the emei-
^'eiicy radiotelegraph transmitting
and receiving position. This is a
50-\vatt transmitter which can oper-
ate when all the main power genera-
tors fail. It operates on emergency
generators, and has in reserve two
sets of storage batteries, which en-
able communication when all other
sources of power are unavailable.
Also at this position are two re-
ceivers, one of which covers the fre-
quencies from \S to 500 kilocycles.
The other one, a type B crystal re-
ceiver, operates without batteries or
tubes.

Finally, in the railio room, there
is the radio auto alarm, which, so
far as is known, is the first case of
a passenger vessel operating a 24-
hour radio watch being so equipped.
It is always alive to the emergency
distress signals of other ships, and
automatically sounds a bell in the
radio room and on the bridge when
such signals are [lickcd up. This
installation, providing additional
safety to other ships, is useful be-
cause if, in time of emergency, the
America's operator was receiving on
some frequency other than 500 kilo-
cycles he would not know that the
other ship was sending an alarm.

A 75-watt radiotelephone set,
operating on a frequency band of 2
to 3 megacycles, is installed in the
ship's chart room just aft of the
bridge. This is used only for ship-
ping business, such as communicat-
ing with tugs during docking opera-
tions and with the pier and home
office while the ship is in the har-
bor. During stand-by, the receiver
of this unit is tuned to the coastal
harbor radiotelephone frequency.
When signal is picked up, it is fed
into a selective signaling device
which responds to certain audio fre-
quencies- If the proper sequence is
sent out by the shore station, a bell
will ring aboard ship to indicate an
incoming call.

Positioned conveniently to the
navigation officer in the wheel
house is a radio compass.

Two lifeboats are equipped for
two-way radiotelegraph communi-
cation at 500 kilocycles. Using stor-
age batteries as sources of power,
these sets will function for many
hours.

Counting the two lifeboat anten-
nas, the radio compass loop antcn-

The emergency radio telegraph position.

na, the 75-watt ra(Iintelei)lionc an-
tenna, the five doublet receiving
antennas, the main flat-to]) antenna,
the horizontal \' and the forward
\' antennas, there arc thirteen an
tcnnas alioard the ship.

The America's radio install.'itiiin
called for more than 10 tons of
equi]inH-nt, 4]/j of which were made
up of special high-voltage cable.
The work of installation started on
May 6 and was completed on June
7. At times, as many as IS men
worked on the installation. .Ml of
the equipment, except the auto
alarm, the lifeboat sets and tjic
radio compass, is owned and serv-
iced by the Radiomarine Corpora-
tion under lease to the I'nited
States Lines.

Last fall a destroyer siiuadron com-
mander reported to the Navy Depart-
ment that in many instances his de-
stroxers engaged on neutrality duty
had difficulty in establishing visual
signal connnunication with merchant
vessels, and asked if the situation
might be improved b\- enlisting the

iiuerest of the Government ofTfices
concerned, the shipowners and offi-
cers, and men of the merchant marine.
The Navv Department communicated
with the Department of Commerce
and with the Maritime Commission.

Both the Navy and the Coast Guard
understand fully the reasons why a
merchant vessel is unable to send sig-
nals as rapidly and efficiently as the
Navy and Coa.st Guard vessels.

The P.ureau of Marine Inspection
and Navigation and the Maritime
I (jmmission brought the matter to the
attention of the merchant marine, and
the merchant marine personnel, with
entire good will, .set about to improve
ihe signaling ability of individuals and
facilities aboard ship for signaling.
There is a steady and satisfactory im-
provement.

No Criticism Intended

Unfortunately, an impression has
got abroad that the Navy has crit-
icized the merchant marine in this re-
spect. The object of this notice is to
dispel that impression. There has been
no criticism or adverse comment on
the part of the Navy. On the contrary,
the Navy Department has repeatedly
expressed its appreciation of the good
work done by merchant marine offi-
cers and the progress which is being
made in the improvement of visual
communication — a vital factor of
safety.

Great Improvement

The ratio of successful communica-
tions established during April was 80
per cent, as compared with 69 per
cent in January. Out of 209 vessels
contacted, 167 carried out the exer-
cises to a successful conclusion. Head-
ing the list of the fleets joining in
these exercises are : The Standard Oil
Company of New Jersey, with 14
ships, 9 of which are especially noted
for their excellent signaling; and the
American-Hawaiian Steamship Com-
pany, with 9 ships.

An interesting sidelight is the fact
that the sales of H.O. No. 87 Signal
Manual have more than doubled in
recent months.

The Bureau of Marine Inspection
and Navigation congratulates mer-
chant service officers and men on the
cooperation they have shown with the
Bureau's drive for increased signal-
ing efficiency.

~(o7n<ieiised from «''<?, bulletin "',"'<', B":
rp:iu of .Marine Inspection and Navigation.)

SEPTEMBER. 1940

Mo^ Mode^m Steam ^4^xil

Two More Streamlined Tugs by Pusey & Jones
Equipped With Skinner Unaflow Engines

The two steam tugs H. S. Falk
and J. P. Pulliam, which have been
recently delivered to the Donaldson
Towing & Lightering Comj^any
( Curtis Bay affiliate) and the Pusey
& Jones Corporation of Wilming-
ton, Delaware, are each equipped
with a twin-cylinder Skinner Marine
Unaflow engine. These engines arc
in every way duplicates of those in-
stalled four years ago in the tugs
Carolyn and H. C. Jefferson, owned
by the same company.

Although the engines on the Car-
olyn and H. C. Jefferson have been
in night-and-day operation, much
of the time working under heavy
overload conditions, there have been
absolutely no repairs or adjustments
of an\' kind.

\\ hile they ha\c a normal rating'
of (.00 indicated horsepower, they
can easily develop 50 per cent over-
load when necessity demands. This
capacity for temporary overload is
very important in all operations
afloat, and particularly so in tug
operation. iMo other type of marine
prime mover has this overload ca])a-
city to as high a degree as the Una-
flow engine. (On a recent special
run on the tug H. C. Jefferson, in-
dicator cards taken showed 987 ihp.)

Another factor that favors the
Unaflow marine steam engine is
that there is practically a flat econ-
omy rate at all normal loadings.
The engines installed on the H. S.
Falk and J. P. Pulliam arc guaran-
teed to dexelnp their full load of

Steam tug H. S. Falk

()00 indicated horsepower on 12.2 lb.
of steam per ihp. -hour, and when
operating at one-quarter of this
horsepower on 11.3 lb. of steam per
ih]).-hour, with the steam pressure
of 175 lbs., superheated to 100
degrees.

All .Skinner Marine Unaflow en-
gines are equipped with perma-
nently steam-tight valves, which
will maintain their steam-tightness
for years without any attention,
which is not the case of steam en-
gines equipped with piston or pres-
sure-plate valves.

Lubricating System

The engines are fully enclosed
and force-feed lubricated. The crank
case drains to a sump equipped with
a float valve, and the oil is drawn
from this sump by a small steam
duplex pump and is forced through
an oil cooler and strainer to the
main oil tank. A second pump picks
the oil up from the tank and forces
it under approximately 40-lb. pres-
sure to all bearings of the engine.
This oiling system lubricates every
moving part of the engine. No oil
cups or grease cups of any type are
used.

There are three oil pumps, one
being a spare, and all three are com-
pactly mounted on top of the oil
tank, with cooler and strainer, this
assembly being furnished as a com-
plete unit for mounting in the en-
gine room.

I'he piston rods are equipped with
oil wiper cases, which keep out of
the crank case any condensation
from the cylinders, and prevent
leakage of oil. A single charge of
oil will serve for many months in
this cl(jsed s\'stem without renewal.

58

ACIFIC MARINE REVIEW

Occasional small quantities arc
added to keep the system full.

With superheated steam, cylinder
lubrication is recommended, al-
though it is possible to operate these
engines without cylinder oil with
the superheat limited to about 25
degrees. The builders, however, be-
lieve that with the efficient oil-
separating system provided, it is
better to use oil on the cylinders
with or without superheat. Lubri-
cation of cylinders improves the
mechanical efficiency and greatly
increases the life of the cylinders
and piston rings, as compared with
non-lubricated operation.

Therefore, a force-feed cylinder
oil pump is provided, driven from
the engine, with sight feeds which
can be adjusted to keep the cylinder
oil usage to a minimum. One feed
is conducted to a point just ahead
of each of the four poppet inlet
valves, and two additional feeds are
carried to the steam line at the
throttle.

Controls

The controls for the main engine
are mounted on the upper deck and
short-coupled direct to the cam box,
from which the poppet inlet valves
are operated, eliminating the power
reverse gear commonly used on
triple-expansion engines.

The control is entirely by cut-off
for stopping, starting, re\ersing and
running in either direction, one lever
being provided for cut-off ahead, and
one for cut-off astern. A third lever
is provided for controlling the
throttle valve.

With the cut-off control, full
steam pressure is obtained in the
cylinders for all load conditions,
thereby gaining nearly full expan-
sion of the steam and eliminating
the throttling condition used here-
tofore on reciprocating engines.

It is for this reason, combined
with the permanently steam-tight
valves employed, that excellent
economies are obtained over a wide
range of speed and load conditions,
which are highly desirable for tug
application.

This control gives exccedingl}'
quick action and response, and the
engine can be reversed, stopped and
started with the throttle wide open.

On an acceptance test made on
another tug equipped with a Skinner
Marine Unaflow engine, the engine,

The twin cylinder Skinner
Unaflow steam engine as
installed in modern tugs
is a compact unit of
sturdy construction and
high overload capacity.

when propelling the ship ahead at
a s]}eed somewhat above the con-
tract conditions, was instantly re-
versed without closing the throttle,
and the ship started to move astern
in 40 seconds after throwing the re-
verse lever.

The cylinders, cylinder heads and
pistons are cast from special alloyed
semi-steel, using nickel, chromium
and molybdenum. They have a
close-grained, smooth-finished hard-
cvlinder wall surface, the life of
which is far superior to conventional
engine cylinders. The pistons are
of special alloys. Piston rings used
on previous installations, with 300-
Ib. pressure and 200 degrees super-
heat, still showed some of the origi-
nal tool marks after 3 years of
ojieration, covering ap]>roximately
280,000 miles.

The piston rod packings are of
the full metallic type, using sec-
tional bronze rings requiring no re-
l>acking or tightening U]) for long
periods of operation.

The valve gear consists of an en-
closed cam box containing the re-
versing mechanism, the cams and
shafts, and ta])pets.

These tap])ets operate the double-
beat steam-tight expansion-compen-
sating inlet valves, of patented de-
sign, with flat seats which are

ground in cold and need no further
attention.

With the design of valve gear
employed, which is used only on
Skinner Marine Unaflow steam en-
gines, a perfect neutral is obtained,
and the indicator cards are well bal-
anced, from a "shoestring" friction
load condition to large overload
conditions.

The bored guides of the self-
aligning type are another original
feature. The connecting rods and
connecting rod bolts, crossheads and
piston rods, are made of heat-treated
alloy steels of high tensile strength
and high ductility.

The crankshaft is a single-piece
forging made to American Bureau
of Shipping Grade Two specifica-
tions, and is fully counterbalanced,
giving smooth performance, and free
from vibration at speeds consider-
ably in excess of normal.

The overall dimensions of these
engines are appro.xiniately 6 feet 6
inches width of base, 9 feet length,
13 feet 5 inches from the center of
the shaft over the top. These com-
pact dimensions give ani])le sjiace in
the engine room for mounting all
auxiliaries with more than usual ac-
cessibility, leaving ample room to
insure safe working conditions for
the o])erating crew.

SEPTEMBER. 1940

59

^••yfuCkuf'

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 300 Sansome Street, San Francisco, California.

^estions from the Ships

QUESTION

"The solutions offered by marine
engineers and others for the capa-
city of a coal bunker are not clear
to me, as they do not check with my
high school teaching of geometry.
The problem is : A bunker is 30 feet
long, 18 feet deep and 18 feet wide
at the top, 14 feet wide at the mid-
dle and 10 feet wide at the bottom.
I am told to get the area of the end
section and multiply by the length.
This is clear. But they tell me to
get area of end section by adding
the top and bottom width to 4 times
the middle width, dividing the sum
by 6, then mialtiply by the height.
This gives 18 + 4 X 14 + 10 = 84.
Divided by 6 is 14, or average width.
Multiplied by 18 is 252 sq. ft. area.
Why shouldn't I just take 18 + 14
4- 10 = 42, and divide by 3 = 14
average width? We get the same
answer. So why use 4 X the middle
dimension?"

F J.P., San Francisco.

ANSWER

The j^roblem tjiven is one where the
two answers are the same, because the
average of the .3 numbers is 14, and
this also happens to be the middle di-
mension, so that we could multiply it
by any number we want, such as
8 or 20, then divide by 10 or 22 and
get the same answer. Where the mid-

dle (liniension is also the average, the
hunker is not bulging, but is a straight
side, i.e.. the sloping side is a straight
line, not a curve bulging out, like tlie
side of an ordinary ship. See Fig. 1,
area closed by line TAB.

."suppose the dimensions of the sec-
tion were 18 at top, 17 at middle, 10
at bottom. Then the average is
18-1- 17 -f 10 = 45. Dividing by 3.
we have 15 feet. See Fig. 1. The
arithmetic average of three dimensions
gives area closed by lines RS.

Bv the recommended method, we
have 18 + 4 X 17 -f 10 = 96, and di-
viding by 6 we find an average of 16.
.See I'ig. 1. The sjjecial average gives
area O -I- I" X O.

The factor of 4 is used because it
fits tlie ship's bunker, as it gives 4
times the importance of the middle
width that it does to the top and
hotlom. In other words, it indicates
that the shape is such that it changes
width rapidly in the top 1/6 and Ijot-
toni 1/6, but the change is slow or
slight in the middle 4/6.

However, the accepted method of
using a factor of 4 on the middle di-
mension has the same error as in the
follfjwing problem — that of using in
the average dimension the extreme
top and extreme bottom widths. These
should not l)e used. To illustrate,
take the fre(|uently-presented prob-
lem illustrated in I'ig. 2. .\ bunker

30 feet long is 12 feet deep. It is
6 feet w-ide at the top; 6 feet at a
point 6 feet, or one-half way down ;
5.5 feet wide at 8 feet from top ; 3 feet
wide at 10 feet from top ; and 2 feet
wide at bottom.

The solution is, of course, simple
after getting the area of the end. The
procedure of getting the area, as ac-
cepted by marine engineers, examin-
ers and educators, is first to compute
the area of the regular section as
() X 6 = 36. Then get the average
width of the lower section by
taking the average dimension, in-
cluding the upper and lower one, thus,
6 + 5.5 -f 3 -f- 2 = 16.5. Dividing by
4, we get 4.125 as an average.
Then times the height gives
6 X 4.125 = 24.75, and adding 36,
we have 60.75 sq. ft. for total area
of end of bunker. This is a practical
and empirical rule, and is accurate
enough where the side curves out at
one place and curves in at another,
like Fig. 2, but would not be so accu-
rate if bunker was curved as in Fig. 1.
Thus it is only good for the special
case of the double curve bunker.

The rule as given uses 4 dimensions,
but they include the extreme top and
bottom. The use of 4 measurements
then divides the section into 4 smaller
.sections, takes the sum of the indi-
vidual areas, as illustrated in Fig. 2.
However, the top sub-section has a
width which is more than its own av-
erage or mean width, and the bottom
a width which is less than its own
mean width. The intermediate section

PACIFIC M A K 1 N E REVIEW

also has a (iiiiiension which is not tlic
same as its own mean width.

The mathematically-correct way to
approximate the area of the irregular
part of the end section is as shown in
Fig. 3. We again assume that 4 di-
mensions will give the required de-
gree of ap[)roximation, but instead of
measuring at extreme top and bottom,
we measure 1/2 a section height down
from the bottom, at E, then F, G and
H follow a section height below, leav-
ing width H 1/2 section up from the
bottom. This insures that the width
of each section used will be its own
trite mean or average. Thus for the
.same number of measurements taken,
it gives a closer approximation to the
true value.

It is understood, of course, that the
greater the number of measurements
taken, hence the greater the number of
sub-sections used, the closer the ap-
proximation is to accuracy.

To make a mathematically-correct
approximation, the width of the indi-
vidual sub-sections should be taken at
the mean or average value as closely
as it can he estimated, and this could
never, of course, be the width of
either its top or its bottom side, that
is, its maximum or its minimum
width.

This reasoning is also true in find-
ing areas of indicator cards or for any
general irregular area problem.

Our modern ships do not present
the coal bunker problem. However,
43 cu. ft. per long ton of 2240 lbs. is
the accepted figure. It varies from
42 to 45 for bituminous grades to
53 to 5S for anthracite grades.

T R

o

J^>»_ ^_ _

QUESTION

When will you get around to
diesel engines?

P.E.M , San Francisco.
ANSWER

I'erhaps wc have made a mistake in
starting on boilers before diesel en-
gines. Let the steam engineers write
ill their vote. If we get many more
letters on this, we may lie forced to
break open the boiler series and pre-
sent diesels.

I-'or the present we will reply to all
(|uestions sent in on diesels. We pre-
sent in this issue a resume of the
boiler program ahead. Diesels as a
general, continuing subject may have
to wait a year before being presented.

Boiler Subjects

We present herewith a propo.sed
program of subjects in order of pres-
entation which will be covered on this
subject. Letters and questions will
guide the trend of subject matter.
( 1 ) Fundamental Requirments of

All Boilers
( 2 ) How the Fundamentals Are Met
( 3 ) Conventional Boiler Designs
(4) L'^nusual and Novel Boiler

Designs
( 5 ) Boiler Fittings
( 6 ) -Superheaters, Economizers and

Air Preheaters
( 7 ) Boiler Auxiliaries
( 8 ) Furnaces, Combustion and Gas

Analysis
( 9 ) Efficiency and Capacity of Boil-

er.s — Ratings

(10) Liquid Fuels and Burners

(11) Automatic Boiler Controls

(12) Problems in Boiler Operation

Fundamental

Requirements

QUESTION
What would be considered the
cardinal points of boiler theory
which good designs must account
for by one means or another?

ANSWER

Many such lists have been jirejiared.
The variation between authorities is
principally on the matter of which
points are fundamental and which
])oints may be compromised to gain
reductions in costs, weights or im-
provements in efficiency.

Boilers, like all other units of
equipment, are a compromise in de-
signs. For instance, we could save
weight by using higher tensile strength
steel, but we lose in ductility and re-
sistance to .shock stress. We could
gain slightly in efficiency by increas-
ing some dimensions and areas, but we
increase weight and cost all out of
proportion to the gain.

The writer would list the following
as cardinal points :

( 1 ) A surface large in proportion
to other areas must be provided for
the steam bubbles to break loose from
the water to prevent carry-over.

(2) A constant and thorough cir-
culation of the water over all heat-
ing surfaces must be assured, to
maintain uniform temperatures.

(3) A combustion chamber so ar-
ranged in volume and shape that
combustion is complete before gas

/:>. /.

Fie 2

Fiq. 3.

temperature is lowered by the heat-
ing surfaces.

(4) Heating surface broken u])
into many small sections so that
unit stresses are reduced and result
of failure on one section will not
result in explosive effects.

(5) A mud dram to recei\e all
sediment and precipitates and lead
to adequate blow-down.

(6) Proper selection of tested and
certified materials used in stress
members. Parts put together with
machined fits and no residual stress.
Simple and accessible construction.

(7) A large safety factor in stress
calculations. E.xpansion strains re-
lieved by designed movement. Skill-
ful design.

(8) Accessibility of parts for
cleaning.

(9) Directed passage of gases
through heating surfaces.

(10) Suitably rated for its load
and suitably designed for its rating.

(11) Suitable and reliable fittings
and gages.

Engineers' Licenses -for July

Name and Grade Class Condition

SEATTLE

C. G. RalU. 3d Asst MS. any GT O

SAN FRANCISCO

W. T. Blow. Cliief SS. any GT RG

W. A. Ferron. Chief SS, any GT RG

M. E. Lewis. Chief SS, any GT RG

L. F. Sellers, Chief SS, any GT RG

R. J. MacKay, Chief SS, any GT RG

F. J. Petersen. Chief SS, any GT RG

J. R. 0-Neil. Chief SS, any GT RG

E. C. Stoner, Chief SS, any GT RG

E. Trebilcock. 1st Asst SS, any GT RG

H. C. Boehner, 1st Asst. SS, any GT RG

W. M. Jones. 2nd Asst SS, any GT RG

J. K. Taylor, 2nd Asst SS, any GT RG

D. H. Donaldson, Jr.,

2nd Asst SS, anv GT RG

D. B. Bivin. 2nd Asst SS, any GT RG

G. Cobb. 2nd Asst SS, any GT O

C. E. Anderson, 2nd Asst SS, any GT O

J. L. Colton, 2nd Asst SS, any GT O

E. Barish. 3d Asst SS, any GT O

J. F. Von Barm, 3d Asst SS, any GT O

PORTLAND

E. L Hantak. Chief MS, 750 GT RG

Ist Asst MS, any GT

SAN PEDRO

R. E. Moody, Chief SS. any GT RG

H. L. May, 3d Asst SS, any GT O

C. L. Sorensen. 3d Asst SS. any GT O '

D. L. Byrd. Chief MS. 750 GT O

G. S. A. Goltz. Chief MS, 750 GT O

Abbreviations; SS is steamer; MS is motor-
ship; GT is gross tonnage; O is original license;
RG is rais? of grade. All of these licenses are

Our next article will discuss some
of the theory and mechanics behind
the successful fulfilling of the above
requirements.

and ^fiade J[lvte/ixitufie>

Modern Export Packiiiy, by Joseph
Leeming; 530 6" x 9" pages; 242 il-
lustrations; bound in buff buckrum
with black stampings ; published by
the Bureau of Foreign and Domestic
Commerce of the U. S. Department
of Commerce ; for sale by the Super-
intendent of Documents, Washington,
D.C.; price $1.00, net.

Here is a very timely and interest-
ing volume filled with the type of in-
formation that even- exporter, every
shipping executive, every stevedore
and every deck officer needs in the
handling of export cargoes. It is a
new, up-to-date edition of the book
Packing for Foreign Markets, pub-
lished by the Bureau in 1924 and very
widely distributed and used.

The text is divided into three main
sections and an appendix. The first
140 pages describe the construction of
containers in great detail. This sec-
tion, carefully studied, would enable
any person of ordinary intelligence to
qualify as an expert insi>ector of con-
tainers for export packing. Two hun-
dred and eighty-seven pages on
"Flacking Methods for Commodity

Groups" compose the next section.
Number three section has fiftv-four
pages on the subject "Vital Considera-
tions Aflfecting Satisfactory Packing."
Finally, the appendix lists quite com-
prehensively "Conditions and Facil-
ities at Ports Throughout the World."
A good book to have on the shelves
for leisure study and for reference.
Worth far more than the price.

German Subs in Yankee Waters, by
Henry J. James ; 210 pages illustrated
with numerous pen-and-ink sketches
by Charles E. Pont. Published by
Gotham House, New York ; price
$3.00, net.

This is the story of the transatlantic
cruises of German U-boats during the
first world war, and of the captures
and sinkings they efifected in the ship-
ping lanes along the Atlantic Coast of
the I'nited States. It is brought out at
this lime with the intention of boost-
ing national defense measures, and
that intention has our hearty endorse-
ment.

Henrv I. lames is an educator and

a veteran .Sea Scout. He is Superin-
tendent of Schools at Simsbury,
Conn., and chairman of Sea Scouting
in that state. During the time covered
by his book he was serving (age 15)
as a sailor in the Provincetown fleet
of fishing vessels. His father was
owner and operator of a Grand Banks
fishing schooner. He has put a lot of
this background, and of research on
German submarine logs and diaries,
into the making of this book, an
authentic addition, to our knowledge,
of an important, little-known chapter
in American history.

Flame-Hardening Apparatus, a new
12-page bulletin issued by the Air Re-
duction Company.

This booklet makes available to the
metal-working industry details on the
considerations and apparatus involved
in fiame-hardening surfaces of various
forms. It describes specifically the
Airco Style 4383 water-cooled flame-
hardening torch, and the variety of
extensions and types of tips available
for use with it. It includes special
equipment, such as torch holder, ad-
justing arm and use of the Airco No.
4 Radiagraph, a portable machine
especially serviceable for mounting
the flame-hardening torch.

Cut Steel Profitably With Keiina-
metal Tools and Blanks is the title of
a new six-page folder published by
McKenna Metals Co. and describing
how Kennametal is manufactured,
where it can be used and why it is
said to be the best tool material for
machining steel of all hardnesses up
to 550 Brinell.

This new folder contains complete
factual data on this new hard car-
bide tool material, yet can be easily
read in fifteen minutes. Three tables
describe (1) the comparative physi-
cal properties of Kennametal ; (2)
materials machined with Kenna-
metal ; and (3) recommended speeds
for machining steels of various
hardnesses.

A chart on page 4 demonstrates
the increased cutting speeds and
greater hardness range of steels ma-
chined with Kennametal, as com-
pared to cobalt chrome alloys and
high-speed stee's. Illustrations show
typical turning, milling and shaping
operations em])loying Kennametal-
tippcd tools.

Copies of Bulletin 740 will be sent
free to those requesting it on their
company letterheail.

PACIFIC MARINE REVIEW

KnOUILEDCE IS THE STRHICHT

COURSE TO nDunncEniEiiT

ws

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By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansome Street, San Francisco, California.

III SOME SPECIAL CARGOES

QUESTION
What is meant by the term "stow-
age?"

ANSWER

Stowage is that important branch
of the art of seamanship which ap-
plies to the loading of a vessel, and
has for its aims the handling, plac-
ing and packing of goods in a vessel
in such a manner as will best ensure
the following:

(1) The preservation of crew and
ship from danger or injury arising
from the manner in which the cargo
is stowed.

(2) To protect the cargo from
damage, loss or deterioration, and
so ensure "sound delivery" of same.

(3) The economy of cargo space,
on which depends the vessel's earn-
ing capacity.

(4) The highest possible rate or
port speed, i.e., the rate at which a
vessel is capable of loading or dis-
charging her cargo.

QUESTION

What is meant by "port-marking"
cargo, and how would you do this?
ANSWER

Cargo loaded for several ports
should be port-marked if possible-
This is usually accomplished by al-
lotting a certain color to each dis-
charging i)ort, and it is customary
to either chalk or paint this color on
the cargo for the corresponding
port.

QUESTION
What is "broken stowage," and
where does this occur?

ANSWER

The term "broken stowage" is
space which is lost and unoccupied
by cargo between and around pack-
ages in stowage, and is made up of
the spaces between individual pack-
ages ; space occupied by dunnage ;
space at sides, ends and on top of
cargo ; also in way of pillars, brack-
ets, bulkhead stiffeners, etc., which
is not sufficiently large to receive
the size of package available.

QUESTION
What is meant by the term

Deck Officers' Licenses

Name and Grade Clais Condition

SEATTLE

J. Nilacn, 2nd Mate SS, any GT RG

SAN FRANCISCO

S. C. Krolikowski. Master... SS and MS. anyGT RG

R. Hall. Chief SS, any GT RG

G. H. Blackett, Chief SS, any GT RG

J M. Hansen. Chief SS. any GT RG

E. H. Dovey. Chief SS, any GT RG

T. WesUrling. Chief SS, any GT RG

G. W. Jahn, 2nd Mate SS, any GT RG

H. E. Goode. 2nd Mate SS. any GT RG

G. C. Marshall, 2nd Mate SS. any GT O

H. G. Oliver. 3d Mate SS, any GT O

J. M. Windas. 3d Mate SS. any GT O

T. E. Edwards. 3d Mate SS. any GT O

W. F. Redfield, 3d MaU SS. any GT O

PORTLAND

J. E. Bullock. Master SS. any GT RG

SAN PEDRO

A H. Larson, Chief SS. any GT RG

C. J. Robertson, 2nd Mate SS. any GT RG

Abbreviations: SS is steamer; MS is motor-
ship; GT is KrosB tonnage; O is original license;

RG is raise of grade. All of these licenses are

"acids," and where would you stow
them?

ANSWER

To the popular mind, the name
"acid" suggests something in which
danger lurks and which must be
treated with the utmost precaution.

It by no means follows, however,
that because a substance is labeled
"acid" it must necessarily be "dan-
gerous." Many acids are perfectly
harmless ; some, indeed, are food-
stuffs.

Acids may be solid, liquid or gas-
eous.

Solid acids would usually be
packed in drums or cases, more
often well waxed, and must be kept
dry. The containers should be care-
fully inspected, for if water reaches
the acid and the container is in any
way faulty, leakage and damage
must be expected.

Liquid acids would generally be
shipped in carboys. These carboys
should be surrounded with some
antiacid material, i.e., chalk, and se-
curely packed in an iron crate. Such
cargo should be carried on deck "At
Shipper's Risk," and, provided the
containers are efficiently lashed,
there need be little cause for an-
xiety. If, however, accident should
happen, the defective articles should
be thrown overboard.

Gaseous acids would be contained
in cylinders. These cylinders should
be wrapped in rope and then stowed
in the coolest part of the vessel. Gas
cvlinders must always be tightly
wedged to prevent movement dur-
ing transit, for collision between

SEPTEMBER, 1940

theinsel\es, or between them and
the parts of the vessel, may cause
the container to burst, especially so
if the temperature has changed con-
siderably, as in the tropics.
QUESTION
What care should be taken in
stowing airplanes?

ANSWER
Airplanes are usually dismantled
before shipment, the lighter parts,
such as wings, fuselage, etc., being
packed in large, light cases. Great
care must be taken in handling
them, especially when slinging, and
the cases should always be slung
where marked. Particular attention
is necessary in the stowage, as it is
absolutely essential that the cases
should be stowed on a perfectly
level foundation with numerous
beds ; otherwise, even with their
own weight, cases will become
broken or distorted, which usually
results in damage to the contents.
Xo heavy cargo should on any ac-
count be stowed above them ; they
should be first well boarded over.
QUESTION
What is ambergris, and where
would you stow it?

ANSWER
Ambergris is a solid, inflammable,
fragrant substance found on the
coasts of or floating on the sea
around India, Africa, Brazil, etc. ;
sometimes referred to as "grey am-
ber." Used in perfume manufac-
ture and is a very valuable article.
Stow in strong-room; it is shippe 1
only in small quantities.
QUESTION
What care should be taken in
stowing aniline dyes?
ANSWER
A by-product of coal-tar, which
emits fumes of a very dangerous
character. Generally shipped either
as oil in drums or crystals in casks.
The oil fumes are very penetrating,
and taint goods stowed with or near
this cargo ; furthermore, the oil
leaves damaging stains on whatever
it contacts with. Ships have been put
to very great expense in freeing
holds of the taint of aniline oil, en-
tire compartments having had to be
scrubbed with soap and water. Stow
in i)00p, or forecastle, away from
foodstuffs and crew's quarters, and
well removed from bleaching pow-
der, as the mixture of their gases is
danj.jerou'^.

QUESTION
Is any special stowage required
for antimony?

ANSWER

This is a metal that is a chemical
clement. It is variously shipped as
antimony oxide, salts and sulphide,
which latter is used in vulcanizing
rubber. Antimony oxide is shipped
in casks, and is much used as a sub-
stitute for paint. The ore is some-
times carried in bulk, but usually in
casks, boxes and bags. If carried in
bags, they must be carefully exam-
ined to see that they are not dam-
aged. No special stowage is re-
quired, but all are poisonous and
should be stowed clear of foodstuffs. ,
QUESTION

Where would you stow areca
nuts, and what would you particu-
larly guard against?

ANSWER

They are the "betel nuts" of the
tropics, obtained from the arec;i
cathecu palm. The natives use il
mixed with pan leaf and chunam (ji
lime as a masticator. This, like al-
most all other nut cargoes, is very
much given to heating, a case hav-
ing been known where the tem])er-
aiure of the hold was raised to llu'
extent of 40° through this cause.
When green and shipped in baskets
or bags on long passages, damage is
often caused to other articles by its
heating properties, and it also gives
off a dangerous gas fatal to animal
life. If at all damp or wet, tlio\
should be rejected, as they are
totally unfit for shipment in that
condition.

Stow away from boilers, clear ol
all cargo liable to be affected by hu-
mid heat. Keep the hatches uncov
ered as much as possible, as good
ventilation is a first essential to
their proper carriage.

The nuts lose weight up to aboul
10 per cent on long passages.
QUESTION

Where is asphalt obtained, and
how is it carried aboard ship as
cargo?

ANSWER

Native asjjhalt is a mineral resin
formed by the natural drying u[) of
rock oil or petroleum in its bed, de-
posits of which are found in Trin-
idad, where it is obtained from a
"lake" of about 100 acres in extent,
the supply ajjpearing to be inex-
haustible; dcfiosits arc also found in

Cuba, Venezuela, Peru and various
places in the Gulf of Mexico.

Asphalt is also obtained from pe-
troleum by distillation.

It is used principally as a paving
material, and is shipped in bulk, in
open- or single-headed barrels, and
sometimes in drums or ordinary
barrels.

For bulk shipments, holds are
usually lined, otherwise the asphalt
forms around and adheres to
frames, stringers and plating in such
manner that it is very difficult to
clean off"- The lining and other parts
with which the asphalt will come
into contact sometimes are smeared
over with soft clay or mud to pre-
vent the asphalt sticking to same ;
whitewash, sometimes applied, is
not as effective as clay, and care
should be observed to prevent the
asphalt oozing into the bilges, etc.
Shifting boards are necessary for
bulk cargo.

The asphalt, when shipped, is in
a soft plastic condition, and remains
so during the tropical part of the
voyage, hardening as temperature
falls, making the discharge very
slow and laborious work, involving
the use of pickaxes, etc.

Should a vessel laden with asphalt
in bulk take a list, the tendency
would be for such to increase as the
plastic mass settled to the low side.
On modern vessels, such a tendency
can, however, easily be corrected by
the timely use of trimming tanks.

When shipped in barrels, it is ad-
visable to stow them on end and put
loose dunnage between them. If
carried below decks, stow in a cool
place and away from goods liable
to be affected by the smells thrown
off. Packed this way, it is often
carried as deck cargo. In some
forms asphalt is inflammable.
QUESTION

Where should a part cargo of au-
tomobiles in cases be stowed?
ANSWER

Automobiles shipped in cases
should be stowed in holds having
the largest "square" spaces, to avoid
broken stowage. Care should be
taken to see that they are stowed on
a flat surface on level beds to pre-
vent distortion of the cases, which
often occasions serious damage to
the automobiles they contain. If
stowed in large numbers, boards
should be laid between each tier, so
as to distribute the weight of each

PACIFIC MARIN K REVIEW

case over more than one case be-
neath it. Light cases or other goods
may be stowed on top of these cases,
but if broken stowage is needed be-
tween cases, great care should be
exercised as to what cargo is used
for this purpose, and only strong
cases, lumber or similar goods
should be employed. Serious dam-
age has often been caused to light
goods which have been used for this
purpose, and heavy claims resulted.
QUESTION

How would you stow a part cargo
of bark?

ANSWER

There are many kinds carried, and
they are shipped in bulk, bales, bags
and sometimes hogsheads. They
may generally be stowed with dr\
goods when free from smell or in^
sect life. Stow well away from ar-
ticles of an edible nature. The finer
kind of bark should be kept awa}
from oily, damp or strong-smelling
articles, as it may be damaged by
contact. Hemlock bark requires to
be well protected from rain or wet,
as it is easily damaged. All barks
should be protected from salt water.
QUESTION

What care should be taken when
stowing beans, bean oil and bean
cake?

ANSWER

There are many kinds of beans,
such as haricot, butter, locust, etc.
They are usually shipped in bags,
which should be well dunnaged antl
matted, and given good dry stow-
age away from any goods such as
turpentine, oil, etc., from which they
would be liable to be damaged by
taint.

Bean oil is shipped in consider-
able quantities from Japan, Man-
churia, China, New Orleans, etc.
In many cases this oil is now
shipped in bulk. It solidifies at
about 10 degrees F. It is also
shipped in barrels.

The cases are sometimes tied
with straw cord, which renders good
firm stowage impossible; the cross
hitch at the top and bottom pierces
the cases above and below under
pressure. If the roping is cut off,
the cases will stow much firmer,
with consequent less leakage. Leak-
age of this oil, whether in barrels
or cases, is very considerable, and
great care should be taken, by suit-
able boarding over, to keep other

cargo from getting into contact with
the oil containers.

Bean cake is an oil cake, and
should have dry stowage, well dun-
naged and guarded against tainting
by other cargo. Do not stow on
ncwly-sawcd lumber, and reject
tlani]) packages.

QUESTION

What particular stowage is re-
quired for bleaching powder, and
what should you guard against?
ANSWER

Bleaching powder (chloride of
lime, sodium and potash) is packed
m iron or steel drums, which are
\cry liable t(j be destroyed by the
bleaching powder. A strong disin-
fectant and deodorant white pow-
der, it throws off corrosive pungent
fumes (chlorine gas), which attack
and destroy textile fabrics stowed in
same compartment. The fumes,
when allowed to accumulate, make
it impossible for men to work in the
compartment-

The most suitable stowage is on
deck, or in poop, or forecastle, well
clear of crew's quarters. If stowed
below, stow near but not on hatch-
way, in a well-ventilated compart-
ment which contains no delicate or
textile goods.

QUESTION

Where would you stow bones and
bone meal?

ANSWER

Bones are shi])i)ed in cases, bags,
and also loose. They are often car-
ried at a reduced freight rate and
used for broken stowage and lilling
into places such as peaks, tanks and
behind cargo battens, etc. If stowed
in compartments with other cargo
liable to be damaged by taint or
moisture, it should be ascertained if
they are perfecth' dry and sweet,
otherwise damage may occur by
overheating, or the odor may con-
taminate other cargo.

Bone meal is a preparation from
bones; it is usually shipped in bags,
has a slight odor and also creates a
great dust over nearby goods when
loading or discharging. If the bags
are inferior or second-hand, the bill
of lading should be so endorsed. In
discharging, the bags should be care-

fully handled, as they rot very easily
on the passage, and are often found
hurst, allowing the loo.se bone dust to
mix with other cargo. Stow as for
ordinary bag cargo, and ventilate as
much as possible.

QUESTION

What special care should be taken
while loading bullion? By what
agreement is it usually carried and
where stowed?

ANSWER

(lold and silver bullion, i.e., un-
coined gold and silver, respectively, is
shipped in ingot or bar form, packed
in strong, well-made boxes, which
u.sually are fitted with strong rope
bcckets for handling; very rarely is
bullion shij)ped in large ingots un-
boxed. Unless vessel is fitted with
a proper strong-room or safe of suit-
able capacity, bullion should not be
received on board.

Cases containing bullion should al-
ways be worked with nets especially
constructed for this purpose, and each
net should he fitted with a buoy rope
long enough to reach the bottom of
the dock, or place where the vessel is
lying, in ca.se of accident. This buoy
rope must be rove round the edge of
the net, and spliced with an eye splice
around its own part. It is obvious that
should an accident occur when hoist-
ing a net of bullion on board, and the
fall break and allow the contents to
sink in the water, if the buoy rope
was not rove as described, the net
would open under water. Whereas if
so fitted, and a strain be put on the
buo\' rope, the net would close.

Bullion is usually carried nowadays
by special agreement only, that is to
say, on a percentage based on the de-
clared value, and must be carried in
a strong-room or other locked-up ac-
commodation.

Each operation of receiving, stow-
ing and delivering this valuable cargo
should be personally supervised by the
ship's officers, assisted, when neces-
sary, by responsible members of the
shore staff. An officer should tally
bullion at the rail, and its progress to
the btdlion room should be carefully
watched. Tally and check again in
bullion room before stowing, record-
ing every mark and number, also ex- ■
amining the seals.

Delivery should never he made by
ships' officers to anyone except on an
order from master, owners or agents,
the order clearly specifying marks and
numbers to be delivered.

SEPTEMBER, 1940

0^

4U<>f

SHIPS in THE mflKIHG

LATEST NEWS FROM AMERICAN SHIPYARDS

S. S. jame4, Jiifk&i, cU
SpxiAAOuPi Point yoAd

An important addition was made
to the rapidly-growing American
merchant fleet when the SS. James
Lykes was launched on July 27 at
the Sparrows Point (Maryland)
Yard of the Bethlehem Steel Com-
pany, Shipbuilding Division. The
new vessel, the keel of which was
laid on January 16, is of the United
States Maritime Commission's Cl-B
type. It is the first of five vessels
of this type under construction at
the Sparrows Point Yard for Lykes
Brothers Steamship Company of
Houston, Texas. Mrs. James M.

Lykes, whose husband is vice presi-
dent in charge of the company's
Galveston office, was the sponsor at
the launching.

The James Lykes has a dead-
weight capacity of 9075 tons, a dis-
placement of 12,875 tons and a
cargo carrying capacity of 7,786
tons. Accommodations are also pro-
vided for eight passengers. The
principal dimensions are as follows :

Length overall 416 ft. 0 in.

Length between

perpendiculars 395 ft. 0 in.

Breadth 60 ft.

Depth to main deck 37 ft. 6 in.

Draft 27 ft. 6 in.

Speed 14 knots

The propulsion machinery con-
sists of a Bethlehem cross-com-
pound, double reduction gear tur-
bine of 4000 shaft horsepower, driv-
ing a single four-blade propeller.
Two water-tube boilers burning oil
under forced draft will supply steam
at 450 lbs. per square inch pressure
at a temperature of 750 deg. F. at
superheater outlets. Electric en-
ergy will be supplied by two 250-
k.w. turbo generators, with a 15-
k.w. diesel-opcrated unit supplying
]>owcr in emergencies. Normally
the vessel will carry 879 tons of fuel
oil, sufficient for 10,000 miles radius
at 14 knots.

Pn4jo^ii4f> in

Q-1 jHcuuiclUnj^

.\ great deal of confusion has
been caused by the statcmeni
printed in Pacific Marine Reviezv
and in the daily press that the Au-
gust 1 launching of a C-1 cargo ves-

sel at the Tacoma )ards of the
Seattle - Tacoma Shipbuilding Cor-
poration was "the first launching of
a C-1 type ship." This should have
read, "first on the Pacific Coast."

The first five launchings of C-1
type cargo vessels came very close
together, in the following order:

No. 1. James Lykes, built by
Sparrows Point, Bethlehem, at Spar-
rows Point, Maryland ; July 27.

No. 2. Cape Alva, built by Seattle-
Tacoma Shipbuilding Corp. at Ta-
coma ; August 1.

No. 3. Joseph Lykes, built by
Federal Shipbuilding and Dry Dock
Co. at Kearny, N. J. ; August 3.

No. 4. Cape San Martin, built by
Union Plant of Bethlehem, San
Francisco ; August 6.

No. 5. American Manufacturer,
built by Western Pipe and Steel Co.,
South San Francisco ; August 8.

On Paolpc Coad

During the past two months, the
LI. S. Navy has awarded contracts
for shipbuilding aggregating in ex-
cess of $55,000,000 to naval and pri-
vate yards. These include:

Puget Sound Navy Yard — 2 de-
stroyers.

Mare Island Navy Yard — 1 sub.
tender and 4 subs.

Union Plant, Bethlehem — 2 de-
stroyers.

General Engineering & Dry Dock
Co. — 4 anti-sub. net tenders.

Commercial Iron Works — 4 anti-
sub, net tenders.

66

PACIFIC MARINE REVIFW

STATUS OF UNITED STATES MARITIME COMMISSION SHIPBUILDING PROGRAM
AS OF AUGUST 1ST, 1940

TYPE OF VESSEL AND
PROPELLING MACHINERY

CONTRACTS AWARDED | KEELS LAID

LAUNCHED

DELIVERED

Total 1 Steam Prooelled I Diesel Propelled

No.

Gross
Tons*

No.

Gross
Tons*

No.

No.

Gross
Tons*

No.

Gross
Tons*

^'""-. No.
power*

Gross
Tons*

Horse-
power*

Gross
Tons

'assenger— United States Lines

_ , . (H. P. — D. R. gear

Turbine ^j p ^ L.p._s. R. gear) Twin screw

1

26,454

1

26,454

37,400

_

_

1

26,454

1

26,454

1

26,454

passenger and Cargo — Mississippi Shipping Co.
Turbine — D. R. gear — Single screw

6

49,477

6

49,477

51,600

—

—

—

3

24,577

3

24,577

1

7,977

Passenger and Cargo — C-3

Turbine— D. R. gear— Single screw

Diesel— geared drive— 4 engines— Single screw

IS

11
4

133,100
96,300
36,800

11
11

96,300
96,300

93,500
93.500

4
4

36,800
36,800

34,000
34,000

10
6
4

91 100
54,300
36,800

1

1

9,300
9,300

—

E

Cargo— C-3

Turbine — D. R. gear— Single screw

Diesel — geared drive — 4 engines — Single screw

18
14
4

140,636
109,092
31,544

14

14

109,092
109,092

121,550
121,550

4
4

31,544

31,544

35,600
35,600

18
14
4

140,636
109,092
31,544

13
9
4

101,636
70,092
31,544

9

5
4

70,436
38,892
31,544

Cargo— C-2

Turbine — D. R. gear — Single screw

Diesel direct drive — Single screw

Diesel— geared drive— 2 engines— Single screw

40
18
14
8

254,899
119,045
86,302
49,552

18
18

119,045
119,045

112,200
112,200

22

14
8

135,854

86,302
49,552

132,000

84,000
48,000

20
10
10

1

132,327
70,365
61,962
6,085

18
10
8

119,939
70,365
49,574

17
10
7

113,745
70,365
43,380

Cargo— C-l-A

Turbine — D. R. gear — Single screw

Diesel— geared drive— 2 engines— Single screw

4
2
2

20,112
10,056
10,056

2
2

10,056
10,056

8,000
8,000

2
2

10,056
10,056

8,000
8,000

2

1
1

10,056
5,028
5,028

—

—

Cargo— C-l-B

Turbine — D. R. gear— Single screw

Diesel — geared drive — 2 engines — Single screw

34
24
10

229,500
162,000
67,500

24
24

162,000
162,000

96,000
96,000

10
10

67,500
67,500

40,000
40,000

19
15
4

128,250
101,250
27,000

1

1

6,750
6,750

—

—

Cargo — American Export Lines, Inc.
Turbine — D. R. gear — Single screw

12

78,544

12

78,544

97,200

—

—

—

8

53,744

5

33,644

4

26,944

Cargo— Seas Shipping Company
Turbine — D. R. gear— Single screw

6

51,000

6

51,000

37,800

—

—

—

3

25,500

-

-

-

-

Tankers

Turbine-D. R. gear |*;'^\^,7ew

23
12
11

247,122
136,922
110,200

23
12
11

247,122
136,922
110,200

314,400
182,400
132,000

E

12
12

136,922
136,922

11
11

125,422
125,422

10
10

113,922
113,922

GRAND TOTAL

159

1,230,844

117

949,090

969,650

42

281,754

249,600

97

775,651

53

447,722

42

359,478

• Estimated

(Kcproduced from "The Bulletin

Lake Washington Shipyards — I-
anti-sub. net tenders.

Enterprise Engine Company —
Power plants for 12 A.S.N, tenders.

This is just a beginning. Well-
authenticated rumor avers that the
Navy Department has a large num-
ber of destroyers, tenders, submar-
ines and several naval auxiliary
types allocated for Pacific Coast
construction. The extension of
erecting and fabricating facilities in
several Coast yards strengthens this
rumor.

In addition to new construction,
the Navy plans call for the purchase
of a number of vessels for conver-
sion into transports and Navy sup-
ply ships. Instances already ac-
complished along this line are: The
purchase of Sea Arrow and large al-
teration job contracted for with her
builders, the Moore Dry Dock Co. ;
and the purchase of two old Amer-
ican Mail Line vessels, S.S. Presi-
dent Grant and S.S. President
Jackson, and their conversion into
Navy transports at a total cost of
api)roximately $4,000,000.

Pacific Coast shipyards are busy
now, and will be busier.

Moo/ie. G-36,

to- Moo^iA-McQo^^nacJi

In keeping with his promise,
made early in May, that Moore-
McCormack Lines would take an
important part in Pacific Coast
shipping, A. V. Moore, president, on
the eve of his second inspection tour
to the Coast, announced that his
company had acquired from the
Maritime Commission the second,
third and fourth C-3 type cargo and
passenger vessels, now building at
the Moore Dry Dock Company in
Oakland. In releasing his statement,
Mr. Moore said: "We have had our
eyes on these ships from the very
start, and knowing the high quality
of workmanship at the Moore yard,
we lost no time in opening negotia-
tions with the Maritime Commis-
sion, and we are indeed very happy
to have these fine vessels in our
fleet."

The two vessels, alreadj' launched,
and christened Sea Star and Sea
Panther, will be renamed Mormac-
sea and Mormacstar, and will enter
the service of Moore-McCormack

on October 30, 19-K), and |anuary
LS, 1941.

Coincident with Mr. Moore's an-
nouncement, Commander K. II.
Donavin stated that the company
had selected Miss Carlota Sepul-
veda Chapman of Los Angeles as
the sponsor at the launching of the
third vessel, which will be chris-
tened Mormacsun on August 28.
liccause she is a descendcnt of dis-
tinguished .Spanish forbears, long
identificfl with the development of
the Far West, her selection is in-
tended as a good neighborly tribute
to the various Latin - American
countries served by Moore-McCor-
mack. Miss Chapman is the daugh-
ter of the ever-popular Conchita
Sepulveda, now the Princess Pigna-
telli. Her grandfather was the late
.Superior Judge Ygnacio Sepulveda,
and her grandmother was Erlinda
de la Guerra of Santa Barbara.

The Mormacsun will enter ser\ ice
on March 1, 1941.

SEPTEMBER, 1940

4 Ut 0*te Mo^Mt

The Kearny yard of the Federal
Shipbuilding and Dry Dock Com
pany made quite a recoril in |ul\
by delivering:

One torpedo boat destroyer.

One C-3 cargo vessel.

Two tankers.

The destroyer is the U.S.S.
Plunkett, launched, together with
her sister, U.S.S. Kearnv, on March
9, 1940.

The cargo ship is the Almeria
Lykes, fourth of six C-3 cargo ves-
sels built for the U. S. Maritime
Commission. She was allocated by
the Commission to the Lykes Bros.
Steamship Company of New Or-
leans.

The tankers are S.S. Esso Monl-
pelier and S.S. Esso Concord, both
for the Standard Oil Company of
New Jersey.

Federal launched the C-3 cargo
ship Howell Lykes on July 13 and
the C-1 cargo ship Joseph Lykes on
August 3.

This leaves the Kearny yard with
a nice long list of work on hand, as
follows :

For the U. .S. Navy: four torpedo
boat destroyers, two on tlie ways
and two at the outfitting dock; two
six-thousand-ton cruisers, both on
the ways.

For the Maritime Commission :
three C-3 cargo vessels, two at the
outfitting dock and one on the
ways; five C-1 cargo vessels, four
on the ways and keel for one not
yet laid ; and eight C-2 cargo ves-
sels, with no keels laid yet.

For private owners: two cargo
vessels for Matson Navigation Com-
pany, keels not laid ; one tanker for
Standard Oil of New Jersey, almost
finished ; one tanker for Pan Amer-
ican Petroleum and TransjKjrt Co.,
keel not laid ; and four tankers for
Sinclair Refining Co., keels not laid.

On top of all this, the U. S. Navy
has awarded to Federal orders for 12
destrovers.

several diesel tugs, all to be fitted
with Fairbanks Morse diesel en-
gines. These include:

Two tugs %1 feet long, each pow-
ered with 575 bhp engine.

Two tugs 77 feet long, each pow-
ered with a 450 bhp engine.

One tug 90 feet long with an 803
bhp engine.

One tug KX) feet long with an
805 bhp engine.

This yard also has a contract to
l)uild a new section for a wood con-
struction floating drydock.

On July 2 the Newport News
Shipbuilding and Drydock Co. de-
livered the express passenger liner
.A.merica to the United States Lines.
This ship, 723 feet long, 92 feet
beam, and with a depth of 45 feet, is
the largest and most elaborately-
equipped vessel yet built in an
American shipyard. On her trials
she exceeded all guarantees as to
speed, economy and maneuverabil-
ity.

On June 21 a big tanker was de-
livered to the Standard C)il Com-
|iany of New Jersey.

On hand at Newi:)ort News are:

The battleship Indiana, the aircraft
carrier Hornet and an order for
three aircraft carriers and two
cruisers, all for the LT. S. Navy.

Seven combination passenger and
cargo C-3 vessels for the LI. S. Mar
itime Commission.

One oil tanker for Standard Oil
Compan}' of New Jersey.

Two cargo vessels for Matson
Navigation C'ompany of San Fran-
cisco.

One cargo vessel for International
Freighting Corporation.

The unfinished work and ordeis
on hand at Newport News approxi-
mate $.^00,000,000.

Ira S. Bushey iK: Sons, Ini
Brooklyn, .\'. \ ., report orders f<

The John II. Mathis Co. of Cam-
ilen, New Jersey, report that thev
lia\e been allotted four anti-submar-

ine net tenders by the U. .S. Navy.
Working for an undisclosed
client, Thomas Bowes, naval arch-
itect of Philadelphia, has contracted
with the Mathis yard to build an
especially-designed tanker 275 feet
in length and equipped to handle
bulk cargoes as well as oils.

Recommended Practice for Elec-
trical Installations on Shipboard — 98
pages 8" x 11"; bound in stiff blue
paper with black stampings ; pub-
lished by the American Institute of
I'llectrical Engineers. Price $1.50, net.

This is a new, fully-revised 1940
edition of A.I.E.E. Standard No. 45,
and incorporates the numerous
changes that have occurred in every
department of marine electrical de-
sign.

The Rules have been brought into
line with best practice. They utilize
new developments in electrical equip-
ment, and eliminate confusion by clar-
ifying terms and definitions. Some
of the broader changes concern speci-
fications for three-wire, grounded
neutral, direct-current systems ; rec-
ommendations for the use of nickel-
alkaline batteries ; a more complete
description of direct-current and al-
ternating-current motor and control
practice and changes to simplify the
sections on radio, fire alarm systems
and signal communication systems.

The regulations and specifications
contained in this pamphlet serve as an
invaluable guide to those bidding on
various marine electrical equipment or
engaged in installation. These "Ma-
rine Rules," as they were formerly
called, are fully coordinated with gov-
erning regulations and are recognized
as the guide to accepted practice.

H iyh-Capacity High-Pressure
Drainage, Publication 2935 of the
Cochrane Corporation, describes and
illustrates the Cochrane Discharger,
which is essentially a positive acting
trap of .specialized design to han-
dle large quantities of condensate or
carry-over at relatively high pres-
sures.

At high differential pressures, the
drainage of large <|uanlities of con-

TACIFIC MARIN K REVIEW

MrmTLDERS
and ENGINEERS

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

SAN FRANCISCO OFFICE and PLANT

I^lachine Shop

and General Repairs

1100 SANSOME STREET
Tel.: SUtter 0221

ALAMEDA PLANT

^laeliinery, Hull

and Industrial Repairs

Two Dry Docks

3,000 tons and 5,000 tons capacity

FOOT OF SCHILLER STREET

Tel.: ALameda 8585

GENERAL ENGINEERING
and DRY DOCK COMPANY

densate or boiler carry-over pre-
sents a problem to usual types of
drainage equipment. To insure
tightness, an unbalanced valve must
be used. At the same time the dis-
charge orifice must be large enough
to drain slugs of water rapidly from
steam purifiers or dry steam drums
of priming boilers.

High operating power, unre-
stricted by pressure-capacity rela-
tionships, is the ideal solution- The
Cochrane Discharger, by means of
a pilot valve, applies the steam line
pressure to open the discharge valve.
Displacement weights of different
densities move the pilot control
valve. When the pilot valve has
opened, steam is admitted to the top
of the main valve piston, opening
the discharge valve. Drains are dis-
charged from the bottom of the
body through the eduction pii)e to
the outlet. Pilot-control, together
with independence of prime, are ad-
vantageous factors, particularly in
conjunction with pulsating pres-
sures.

Ty])ical ap])licati()ns to boiler dry

ilrunis, steam purifiers and separa-
tors, and steam mains, are de-
scribed, and the bulletin contains:
capacity table; dimensional data and
prices ; and complete operating in-
formation.

^-^

/f

/7 Pacl^ Goci4i ^o^iecciit

P2very twelfth longshoreman hurt
on Puget Sound this year is going
to be hit by a moving slingload.

Every eleventh San Francisco
longshoreman who needs first aid
in 1940 is going to be suffering
from a sprained back.

Every twentieth longshoreman at
Los Angeles Harbor who is injured
this year is going to be hurt because
someone's hand hook sli])ped or
missed.

Kverv eleventh Columbia l\i\er

U)ngshoreman who reports an acci-
dent to his foreman in 1940 is going
to do so because he mishandled
some sharp or rough object.

How can such positive statements
be made? Is it because safety en-
gineers are gifted with second
sight? Do they run to soothsayers
and astrologers? No, nothing so
startling or unreliable as that. We
merely looked at the record of the
past, and from that can determine
with relative certainty what the fu-
ture holds. We can't quite tell on
what day an accident will happen,
but we can point out that after so
many hours are worked in a given
port an accident is due. If it doesn't
happen at just that moment, it is
just delayed — not necessarily
avoided.

If supervisors will only remember
that it is much more effective to
caution men against unsafe habits
and practices before an accident
than it is to "bawl" them out after-
wards, then perha])s they can avoid
fulfilling the forecast made above.

f August Stevedores' Safety Cuide]

SEPTEMBER. 1940

Sculjeidf

Aboard Ship and on the Docks

By M. McKinstry

Assistant Manager, Alaska Steamship Company

Shipping always has been, and
still is, a hazardous industry — haz-
ardous from the point of view of
investment, as well as hazardous for
the men who load and discharge the
ships, and for the men who go down
to the sea in ships.

Many steamship companies sep-
arate their ship operations from the
stevedoring or cargo handling oper-
ations, turning the latter over to
contracting stevedoring companies
who are equipped and organized to
load and discharge all the many
types of cargo that are shipped by
water. Some companies, such as the
Alaska Steamship Company, how-
ever, perform their own stevedoring
operations.

Workmen's compensation for
longshoremen working ashore, that
is, on the docks, in the State of
Washington is provided under the
State Workmen's Compensation
Act. Longshoremen employed
aboard ship, or on barges or rafts,
are covered under the Federal
Longshoremen's and Harbor Work-
ers' Act. The ships' personnel are
not covered by any workmen's com-
pensation act.

The employers' responsibility to
provide reasonably safe working
places and conditions is gladly
assumed by steamship company and
stevedore employers. On the United
States Pacific Coast the employers
have gone much farther and have
set up an accident prevention bu-
reau, with safety engineers in the
principal ports, to develop and
supervise a safety program covering
both ship operations and cargo han-
dling. Members of the Pacific
American Steamship Association.
the Shipowners' Association of the
Pacific Coast, and the Waterfront

Employers' Association are served
by and participate in the program ot
this bureau.

Ships' Personnel Program

A safety program for a ships' per-
sonnel must of necessity be differ-
ent from that for longshoremen, al-
though both are based on well-
recognized principles of safety. The
crew and officers of a ship form a
unit of organization that may be
isolated for days or weeks at a time,,
with only infrequent contact with
the shore organization. On the
other hand, stevedoring operations,
although largely performed aboard
ship, are concentrated so far as a
given group of men is concerned at
a particular port.

For both ships' personnel and
longshoremen's safety programs
there are certain essential features,
such as :

( 1 ) The provision and mainten-
ance of reasonably safe working
places and conditions.

(2) The development and en-
forcement of safe working practices
or methods.

(3) The training of the workmen
in safe ways of work.

In order to insure these essential
features, it is necessary to create
and maintain interest in the bene-
fits of accident prevention on the
part of:

(a) Top executives.

(bj Superintendents.

(c) Ships' officers.

(d) Ships' crews.

Ce) Stevedore foremen.

(f) Longshoremen.

And finally, rules and regulations
for safe working places, safe work-
ing practices and methods and safe

acts of workmen must be enforced.
In connection with the safety pro-
gram for ships' personnel, the Ac-
cident Prevention Bureau, in coop-
eration with steamship company
representatives, performs the fol-
lowing services:

(1) Holds joint meetings with
the San Francisco company execu-
tives of the deck, engine and
stewards' departments, at which
policies and safe practices are dis-
cussed and determined.

(2) Makes personal contacts with
steamship company heads of de-
partments to discuss company
problems.

(3) Furnishes each company with
semi-annual and annual analyses of
its reported crew and passenger ac-
cidents, including injury frequencies
for deck, engine and stewards' de-
partments, and reports showing un-
controlled conditions which resulted
in accidental occurrences.

(4) Publishes the Seamen's
Monthly Safety Guide, which is dis-
tributed to operating managers, de-
partment heads and vessels.

(5) Prepares ships' safety com-
mittee topics for each ship depart-
ment, which are distributed to ves-
sels through department heads.

(6) Prepares and distributes from
time to time safe practice pamphlets
for the deck, engine and stewards'
departments.

(7) Special company studies and
organization plans developed and
submitted on request.

(8) Suggestions for shi|) safety
committee meeting programs and
special safety talks for masters are
l)rcparcd upon request.

(9) All company ship safety com-
mittee meeting minutes are re-

70

PACIFIC MARINE REVIEW

viewed, studied and commented
upon by the chief safety engineers.
(lOj Masters, chief officers, chief
engineers and first assistants are
contacted by one or more members
of the Bureau staff at frequent in-
tervals, and accidents and accident
prevention discussed.

(11) Special seamen safety post-
ers are prepared and made asailable
to each company.

(12) A safety award plan is ad-
ministered, under which certificates
and flags are awarded to each qual-
ifying vessel, special certificates are
presented annually to qualifying
masters, and special certificates for
meritorious companies are presented
annually.

(13) Through a special ship con-
struction safety committee, the Bu-
reau has developed minimum stand-
ards for safe working and living
conditions on new ships. A recent
news release in this connection re-
ceived national recognition.

Each steamship company partici
pating in this program provides for
safety committee meetings aboard
ship for the discussion of accidents
and accident prevention, for inspec-
tions of physical conditions and
other safety activities. Naturally,
the results obtained depend to a
great extent upon the interest of the
top executives in safety, which in-
terest is reflected by the ships' offi-
cers. Steady and marked improve-
ment is being made by some com-
]>anies in the reduction of their ac-
cident frequency.

Stevedoring Operations

The problems connected with ac-
cident prevention in stevedoring o])-
erations are many and complicated.
In addition to the inherent hazards
f)f cargo handling operations, there
are the added difficulties due to the
work being done by men who are
disi)atched from union hiring halls
on a rotation system and whose
work from day to day involves dif-
ferent ships, different gear and dif-
ferent cargo, as well as different
employers.

On the Pacific Coast the accidi-nl
prevention program is administered
bv the Accident Prevention Bureau,
with district safety engineers in
S.'in Pedro, San Francisco, Portland
and Seattle, and with the chief
'^afetv engineer and office st.iff at
San Francisco.

Daily inspections are made by the
safety engineers of ships loading or
discharging cargo at Pacific Coast
ports, except that at the minor ports
the inspections are made only oc-
casionally. These inspections are
made primarily for the purpose of
checking up on ship and stevedore
cargo handling gear to determine, so
far as visual inspection will disclose,
if the gear is adequate and safe. In
addition, however, such inspection
visits afford the safety engineers op-
portunity to observe and discuss
with foremen and others unsafe
methods or practices that may lead
to accidental occurrences. It is also
said that a safety engineer serves as
a walking safety poster, calling at-
tention by his mere presence to the
general subject of safety.

Each of the four districts, South
ern California, San Francisco, Co-
lumbia River and Puget Sound, has
an active district safety committee,
made up of stevedore executives.
These committees meet monthly for
consideration and discussion of op-
erting problems connected with
safety in handling cargo. Thereliy
they develop and agree upon many
safe methods and practices whicli
are generally adopted and put into
use. Meetings of these committees
also stimulate interest in safety.

Safety Dinners

It has been the practice on Pugei
Sound, and to less extent in the
other districts, to hold general din-
ner safety meetings of stevedore and
dock company foremen three or four
times a year. At these meetings
matters of interest are discussed,
and attempt is made to present
phases of the foremen's vital part in
preventing accidents, not as a sep-
arate and distinct function, but as
an essential part of good foreman -
ship. These meetings, of course,
have as their principal value the de-
velopment of interest in safety on
the jiart of the foremen. By bring-
ing these men together for dinner
at a club or first-class hotel, there
is afforded an opportunity for them
to renew pleasant personal contacts.
These dinner meetings also serve in
a small way to dignifv their posi-
tions, something which needs very
much to be done.

Accident Reports
Co])ies of all accident reports arc
sent to the district offices. Tn all

cases except the very minor ones,
these reports are checked back with
foremen, and others involved, in
order to determine the true pictures
of the occurrences, and to develop
means of prevention of similar acci-
dents. These discussions by the
safety engineers with the men on
the job are valuable in developing
interest in accident prevention and
a sense of responsibility on the part
of the foremen.

After the accidental occurrences
have been investigated, every acci-
dent report is coded under the fol-
lowing headings.
Place of accident.
Nature of work.
Kind of cargo involved.
Type of package.
Age of injured longshoreman.
Type of accident.
.Seriousness of injury.
Part of body injured.
Responsibility for non-prev entinn.
Means of prevention.
These coded reports are then useij
as the basis of semi-annual studies
made in the San Francisco office for
the industry as a whole and for in-
dividual companies. Certainly no
branch of the shipping industry has
ever before been studied in such de-
tail for the purpose of determining
where, how and why accidental in-
juries occur. Such information af-
fords a foundation for a scientific
approach to the accident prevention
problem, and there appears to be no
satisfactory substitute for such a
factual foundation.

Longshoremen Interest?
The most difficult problem under
present conditions is to interest the
longshoremen in safety. Because of
the disturbed labor relations, official
contacts with the longshoremen for
the discussion of problems of safety
are almost impossible. Safety post-
ers are used to call attention to un-
safe practices, and occasional con-
tacts with hatch tenders, winch
drivers and individual longshoremen
are utilized by the safety engineers
to implant ideas of safety. The fore-
men should be the most effective
teachers of safety, but due to cer-
tain labor conditions, they canno<
accomplish as much as might be ex-
pected in this line. They are also
handicapped by lack of training in
foremanship.

To illustrate the need of interest-
ing and training the longshoremen

SEPTEMBER, 1940

71

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENDC HRE INS. CO.

Commercial Hall DepU

AUTOMOBILE INS. CO.

•

I^IATHEWS & LIVINGSTOIV

Marine UnderwritetB

200 BUSH ST. SAN FRANCISCO

Offices at: Caiman Bldg. - Seattle 111 West 7th St. - Loi Angelei

in safety, it may be mentioned tli:il
about OO per cent of all accideiilal
injuries to longshoremen are as-
cribed to acts of workmen, as com-
pared with 20 per cent to methods
and practices, 13 per cent to work-
ing places and conditions, less than
1 per cent to gear failures, and
slightly over 6 per cent to all others.
Stevedoring is one of the few
modern industries in which men are
put to work without any preliminary
training or special instructions. Ap-
parently they are just. supposed to
know instinctively how to perform
the various operations and how to
avoid the inherent hazards. It is,
therefore, no wonder that the pro-
duction is poor and the accidental
injury frequency is high.

Safe Acts Manual

Work is under way by the Acci-
dent Prevention Bureau to develop
a safe acts manual and various series
of action pictures, accompanied by
explanatory script, illustrating the
proper and safe way of performing
various stevedoring operations, such
as loading lumber, pulp bales, sera])
iron, piling or stowing cases and
cartons of canned goods. These
would be used with groups of fore-
men and, later, longshoremen, to
assist in training them in the correct
ways of working.

Enforcement of safety rules an<l
regulations, as well as other rules
and regulations, is a very difficult
matter at the present time, and until
such enforcement becomes possible,
any accident prevention program
will be seriously handicapped, and
the results disappointing. In spite
of difficulties, however, real prog-
ress is being made in the reduction
of both frequency and severity of
accidents to longshoremen. Notable
progress is being made by employer
companies where top management
is really in earnest regarding safety.
and where it is accepted that a well
planned and executed operation i^
not only safe but also economical.

(Paper read before First Pacific Northwest
Recrional Meetinif r,f Marine Section, National
Safety Council. June 13. HMO.)

A marine radio telephone of 25
watts output, designed especially for
the "deep sea" yachtsman and for
commercial ships plying coastal wat-
ers, has been announced by the West-
ern Electric Company.

The new unit, known as the 226C,
features crystal control on both re-
ceiver and transmitter, high intel-
ligibility and semi-automatic opera-
tion.

Simplicity keynotes the new design.
Installation involves connection only
to antenna, ground and power supply.
The compact cabinet lends itself to
mounting on a bulkhead, shelf, a
locker top or other convenient sup-
port. Only three control knobs appear
on the panel, and the transmitter goes
on the air at the pressure of a finger
on the handset button. Anyone can
make a call with the new unit without
previous instruction, although, he-
cause it involves radio transmission,
the law requires the presence aboard
of a licensed operator.

Henry Dreyfus, famed industrial
stylist, has achieved in the 226C a
beauty of design in con.servative mod-
ern convention that accentuates the

luxur\' of any stateroom or bridge.
Electroetching causes the chrome
panel markings to stand out in sharp
, relief against a jet black background.
The remainder of the unit is neutral
gray.

A single control is provided in the
226C for shifting both the transmitter
and receiver simultaneously to any one
of four frequencies. Three of these
may be utilized for ship-to-shore com-
munication and the fourth reserved
for ship-to-ship or coast guard. All
controls are located on the front pan-
el, where they may easily be reached.

The radio receiver is of the super-
heterodyne type, embodying the latest
developments in circuit design.

The handset, too, is the most ad-
vanced type available today. When not
in use, it rests on a small hanger on
the side of the cabinet. Returning the
handset to its hanger automatically
prepares the receiver for the next in-
coming call. Additional telephone in-
struments may be installed at selected
locations about the vessel. A built-in
loudspeaker monitors incoming calls,
if desired, and selective calling is op-
tional.

The 226C operates from a source of
1 10 volts, 60 cycles, a.c, which may be
supplied by a small, inexpensive ro-
tary converter. Due to the variations
in ship electric power supply systems,
the converter is not included as part
of the equipment. Converters are
available to operate from 12, 32 or 110
volt d.c. ship power .supply systems.
With a source of a.c. supply thus
available on the boat, a standard
broadcast radio receiver aI.so may be
o|)erated, should the owner wish to
receive broadcast programs.

^^/-

PACIFIC MARINE REVIEW

PACIFIC
MARINE

Keoieiud

The Pacific Xorlhwest reccntlx
experienced a unique launching of a
new iransporlation unit. Launched
from tlie wa_\s of the creosoting
phmt of Pope & Talbot Lumber Co.
at St. Llelens, Oregon, located on
the Willamette Ri\er near Portland,
was a 110 foot barge built at the
l)lant from 117,000 board feet of
kunbcr which had been treated with
])reser\ative material at the com-
pany'.s plant. The barge has a width
of 2>1 feet and depth of 7 feet. The
lumber used in constructing the
barge was treated under an 8-pound
pressure per cubic foot with a mi.x-
ture of 50 per cent creosote oil and
30 per cent petroleum. This barge
is used to haul fuel. It is estimated
that the life of such a treated ma-
terial barge is 35 to 40 years as con-
trasted with a L5 to 18-ycar life of
non-treated barges. The carrying
ca])acity of the barge is increased
by the elimination of ventilators
matle possible by the sterilizing
treatment of the timber. The barge
will carry 200,000 feet of lumber or
.^0 units of sawdust.

The Board of Directors of Gulf
Shipbuilding Corporation has an-
nounced the election of the follow-
ing executives and officers: E. A.
Roberts, President ; Capt. N. G.
Xicolson, Executive \icc-President ;
Harry Hill, \'ice-President and Gen-
eral Manager; T. W. Stevens, \'ice-
President and General Counsel:
11. C. Slaton, Secrelarv-Treasurer.

FISH STORY

Here are five stalwart disciples of Izaak Walton ... all well known to Pacifit maritime
circles . . . returning from a trip "outside the heads" with plenty of proof of their angling skill.

From left to right our readers will identify Rudy Beard, and C. M. "Dad" LeCount of
General Electric Company; Hal Squires, industrial manager of San Francisco's Chamber of
Commerce, Commander Lowell of the U. S. Navy, and Tony Wills of the Moore Dry Dock
Company.

Dad LeCount brought us the picture and tells us that all hands shared honors . . . with an
average of 4.0125 fish per person.

The power cruiser "Carol" (also pictured) is proving a delightful rendezvous for maritimers
who like to stalk the festive stripers.

The Cating Rope Works, Inc.,
Maspeth, New York, has recently
a])pointed the Charles A. Young
Companv exclusive Pacific Coast
distributors of K-ting rope. Head-
quarters of the Charles A. Young
Com|)any, who also represent the
t;ilmore \\ ire Rope division of the
Jones & Laughlin .Steel Corporation,
is at 272 Fremont Street, San Fran-
cisco.

Charles A. Young, head of the

company, has had wide experience
in the marine field, having been
connected with the (irace Lines and
Swayne & Hoyt Coni])any for a
number of years. He recently vis-
ited the Cating jdant and is enthusi-
astic over the high standards of
manufacture and careful testing of
K-ting rope. A feature of this rope,
which greatly lengthens its life, ac-
cording to ^'oung, is the ]>rocess of
center strand lubrication for reduc-
incr internal friction.

SEPTEMBER, 1940

Admiral H. I. Cone, Chairman of
the Board of Directors of Moore-
McCormack Lines, will arrive on
August 26th to be present at the
launching ceremonies of the S.S.
Mormacsun, 7:15 p.m. August 28th,
at Moore Dry Dock yards, Oakland,
California.

President Albert Voorhies Moore,
who has been on ihe Pacific Coast
since the early part of the month
surveying business conditions in the
Xorthwest, San Francisco and Los
Angeles, returned from the latter
])ort. accompanied by Commander
K. H. Donavin, on Saturday, Au-
gust 24th.

Superintending Engineer I. D.
Eby, well known on the Pacific
Coast, with headquarters in the New
York office of Moore-McCormack
Lines, has also been a visitor on the
Pacific Coast. He has been survey-
ing the Mormacsun at Moore Dry
Dock vards preliminary to her
launching.

Unusual interest has been aroused
over the launching of the Mormac-
sun due to its being a night opera-
tion.

Miss Carlota Sepulveda Chapman,
sponsor, together with her maids of
honor, the Misses Nan Tucker and
Dagmar de Pins, will be widely ac-
claimed because of the presence of
nu.nerous photographers and news-
reels.

Special I'ghting arrangements are
being made to make the night cere-
mony a brilliant spectacle.

Charles H. Pearson, Veteran Yale Hoist Manager

JVa^OH. Pac^lc ScUed> AfaJzel Howl

The \'ale & Townc Alanufactiu--
ing ComjKiny, Philadelphia Di\i-
sion, announces a consolidation of
its Chain Hoist and Hand and
Power Truck sales organization on
the Pacific Coast.

Hcadcjuarters of the Pacific or-

New home of Yale

products is Norton

Pacific Sales Co. in

San Francisco.

ganization have been established in
a new building at 1219 Folsom
Street, San Francisco, under the
management of Charles H. Pearson,
\eteran Pacific Coast District Sales
Manager of the Hoist Division.

The new home of the material
handling equipment division, oper-
ating under the name of tlie Norton
Pacific Sales Company, ])rovides
am]5lc facilities for a complete slock
of trucks and Jioists and ])arts.

Personnel of the new organization
includes: Charles H. Pearson, Dis-
trict Sales Manager; Hand and
Power Trucks sales, Howard W.
Craig, Carl E. Lang and in Southern
California, W. O. Hicks; Hoist
sales, D. E. Eshom; H. E. Selden
is in charge of stock and warehouse
and M. Reisig, office manager.

In the Nortliwest territory the
Plane! and Power truck sales re])re-
sentati\'es are the diaries 11. Day
(.'<ini]ian\ of rorll.iiid and llie In-
<luslria] Products t'ompaii} in
Seattle.

San ^^£i4iclica

Tirey L Ford

Preiidenl

Frazer A. Bailey

first Vice-President

Charles L. Wheeler
Second Vice-President

Eugene Hoffman

Secretary-Treasurer

BOARD OF GOVERNORS

Frazer A. Bailey
Capt. Henry Blackstone
John E. Gushing
Kenneth K. Dawson
Fred L. Doelker
Tirey L. Ford
Hugh Gallagher
A. S. Gunn
Edward H. Harms
George Jordan
Roger D. Lapham
Ira S. Lillick
Joseph A. Moore
Charles L. Wheeler

Vv^

,\-^ .,'

'""T

"^

Paying lii^h tribute to the U. S.
Maritime Commission and its ship
building ])rogram, J. Lewis Lucken-
bach, President of the American
Bureau of Shipping, on August 12
addressed the regular monthly
luncheon meeting of the San Fran-
cisco Propeller Club in the Palace
Hotel.

"The Maritime Ccniiniission did a

lot of things at first that people
didn't like," he said. "The Com-
mission had been given a mandate
to build ships, and in the light of
Ijast experience in government shiii
building, the Commission was natu-
rally viewed with a great deal of
suspicion. But I want to say this
Commission, under the able chair-
manship of Admiral Land, is turn-
ing out good ships and ships that
we may all look to with just pride.
They are fire proof in every respect,
have the finest possible cargo han-
dling gear, welded seamless hulls, and
will do twice as much per ton as
most of the ships with which they
will be called upon to compete.

"The Commission has done ex-
haustixe experimenting in different
types of propulsion machinery, with
the result tbat they have done ex-
perimental work that private ship
builders could not afford to do, and
now the Commission is offering to
these companies, ships of proven
stability and efficiency, and ships
that will suit the operators' respec-
tive trades. They have encountered
some difficulties, to be sure, but
these are all of a minor nature and
easily correctable."

Mr. Luckenbach called attention
to part of a recent report which he
made as President of the American
Bureau of Sliii)i)ing. In this report
he stated :

"Since my last annual report in
January, which covered generally
the progress in construction, six
months have elapsed and in that
comparativelx" short space of time
there have been contracted for 60
seagoing vessels (2,000 gross tons
and over) — of 537,,300 gross tons.

"It is interesting at this point to
note that for the period mentioned
24 new ocean going vessels have
been classed, aggregating 161,026
gross tons and 30 existing vessels

of 131,820 gross tons. The balance
of miscellaneous small craft and
barges brings the total classed at
this time to 330,573 gross tons.

"Further, the Maritime Commis-
sion has withdrawn 20 vessels of
the laid-up fleet for reconditioning.
Ten of these are already under con-
tract with repair yards for modern-
ization, the balance to follow short-
ly. These contracts will involve
about $3,000,000.

"The use of welding continues to
be adopted more freely and advance-
ments in this art have been made
from day to day. Xo radical changes
in machinery and equipment are to
be reported except in the way of re-
finements in order to eliminate the
minor troubles which always accom-
panj- any advancement in engineer-
ing.

"Real progress is being made in
the actual construction of ships and
the yards of the country are now
established on a firm production
basis, turning out efficient up-to-
date ships in a scheduled sequence."

August 13, 19-10
^Ir. Bernard DeRochie
Pacific Marine Review
500 .San some Street
San Francisco, California
Dear Mr. DeRochie:

It was very thoughtful of you to
send me a tear sheet from your val-
uable publication, in which there is
I)rinted the picture of the officers
and past presidents of th.e Propeller
Club, Port of Xevv Orleans. We
had a very pleasant evening with
.\rthur Tode and Harry Parsons,
and have heard since that they were
given a right roj-al good time in .*^an
Francisco.

"S'ours for -Xmerican Shipping,
L. B. PATE.
National \'ice-President,
M'est Gulf Coast Region.

S K I' T K M B K R . 19 4 0

luke^U Steel

Elwood G. Stewart, who has been
acting traffic manager of Lukens
Steel Company, Coatesville, Pa.,
since November, 1939, has been ap-
pointed traffic manager of the con-
cern.

Mr. Stewart was born in New
York in April, 1907, and was edu-
cated in the public schools of At-
lantic City and Camden, X. J.

In 1923 Mr. Stewart joined the
accounting department of the Penn-
sylvania Railroad where he contin-
ued until June, 1931, when he en-
tered the traffic department of
Lukens. He was promoted to as-
sistant traffic manager in May,
1935.

3 S/z4fi/f2je^ OaA/pject Sea WitoU

NEW RUBBER COMPOUNDS

HAVE HIGH ELECTRICAL
CONDUCTIVITY

Specialized compounds of natural
rubber and synthetic rubber with a
high degree of electrical conductiv-
ity have been recently developed by
its laboratory research chemists, it
is announced by The B. F. Good-
rich Company. Akron, Ohio.

The companj' also announces that
it can now furnish solutions of syn-
thetic rubber which can be applied
to the surfaces of natural rubber
products like paint, and which will
carry away static. This material
has already had successful applica-
tion as belt dressing to carry away
static from transmission belts.

Electrically conductive com-
pounds can generally be made softer
and more "rubbery" from synthetic
rubber, while in the case of natural

Ca])tain Thomas Garlick (left)
and Ca]jtain Alfred Croskey (right),
both of whom started sea life in
sails, inspect the new motor liner
Sea Witch of the American Pioneer
Line with her commander, Captain
Samuel Lee (center). The Sea
Witch, first of nine new motor ships
tor the Line's services to the Far
Plast, is named after one of the most

famous vessels of the cli])]ier sliip
era, but unlike her predecessor,
sports no gilded dragon as her
figurehead.

Of 13,900 tons displacement, the
Sea Witch makes 16 knots and with
her sister ships now being com-
pleted will establish the fastest
regular freight service between the
east coast of the United States and
the Far East.

rubber the compound has to be
"loaded," and consequently is stiffer
and less yielding.

Natural rubber, unless specially
compounded, has the highest elec-
trical resistance of any solid mate-
rial. For conducting static, a cer-
tain amount of resistance is desir-
able, since it prevents sparking, and

the specialized compounds, both in
synthetic and natural rubber, allow
the amount of resistance needed to
remain in the material.

Diamond Power Specialty Cor-
])oration announce the removal of
their offices in New York City to
271 IVIadison Avenue, .'^uite 1605-6.

LOW PRESSURE EVAPORATORS

"ALL THE FRESH WATER YOUR SHIP NEEDS"

atfr aboard ship from WASTK HKAT in low pressurt
st<;ain — with NO .^loallngr of coils.

Affnti in all Your KNTIRK OFKRATI.NC fVfl^K is improved — Higher feed water teinperatun

— UISTIL.I.,KD BOILER WATKR— f'ondenser performance GREATLY improved— And
principal pons the installation PAID for from A I >I)ITIO.VAL OARG<'> carried— instead of water!

2i Evaporator inMtallationH lor 0\E company — spvakn lor itHelll

Write for
complete data

CONDENSER SERVICE & ENGINEERING CO., INC.

HOBOKEN, N.J., U.S.A.

PACIFIC MARINE REVIEW

September, 1940

PACIFIC MARINE REVIEW

PASSENGER VESSELS * CARGO VESSELS
TANKERS * TUGS * YACHTS

^a/u^

Headf^'CiA^^

Air Conditioning

Refrigeration

Heating

SAN FRANCISCO

E. SWETT & COMPANY

58 Main Street ■ SUtter 8800

LOS ANGELES

GAY ENGINEERING COHP.

2730 E. 11 111 Street - ANgel''^ 11141

Vessels of every type and tonnage today carry
passengers in greater comfort, and perisluiMe
cargoes al increased profit — thanks to Carrier
Marine Iu|iiipnient.

On tile Pacific Coast, Carrier experience is
available through two leading firms: Gay Kn-
ciMEF.RiNC Corp. of Los Angeles, and Gnoiir.i. E.
SwETT & Co. of San Francisco. No refrigeration,
air conditioning or heating job is too large or
too small for them. They have the engineering,
installation and service facilities to deliver the
kind of work you want — right here on the Pacific
Coast where you want it.

F"urtherniore. lliey are hacked by the Carrier
Marine Department, with its experience gained
in more than 4000 ship-board installations of
every type. Inquiries are welcome.

The Majority of Ships are
* CARRIER EQUIPPED *

\nLOCK 711. Spiral

a^>iM7//

"Seven — eleven!" These are lucky numbers to plant
superintendents and engineers who know and use
Garlock 711 Spiral Packing — a superior packing in
every way.

Garlock 711 has unusual ability to adjust itself to
operating conditions — expanding or contracting to
conform with rods and plungers that are worn, out-
of-line or subject to lateral motion. Con.structed of
closely woven duck, frictioncd with a specially com-
pounded rubber, it is recommended for service against
medium and low pressure steam, hot or cold water
and ammonia. Try Garlock 711 in your plant!

The Garlock Packing Co.
Pal.myra, New York

In Canada: Tlie Garlock Packing

Company of Canaila Ltd.

Montreal, Que.

SAN FRANCI.SCO LOS ANCELKS

SKATTLE

PORTLAND

GAIII.OCK 714 nines — cut
from GAKI.OCK 711 Spiral
iiiiil rurnislK'cl In fit iin.v rod
unit slufling box ilitmnsiuns.

^^^

B^M

GARLOCK

Heavy Orders

in Marine Reduction Gears

Production of marine reduction
gears at the 85-acre W'estinghouse
steam division works is reaching rec-
ord pace to enable the American Xavy
and merchant marine to com])k'te
speeded-up building schedules on
time. More than a million and a halt
horse])0\ver is reijresentcd by marine
reduction gears now on order at

\\ estinghouse, with an estimated lutal
cost ot^ arounil $'),0OO,t)t)O.

Although some of these gears are
more than twice the height of a man,
they must be machines with the same
precision as a fine watch or a micro-
scope. The slighte.st discrepanc\ in
the virtually perfect machining of
the.se gears could cause an objection-

9 It- ju-t one of many |iiere» of equip-
nienl lo l>e found in our laboratory . . .
but it |>la\- an importani role in imparting
to Powell prallu('l^ thai inherent quality
whirh a--ure5 an extra margin of service
when llie "jioinij" gel^ toujili.
Only llie finest nioulil> <an assure .-iound.
perfeilly formed castinji.-., and at Powell,
we do everything wilhin our power to see
that lhi> pha>e of our production i» a»
nearly perfect as it i~ humanly possible to
make it. Our con'-tanl experimentation,
therefore, to develop coiiipounils of >upe.

. WATCH, WHILE THIS
PRECISION TESTING MACHINE

. . . helps assure ever finer casHngs
fhrough scienfific selecfion of
improved moulding and core sands

rior moulding characlerirtiis, may never
become a visible feature of the finished
product, but you can be sure it's an ever-
present quality, just the same . . . one that
warrants added confidence in its ability to
serve you.

Surely, this evidence of underlying quality,
originating within our walls long before
the product it.self materializes, is an im-
portant buying consideration ... it un-
doubtedly accounts for part of the fact that
Powell valves are "the accepted slandaril
throughout iniluslry."

POWELL VALVES

THE WM. POWELL COMPANY • CINCINNATI, OHIO

Ifou need

more

th

an a

photogra

ph of

the

'inished

product

to

see

all

fhe

qualities

that

make

Powell

Valves L

nlq

jely s

ble

to better serve

your

requirements.

able noise when turning at high
speeds.

Several hundred teeth nnist be cut
around these giant gears with an ac-
curacy of tooth sjjacing that permits
a tooth-to-tooth s])acitig error not ex-
ceeding l/10,tXX)th of an inch, or
about 1/50 of the thickness of a
medium-weight sheet of paper.

During the cutting operation the
gears must be air-conditioned. They
are lowered into a sealed room, which
is maintained at constant temperature
during the seven days of continuous
cutting which the larger gears re-
quire.

( )nce the final cutting operation has
started, it must not be stopped until
the job is done, since a pause in the
\\(irk would cause measurable inac-
curacies. To insure this continuous
operation, the cutting machinery is
supjilied l)y a separate power station
of its (]\\ii, and in case something
should happen t(.) this, storage bat-
teries stand by ready to be automatic-
ally switched into service.

All this care is taken to reduce
noise, one of the major problems in
the manufacture of reduction gears.
Efficiency of operation is no longer
a problem. They continue to have an
efficiencv of 97 to 99 per cent, which
has been theirs since the first full-
sized marine reduction gear was pro-
duced. Previous to this, the turbine
was connected directly to the propel-
ler, so that both rotated at the same
speed. A medium speed was used
that was faster than desirable for the
propeller and slower than that at
which the turbine operated most ef-
ficientl}'. Several years of research
followed, and in I'^OO the first suc-
cessful large gear was manufactured.
This success cleared the way for
the satisfactory and efficient use of
turbines on all types of vessels. Since
that time, Westinghouse has given
many C(jntributions to perfect the ma-
rine reduction gear. Among them was
the first double-reduction gear in
1913; the nested, or "single-case"
gear, which takes the same advan-
tage of gear arrangement as a
pocket watch, in 1917; the first fab-
ricated marine-gear housing, 1925;
the fabricated gear wheel, 1929;
trm|ierature control for tooth-cut-
ting machines, l'>.^2: elimination of
run-in and hand-work on teeth,
19.^.^; and the buffing of pinion
teeth to reiluce |iilting and v\ear, in
1 9,V).

i* .\ C 1 K I C M .A K I N K K K V I E W

September, 1940

PACIFIC MARINE REVIEW

TOhsH you m£d

ROTARY PUNP

f

First Check VIKING'S Complete
Line of Standard Stock Pumps

I nn*

i\

\^Si^

Look

For

Th

a

Trade Mark |

—The

Sign

Of

A

(ienuinc |

\ iki

-'■ 1

Whenever you find yourself in that "si»ot"
where you need a rotary pumi> in a hui-ry —
your best bet is Vikinij. Their line of standard
stock rotary pumps is the most complete in
the world . . . they present a wide selection
of mountings, capacities and drive arranKC-
ments. "Special" pumpinv; assiiinments can
oftentimes be efficiently handled with Vikine
STOCK pumps — a saving to you of Iwth time
and money.

Write today for Bulletin 211)0-33 . . . it's
packed with photographs and detailed techni-
cal information on Vikinir Standard Stock
Pumps for Marine Terminal. BarKe and
Tanker service.

PACIFIC COAST niSTRIBUTOR.S:

VIKING PUMP COMPANY

2(M0 S. Santa Fe Ave.. Lo» Angelel, Calif.

DE LAVAL PACIFIC CO.

Gl Beale Street. San Francisco. Calif.

ENTERPRISE POWER

in the Panama Canal

The 55 ft. twin tugs, "Chame" and
"Diablo", built for government service
in the Pananna Canal, have just con-
cluded most successful tests in San
Francisco Bay. Built by the Berkeley Steel
Construction Co., they are the first
v/elded-steel hulls fabricated in this area
for workboat service.

Each tug is powered by a 200 Hp.
Enterprise diesel of most modern design.
They are direct-reversible, fully enclosed
units with the new fresh water cooling
feature. Auxiliaries are driven by V-belt
from the main shaft. Ask for bulletin
No. 171 for complete descriptions of
enterprise marine diesels.

FITIRPRISK

ENGINE CaiMI>ANY

2902 NINETEENTH ST.

SAN FRANCISCO

r\pc SV Sfccd Iiurcascr.i, a new
24-j)age illustrated booklet. No. 3650,
published by the Westinghouse Elec-
tric & Manufacturing Company, and
describing units designed especially to
supply output speed in excess of that
whicli can be directly obtained with
economy and safety from ordinary
prime movers.

In successive sections, the ring
bound, heavy cover booklet presents
application data, construction features,
views and explanations of modern
manufacturing processes employed,
four pages of tables and sketches giv-
ing complete dimension information,
ordering instructions and pictures of
successful applications.

Flow diagrams, fully described, ex-
plain the positive pressure lubrication
system used. A full four pages de-
voted to application data contain ta-
bles of input and output rpm, horse-
power capacities and explantory para-
graphs on how to use them in selecting
the correct gear unit.

Steel Lockers, Cabinets. Shch'hui,
Xo. 44 Series A, by the Penn Aletal
Corporation of Pennsylvania, a pocket
booklet of 28 pages. Gives detailed
specifications and prices of heavy
gage steel lockers, cabinets and sliel\-
ing. .Summarizes applications and
points out possible savings in fluor
space, material handling time and inol
control operations.

Rectangitlar Switchboard Instru-
ments, a new 16-page illustrated cata-
log of types HA, HX, HY and HZ, is
announced by the Westinghouse Elec
trie & Manufacturing Company. These
instruments are especially designed for
flush and projection mounting on
switchbfjards, panels, cfjntrol dc--]<s or
>imilar apparatus.

I'ull ten pages of the catalog are
devoted to a complete listing, includ-
ing prices of the entire H line of ac
and dc ammeters, voltmeters and watt-
meters; ac varmeters, frequency me-
ters, power factor meters, synchro-
saofies and rectifier type milliammc-
ters and voltmeters; radio-fre(|uency
ammeters anrl milliammeters of the
thermocouple type.

^- ■ . ..

Conlrollini/ /.'u/jiid Level, jnirdica

tipn 2')3') of th(f Cochrane Cor|)ora-

tion, describing five different meth-
ods of liquid level control.

Positive regulation of liquid level
is highly important in providing
smooth, continuous operation, and in
assuring uniformity of finished prod-
uct in processes.

Cochrane Liquid Level Controllers
find wide adaptation to services in
the power and i)rocess fields. They
control levels and regulate the flow
of liquids to or from surge tanks,
storage tanks, stills, receivers, ahsorli-
er towers, heaters, condensers and
evaporator units.

Complete descriptions of the opera-
tion and advantages of each type sim-
plify proper selection from tabulated
data that include operating charac-
teristics and list prices.

Transportation Lities on the .Itlan-
tic. Gulf and Pacific Coasts, a book
published by the Board of Engineers
for Rivers and Harbors, War Depart-
ment, and issued as No. 5 of the
Transportation Series. The reports in
this series contain information cover-
ing shi])ping conditions and transpor-
tation as affecting the use of our water
routes and ports.

This report gives information con-
cerning the transportation lines and
cargo-carrying vessels operating on
the .Atlantic, Gulf and Pacific Coasts
and their tributary waterways, except
the Mississippi River System.

Table No. 1 in the report gives an
alphabetical listing of the 982 tr.ans-
portation lines, concerns or individu.als
shown in the report. Only such lines
or individually-owned and oper.ated
vessels as are used in the transporta-
tion of goods and/or passengers have
been included in the study. Table No.
2 gives a complete description of the
vessels, including the draft of vessels
when loaded, heights of superstruc-
tures aliove the waterline when light,
and the cargo handling eciuipnient
av.-iilahle. Table No. ?i gives a descrip-
tion of the o])erations by lines.

Maokcuf, (ladiA

The .Mackay K.-ulin and ■l'elegr;i|)h
Comj)any announces that il has re-
ceived an (jrder from the liath Iron
Works, r.ath. .Maine, to sup]ily the
radio e(|nipnient, suj)ervise installa-
tion and proN'ide raijio ins]jeiiic)n,
ni;iintcnance and re])air seivice on
four new cargo vessels being con

structed for .\inerican Export Lines.
This is in addition to the previous or-
der for the same equipment and serv-
ice on eight vessels built and building
at the yuincy, Mass., plant of the
Bethlehem Steel Corporation for
American Export Lines.

The installation on these 12 vessels
is a line of shipboard radio equipment
designed recently by Mackay Radio t(j
set new standards of efficiency and
economy. It includes a 3(X)-watt main
transmitter, 200-watt high-frequency
transmitter and 50-watt emergency
transmitter ; all-wave receiver, auxil-
iary stand-by receiver and emergency
crystal receiver; binnacle type radio
direction finder, and the auto alarm.

This equipment is all mounted on a
s))ecial arrangement of panels and op-
erated from a master control ])anel, an
exclusive installation feature which
has been developed by the Mackay
I'tadio engineers. All interconnecting
wires and cables in the radio room
are concealed, and the arrangement is
such that all equipment is indepenti-
enth' mounted and not affixed to the
bulkheads.

^wa-9n-0*t& Steel
jHooke/i

The Penn IMetal Corporation of
Pennsylvania are introducing a
locker especially designed for use in
cramped quarters or for any installa-
tion where a saving in floor space is
an important consideration.

Each locker of this design is 15"
wide, 21" deep and 73^" high, in-
cluding a Xyi' base, and is divided
into two coat compartments, each of
which is lYi" vi'ide, 21" deep and 54"
high. Each compartment is pro-
\iilcd with two single-prong coat
hooks and a coat rod. The two hat
compartments are each 15" wide,
21" deep and 0" high.

Mat key locks are furnished for
each coat compartment door. When
opened, each door automatically un-
locks a h;it cnmpartment.

The lockers ;ire fabricated from
first-grade heavy - gage furniture
sleel to ])re\ent sagging or \var])ing.
kVame niend)ers are spot-welded for
strength and rigidity, and there arc
no rough edges, faulty handles,
liinges, lalcliing devices or other
annnv in'; licfects.

r A c I !■ I <; M A K I N p: R K V I k w

September, 1940

PACIFIC MARINE REVIEW

SPECIFIED FOR ALL
REQUIREMENTS

26ifm.coil. IS .„.,
hawltr laid Wall
Manila -16.000 lbs.
Small coil standard
200 fm. coil }■■ Wall
Manila.

approver! by •■»«
Maritime Commission

• Furnished to your own specifications

or the widely accepted formulae of our
own brands: XXXX Nickel. Selby
ASARCO ACID Die.el Engine, Challenge and Resistor

LEAD SheeH, all unequalled for strength, service.

Pipe and Wire ailaptability to marine requirements.

Quotations given promptly on your needs

Tedecaied fHeiaU divisu>H

nmERimn smEiTinc
nno RiEFininc [ompnnv

LOS .(^NGELES

SAN FRANCISCO

NEW YORK

EUGENE V. WINTER CO.

Representing

NATIONAL TRANSIT PUMP &

MACHINE CO.

Reciprocating and rotary pumps for
marine, industrial and refinery service.

CONDENSER SERVICE & ENGINEERING

CO., INC.

Heat Exchanger Specialists.

FEED WATER HEATER & EVAPORATOR

COILS

Carried in San Francisco stock.

THE MAXIM SILENCER COMPANY

All types of silencers and spark arresters for gas-
oline and diesel engines, and air compressors.

RED HAND COMPOSITIONS CO., INC.
Marine Bottom Paints.

KOPPERS CO.— AMERICAN HAMMERED

PISTON RING DIVISION

Piston rings for gasoline, diesel and steam
engines, air compressors. Diameters from 1 inch
to 120 inchis — separately cast.

BLACKBUR^(, SMITH MFG. CO.

Feed Water Filters, Grease Extractors and
Strainers.

ElCiEXE V. Wi:VTER CO.

15 Drumm Street, San Francisco, Calif.
Phone: DOuglas 2714

SAVE and PLAY SAFE

There are Exides for every type and size of vessel ... all built for
absolutely dependableserviceunder every condition afloat. Combined
with the long, low-cost service they give, and their reasonable
prices, this makes Exide a money-saving investment ... aboard the
smallest vessel or the largest.

THE ELECTRIC STORAGE BATTERY COMPANY, Philadelphia

The Wortifs Largest Manufacturers of Storage Batteries /or Every Purpose
Exide Batteries of Canada, Limited, Toronto

^«lSt.

^^^R^^^

LOS ANGELES, CALIF.
1043 S. Grand Ave.

SEATTLE, WASH.
1919-20 Smith Tower BIdg.

SAN FRANCISCO. CALIF.
61 SO Third Street

PACIFIC

by Chas. F. A. Mann

Vast Naval Program for Puget
Sound

Word was received in Seattle
and Taconia shipbuilding circles
August 24 that the Xavy Depart-
ment had approved a $177,000,000
shipbuilding program, chiefly de-
stroyers, to be spread out over the
next four years on a ratio of one-
third to be constructed at the Brem-
erton Xavy Yard and two-thirds at
Seattle and Tacoma shipyards. The
plans follow word of purchase of a
large tract of land on Harbor Is-
land ill July adjacent to Seattle's
huge Todd plant. Unofficial sources
claim that 60 per cent of the pri-
vately-built naval ships will be
built in the expanded Todd yard in
Seattle, and 40 jier cent will be
built in Tacoma.

In all events, the August 24 Xa\ y
Department announcement means
the immediate construction of the
largest shipbuilding facilities e\ er
operated on Puget Sound, and one
of the largest orders for naval ves-
sels ever placed on the Pacific
Coast.

Stormy Career of P.N.O. Line
Ended

\\ ith the handing o\er of the S.S.
West Casetta to the reorganized
American Mail Line July 19, the
stormy career of the stop-gap ser\-
ice operated by the Pacific Xorth-
west Oriental Line between Puget
Sound and the Orient is ended, and
the final tangle in the American
Mail set-uj) is eliminated. The old
American Mail Line is now ready to
acquire fast new freight-passenger
vessels from the Maritime Commis-
sion as fast as they are readx .

Lake Washington to Build Four
Ships

Lake W ashington Shi]^yards were
awarded a naval contract late in
July to build four 150-ft. Xavy tend-
ers, a part of an order of 12 in be

built to ser\ ice steel anti-submarine
nets. These tenders will have diesel
power, and their cost is placed at
$500,000 each. W. C. Xickum .K:
Sons of .Seattle, who have a contract
for engineering details and specifi-
cations for the 12 Pacific Coast
ships, as well as 4 additional ves-
sels on the Atlantic Coast, will su-
pervise construction on behalf of
the Navy Department.

The Lake Washington Shi])yar(l is
also working on a contract for 1,(X)()
anti-submarine net floats at a total
cost of $400,000, each float to be
6 X 10 X 4 ft. and constructed of
wood.

H. F. Alexander Boomed

Dnipiiing on .Seattle and Tacoma
friends, H. F. Alexander, one-time
Pacific Coast shipping executive and
head of the Admiral Oriental Line
and the Pacific Steamshi]) Com-
liany, was acti\-e in his Northwest
campaign for a spot on the Mari-
time Commission, where two vacan-
cies will occur prior to September 1.
He received widespread endorse-
ment from local shipping ];)eo])le,
and plans to stay in Washington,
I). C., until late in .September.

Nickum & Sons Get Huge Orders

\\ . C. Xickum & .Sons, naval arch-
itects of Seattle, have taken an entire
jialf-floor at 71 Columbia Street, .Se-

attle, and increased their staff to
about 25 men, to handle the $5,000,-
000 conversion contract on the for-
mer American Mail liners President
Clrant and President Jackson, and
four $2,000,000 Navy tug contracts
])laced with: the Lake Washington
Shipyards, Seattle, Wash. ; Commer-
cial Iron W^orks, Portland, Ore. ;
the General Engineering & Dry
Dock Co., Oakland, Calif. : and the
Marietta Mfg. Co., Pt. Pleasant,
West Va.

The Nickums have added Laurance
Peabody to their staff to handle the
work on the two naval conversion
jobs on the President ships. These
ships are now known as the US.S
Harris and USS Zeilin, and will be
unique Marine Corps fast transports,
completely equipped to land 1,000
men and full supplies for a month's
shore dutv, including every kind of
gear and facilities required to set up
a Marine landing party at any ])oint
in the Western Hemisphere.

The naval contract for the 16 sub-
marine net tenders will keep the rest
of the staff busy.

Historic S.S. Northwestern a
Floating Hotel

The historic S.S. Northwestern, re-
tired Ala.ska S.S. Co. passenger ship,
will again go into service, this time
to Dutch Harbor, Alaska, where she
will become a floating hotel for 300
employees at the new Naval Air Base.

( )riginally the Ward liner Orizaba,
^lie was brought to the Coast to al-
ternate with the old Victoria on the
Seattle-Bering Sea route. Built in
Chester, Pa., in 1889, she was retired
in 19.^7.

She will go to Dutch Hariior in
.service for the .Sjenis Drake Puget
Sound Company, under her own
power, after her quarters are en-
larged, and serve her owners as a
floating hotel. The Siems Drake Co.
have the contract for the big new
air base in Alaska

PACIFIC MARINE REVIEW

September, 1940

Peerless Vacation

in

World -desired

HAWAII

PACIFIC MARINE REVIEW

9 First, becau

out an equal. Second, because
her peace is without a flaw.
Third, because the way over
and back is a passaKe of peace,
on safe American ships. That's
the one. two. three of a peer-
less vacation.

MATSON SOUTH PACIFIC CRUISES
four weeks to New Zealand and Austra
Fiji. Over 17.0011 miles ... 48 days

Fares: ^each way)

California to Honolulu

FIRST CLASS from $125
CABIN CLASS /torn $85
^rsonally-escorted e
ia Hawaii. Samoa.
ll-fuU sho

AU-

'e-cost. complete

First Cla

$77.5

SHIPPERS- Economically fast, efficient freittht service, up-to-the-
minute refripfra"™. via the LURLINE and MATSONIA to
Hawaii- via the MARIPOSA and MONTEREY to New Zealand
and Australia, by wav of Samoa and Fiji. Besides, fre.iuent regular
freighter sailins^s from Pacific Coast ports.

Your Travel Aeent will detail the

attractive particulars, or:

MATSON NAVIGATION COMPANY

THE OCEANIC STEAMSHIP COMPANY

San Francisco, Los Angeles. San Diego.

Seattle, Portland

iH^if^

nma/aa'Hi

NEW ZEAIAND AUSTRALIA

VI* S*MO«'FIJI

S.S. LURLINE S.S. MARIPOSA S.S. MONTEREY S.S. MATSONIA

S

Stop "piracy on the high seas" by
protecting metal surfaces against the
ravages of rust with tough, flexible

DUTCH BOY QUICK DRVING

RED LEAD

ASK THE NATIONAL LEAD MAN

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK

BOSTON

CHICAGO

DETROIT
3 1 1 CALIFORNIA STREET, SAN FRANCISCO ^^sHINGTON, D. C.
Offices and agents throughout the world LOS ANGELES

Building in
American Yards

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

NEW CONSTRUCTION:

Hulb Nos. 5360-5364. five C-1 cargo ves-
sels for U. S. Maritime Commission, 395' x
60' X 37'6": 6400 gross tons each; 4000 H.P.
Full scantling steam propulsion type. Keels
laid. No. 5361, March 4, 1940; No. 5362,
August 8, 1940. No. 5360 launched August
6, 1940.

Two destroyers for U. S. Navy.

DRVDOCK AND ROUTINE REPAIRS;
U. S. H. B. General Frank M. Coxe, Presi-
dent Cleveland. W. S. Rheem, Waimea,
Maya, President Pierce, Admiral Halstead,
Aztec. Polarine, U. S. Dredge A. Mackenzie,
Point San Pedro, Toltec.

COMMERCIAL IRON WORKS
412 Southeast Stephens St.
Portland. Ore.
NEW CONSTRUCTION:
One all-welded steel hog fuel barge
36' X 134'.
One 45' tug.

Four anti-submarine net tenders.

DRYDOCK AND ROUTINE REPAIRS:

Charles Christenson, San Rafael. Pilot Ship

Columbia. Rhododendron, U. S. C. G. Cutter

Pulaski, Michurin. De Soto. Tugs Jean. In-

man and Patricia.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles. Calif.

NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels
for U. S. Maritime Commission. Keel laying
dates June 3, June 17, December 9, 1940,
and March 5, 1941; launching dates Novem-
ber 25, 1940, and February 19, April 28 and
July 24, 1941: delivery dates March 3, June
2, September 4 and November 4, 1941.

FELLOWS AND STEWART, INC.
Wilmington. Calif.
NEW CONSTRUCTION:
Two 44-foot standardized sloops, "IsI.iikI
Clipper" class.

One 55-foot ketch-rig yacht.

GENERAL ENGINEERING &. DRY
DOCK CO.
Foot of Schiller Street
Alameda, Calif.
NEW CONSTRUCTION:
Order placed for construction of four anti-
submarine net tenders.

DRYDOCK AND ROUTINE REPAIRS:
Foy Derrick Barge. American Fisher, Barge

No. 201. State Barge No. 22. Tug .Arab;,.
New St. Joseph, Standard Oil Barges Nos. 9
and 4. Tug Daylight, Noyo, Hoquiam, Dante
Alighieri, Esther Johnson, Morris.

HARBOR BOAT BUILDING CO.
Berth 264. Fish Harbor
Terminal Island, Calif.

NEW CONSTRUCTION:

Hull No. 65, tuna bait boat for Van Camp
Sea Food and Balestreri partners; length
100', breadth 25', depth U'; 150 gross tons;
Fairbanks-Morse diesel, 300 H.P.: 10 knots
speed; cost $160,000. Delivery date Octo-
ber, 1940.

LAKE UNION DRY DOCK & MACHINE
WORKS
Fairview aiid Galer Streets
Seattle, Wash.
DRYDOCK AND ROUTINE REPAIRS:
U. S. C. G. C. Rose, Kailua, Leviathan,
Lightship No. 88.

LAKE WASHINGTON SHIPYARDS

Houghton, Wash.
NEW CONSTRUCTION:
Order placed for construction of four anti-
jbmarine net tenders.

LOS ANGELES SHIPBUILDING &
DRY DOCK CORP.
Los Angeles Harbor
San Pedro, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Marmex, Yacht Radio, De Roche, Anti-
etam. Yacht Paragon.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel l;iid July
19, 1939.

Gudgeon, submarine (SS211); keel laid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Order received for construction of two
fuel barges (Y044 and Y045), dated July 11,
1959. Keel laid, No. Y044, April 1, 1940.

Order received for construction of one
seaplane wrecking derrick (YSD14), dated
January 22, 1940.

Order received for construction of one
submarine tender (AS12), dated June 12,
194fi.

Order received for construction of four
submarines (SS256-SS239), dated June 28,
1940.

THE MOORE DRY DOCK CO.
Oakland, Calif.

NEW CONSTRUCTION:

Hull No. 196, Sea Star; cargo vessel for

U. S. Maritime Commission: LOA 492' 0",
LBP 465', breadth molded 69' 6", depth
molded 42' 6", SHP normal 8500, SHP max.
9350, dis. 17,600 tons, deadweight 11,926
tons; steam turbine propelled. Launched De-
cember 22, 1939.

Hulls Nos. 197. Sea Panther, and 198,
Mormacsun, two C-3 vessels for U. S. Marti-
time Commission LOA 492' 0", LBP 465',
breadth molded 69' 6", depth molded 42' 6".
Launching dates. No. 197, June 11, 1940;
No. 198, August 28, 1940.

DRYDOCK AND ROUTINE REPAIRS:
Willapa, Jane Christenson, Purse Seiners
El Commodore and California Star, Olinda,
Lena Luckenbach, S. C. T. Todd, Madoera,
Silversandal, Hauraki, Lake Frances, Stan-
dard No. 1, Chirikof, Norfolk Maru, Hef-
fron, Floridan, St. Mihiel, Arizonan, Samoa,
Marina, W. S. Rheem, Hanley, Panaman,
San Joaquin, Silver Ray, Hawaiian, Coalinga,
Klipfontein, lowan. District of Coliunbia, A.
H. Payson, Mapia, J. C. Fitzsimmons, Texan,
La Purisima, Frank G. Drum.

PACIFIC DRY DOCK & REPAIR CO.

Foot of 14th Ave.

Oakland, Calif,

NEW CONSTRUCTION:
One all-welded steel oil barge 148' x 38'
X 9'; 300,000 gal. capacity.

THE PUGET SOUND NAVY YARD
Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);
standard displacement 1600 tons. Launched
May 16, 1940.

Monssen (Destroyer No. DD436).
Launched May 16, 1940.

Ala (YT139). Launched November 6,
1939.

Bamegat (AVPlO), seaplane tender; keel
laid October 27, 1939.

Biscayne (AVPll), seaplane tender; keel
laid October 27, 1939.

Casco (AVP12), seaplane tender; keel laid
May 30, 1940.

Mackinac (AVP13), seaplane tender; keel
laid May 30, 1940.

PACIFIC MARINE REVIEW

September, 1940

PACIFIC MARINE REVIEW

Federal Paint

and make the job
a lasting one —

When you specify Federal Marine
Paints and marine compositions, you
are receiving the advantages resulting
from nearly forty years of manufac-
turing, supplying and applying marine
products EXCLUSIVELY.

Federal takes care of all your painting
needs. There are Federal paints for
the interiors of your ships . . . paints
and protective compositions for your
decks and hulls . . . there is a Federal
product for every use aboard ship , . .
from keel to truck.

IT e invite yoii to consult tcith the Federal agent in your
district tihen yon are planning your next painting job.

ON THE PACIFIC COAST:

SEATTLE, WASHINGTON SAN FRANCISCO, CALIF.

A. T. B. Shiell
108 Weal L€« Street

PORTLAND OREGON
Chalmers Shipping Co.
Board ol Trade Building

Pillsbury & Curtis
100 Bush St. KEarn> 3302-!

SAN PEDRO, CAUF.

Robert S. Gardnei

P. O. Boi 231

Agents and Stocks in al( the Principal Ports

The Federal Composition
& Paint Company^ Inc.

33 Rector Street, New York, N. Y.

For a Galley Floor That

Is Non-slip -- Wet or Dry . .

ALUXDUM TILE

A WET FLOOR need not be a
slippery floor. Alundum Floor
Tile provides non-slip effectiveness
that is not lessened by water — a
surface that will not wear slippery
even in places where traffic is con-
centrated. In fact, both the non-slip
effectiveness and durability of
Alundum Tiles are guaranteed.

This galley on a modern liner is a
typical example of the use of
Alundum Tile. It will pay you, too,
to prevent costly slipping accidents
— and in passenger quarters as well
as in service areas.

There is also Alundum Ceramic
Mosaic Tile for showers and lava-
tories and Alundum Aggregate for
making terrazzo floors non-slip.
Catalogs on request.

NORTON COMPANY

WORCESTER, MASS.

New York Chicago Detroi

Philadelphia Pittsburgh Hartford

Cleveland Hamilton, Ont

London Paris Corsico, Italy

Wesseling, Germany

ATMTOIUFl-OOl?

SEATTLE-TACOM.\ SHIPBUILDING
CORP.

Foot of Alexander Ave.,
Tacoma, Wash.
NEW CONSTRUCTION:
Hulls Nos. 1-5, five C-1 cargo vessels for

U. S. Maritime Commission. Single screw;
full scantling diescl propulsion type. Two
Gencral-M.A.N. 2,100-H.P. diesels; 14 knots
speed. Keel laying dates, March 5, April 1.^,
August 12, September 26, 1940, and Febru-
ary 26. 1941. Launching dates, August 1,
September 28, 1940, and February 1, March 1,
July 1, 1941. Delivery dates, January 1,
February 1, June 1. July 1 and October 1,
1941.

TODD SEATTLE DRY DOCKS, INC.
Harbor Island
Seattle, Wash,

DRYDOCK AND ROUTINE REPAIRS:
Tug Tyee, Dredge Dan C. Kingman. Mal-
ama. West Ira. Honomu, Camden, Crown
City, Oduna, Romulus, Panama Express.

WESTERN BOAT BUILDING CO., INC.

2505 East 11th Street

Tacoma, Wash.

NEW CONSTRUCTION:

Hull No. 143, purse seine fishing boat for
Spiro Babich, Gig Harbor, Wash.: 95' x 25";
400-H.P. Atlas engine. Launching date.
June 1. 1940.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.

NEW CONSTRUCTION:

Hulls Nos. 57-61, five C-1 cargo vessels
for U. S. Maritime Commission. Full scant-
ling dicsel propulsion type; single screw; two
Busch-Sulzer 2,100-H.P. engines. Keel laying
dates, February 5, February 19, August 15,
November 10, 1940; and March 1, 1941.
Launching dates, August 8, October 10, No-
vember 10. 1940; March 15 and July 15,
1941. Delivery dates, January 16, March 17,
May 16, July 15 and September 13, 1941.

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.
NEW CONSTRUCTION:
Four sand barges 148' x 36' x 15' 6" for
Panama Canal.

Ten coal barges 175' x 26' x 11' for stock.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hull No. 178, DD424, Niblack, 1620-ton
destroyer for U. S. Navy. Delivered August,
1940.

Hulls Nos. 180-181, DD429, Livcrmore,
and DD430, Eberle, two 1620 ton destroyers
for U. S Navy. Delivery dates October and
December, 1940.

Hulls Nos. 182-183, DD437, Woolsey, and
DD438, Ludlow, two 1620-ton destroyers for
U. S. Navy. Delivery dates April and July,
1941.

Hulls Nos, 184-187, four cargo ships for
American Export Liuc: 400' x 60' x 3'^'.

Hulls Nos. 188-189. DD457 and DD458.
two destroyers for U. S. Navy.

Hulls Nos. 190-195, DD449-451. 467-469,
six destroyers for U. S. N';ivy.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

Hulls Nos. 1470, Benson, and 1471, Mayo,
two 1,600-ton destroyers for U. S. Navy.
Launched November 15, 1939, and March
26. 1940.

Hull No. 1478, Massachusetts; 35,000-ton
battleship for U. S. Navy. Keel laid July 20,
1939.

Hulls Nos. 1479, San Diego, and 1480,
San Juan, two 6,000-ton cruisers for U. S
Navy. Keels laid March 27 and May 15,
1940.

Hulls Nos. 1481-1484, four cargo vessels
for U. S. Maritime Commission; 450' HP. x
66' X 42' 3"; I6J/2 knots; geared turbines and
water tube boilers: 14,500 tons. No. 1481
launched June 22, 1940.

Hulls Nos. 1485-1487, three tankers 502'
X 68' X 37'; 21,000 tons.

Hulls Nos. 1488-1491, four tankers for
Sinclair Refining Co.; 10,700 tons dwt.

Hulls Nos. 1492-1493, two tankers for
Sinclair Refining Co.: 15,450 tons dwt.

Hulls Nos. 1494-1497, four heavy cruisers
for U. S. Navy.

Hulls Nos. 1498-1501, four light cruisers
for U. S. Navy.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:

Hull No. 4331, Esso Albany; 16,300 dwt.
ton tanker for Standard Oil Co. of N. J.; 18
knots speed. Launching date April 27, 1940,

Hulls No. 4338, Delorleans; and No,
4339, Deltargentino; two passenger and
cargo ships for Mississippi Shipping Co.
Launching dates, No. 4338, February 17,
1940; No. 4339, July 13, 1940. No. 4338
delivered. Delivery date, No. 4339, De-
cember 1, 1940.

Hulls Nos. 4341-4343, three cargo vessels

for Seas Shipping Co.

Hulls Nos. 4344, James Lykes, 4345-4348,
five C-1 cargo vessels. No. 4344 launched
July 27, 1940.

Hull No. 4349, Esso Nashville, tanker for
Standard Oil Co. of N. J. 13,000 tons dwt.;
13 knots. Launched June 15, 19J0; de-
livered August 7, 1940.

Hulls Nos. 4350-4352, three cargo vessels
for Seas Shipping Co.; 450' x 66' x 34';
6300 H.P.; 8500 gross tons.

Hulls Nos. 4353-4356, four oil tankers for
Socony Vacuum Oil Co.; 487'6" x 68' x 37';
12,000 H.P.; 9,800 gross tons.

Hull No. 4357, oil tanker for Union Oil
Co. of Calif.; 442' x 63' x 34'10"; 3500
H.P.; 8000 gross tons.

Hulls Nos. 4358-4359, two oil tankers for
Socony Vacuum Oil Co.; 487'6" x 68' x 37';
12,000 H.P.; 9800 gross tons.

Hulls Nos. 4360-4361, two oil tankers for
Union Oil Co.: 442' x 64' x 34'10"; 3500
H.P.: 8000 gross tons.

Hulls Nos. 4362-4364, three cargo and
passenger vessels for Mississippi Shipping
Co : 465' X 65'6" x 39'9"; 8600 HP.; 8300
gross tons.

Hull No. 4365, oil tanker for Richfield
Oil Co.; 442' X 64' x 34'10"; 3500 H.P.;
8000 gross tons.

Hulls Nos. 4367-4368, two oil tankers

for Panama Transport Co.; 487'6" x 68' x
37'; 7000 H.P.; 9800 gross tons.

Hull No. 4369, oil tanker for Continental
Oil Co.; 442' x 64' x 34'10"; 3500 H.P.;
8000 gross tons.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Staten Island, N. Y.

NEW CONSTRUCTION:

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Launching dates October 1 and
December 1, 1940; and April 1, July 1 and
September 1, 1941, respectively. Delivery
dates April 1, June 1, August 1, November
1, 1941; and January 1, 1942, respectively.
All above dates tentative.

Hulls Nos. 8021-8022, two destroyers for
U. S. Navy.

U. S. NAVY YARD
Boston, Mass,

NEW CONSTRUCTION:

DD425, Madison, 1600-ton destroyer.
Launched October 20, 1939: completion date
September 2, 1940,

DD426, Lansdale, 1600-ton destroyer.
Launched October 20, 1939: completion date
November 1, 1940.

DD433, Gwin, 1600-ton destroyer.
Launched May 25, 1940; completion date
March 1. 1941.

DD434, Meredith, 1600 - ton destroyer.
Launched April 24, 1940; completion date
May 1, 1941.

DD441, Wilkes, 1600 -ton destroyer.
Launched May 31, 1940; completion date
July 1, 1941.

DD442, Nicholson, 1600-ton destroyer.
Launched May 31, 1940; completion date
September 1, 1941.

DD461, 1600-ton destroyer. Completion
date February 12. 1942.

DD462, 1600-ton destroyer. Completion
date April 12. 1942.

DD472, 1600-ton destroyer. Completion
date March 1, 1943.

DD473, 1600-ton destroyer. Completion
date May I, 1943.

DD474, 1600-ton destroyer. Completion
date July 1, 1943.

DD475, 1600-ton destroyer. Completion
d:itc September 1, 1943.

DD476, 1600-ton destroyer. Completion
date January 1. 1943.

AVP21, Humboldt, seaplane tender. Com'
pletion date October 12, 1941.

AVP22, Matagorda, seaplane tender. Com-
pletion date December 12, 1941.

YF258, covered lighter. Launched August
9, 1940; completion date September 1, 1940.

YSDl 1, seaplane wrecking derrick.
Launched July 2 2, 1940; completion date
November 15, 1940.

YSD20, seaplane wrecking derrick. Com-
pletion date May 1 , 1941.

YSD22, seaplane wrecking derrick. Com-
pletion date January 1, 1941.

YSD23, seaplane wrecking derrick. Com-
pletion date March 1, 1941.

PACIFIC MARIN K REVIEW

September, 1940

PACIFIC MARINE REVIEW

TOUMEY

Represtnting

BENDIX MARINE PRODUCTS CO.

Successors to

CHAS. CORY CORPORATION

Signaling, Communicaflng «nd Lighting Equipment

PNEUMERCATOR CORPORATION (New York)

Gauget: Liquid Level, Ships Draft, Preiiure,

Boiler Water Level

PLANT h^lLLS DIRECTION INDICATOR

AND ENGINEERS ALARM

GArfield8l02 SAN FRANCISCO 1 15-1 17 Steuart St.

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING ... . SEARCHLIGHT PROJECTORS . . . .
SOUND POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

Specify FRANCE Metal Packing for
iVIarine Engine Piston and Valve Rods

Nearly half a century of experience guarantees maximum
performance at minimum expense for high, intermediate
and low pressure service.

To obtain renewals or replacements, furnish the number
stamped on case and diameter of rod. Write for new
catalog M-6.

Sole Authorized Representatives:

Lob Angclca — A. C. Elder, 2714
South Hill St.— PRospect '.i-''>29
New York City — France Packing
Co., Room 107-E, 311 Chuicli
St.— COitlandt 7-6827
New Orleans— R. M. Sliad. 4.S(I
Florida Ave. — Phone Galvez
1.503

San Francisco— Hercules Equip-
ment & Rubber Co., 3.50 ■ 3rd
Street — EXbrook 2575

Seattle — Guy M. Thompson, 1241
South Alaskan Way — Phone
MAin 1870

Norfolk— C. E. Thurston & Sons,
56 Commercial Place — Phone
Norfolk 2-6040

THE FRANCE PACKING COMPANY
Tacony, Phila., Penna.

Origma/ FRANCE

.>IETAI. l>.\C'KI.\n

SAVE TIME and MONEY

Speed up loading antl un-
loading with Chiksan Bali-
Bearing Swing Joints and
Dock Risers. Pressure and
vacuum tight. Turn easily in
all weather. Never require
tightening or adjustment.
5 styles; 4" and 6" size.-, in
malleable iron; 4" to HI
sizes in steel.

DlSTRIBUTICD BY CrANE Co.

CHIKSAN TOOL CO.

BRKA

CAI.IF

T. S. NeilsO-N, President D. S. Neilson, Vice-Pres.

Berkeley
Steel Construction Co., Inc.

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Specification to Lloyds, American Bureau of Shipping
or A.S.M.E.

Second and Camelia S+s. ... Berkeley, California
Phones BErkeley 1662-3-l.S

Contributing to your overhead economies!

PLYMOUTH

a^%3mmM • • • offers longer life

,<tAO>., *"** greater deperid-

f>K4k^>^\ ability in hard service

y 'v-T-p^^y,-/' because of its unsur-

^^JBW^ passable QUALITY

PLYMOUTH CORDAGE COMPANY

NORTH PLYMOUTH

H

In tube cleaners as in every-
thing else, nothing takes the
place of experience.

ELLIOTT COMPANY

LASONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

Factory Sales and Service Maintained

813 RIALTO BLDG., SAN FRANCISCO

Phone SUtter 5213

Lot Angeles, 1732 E. 7th St. Seattle, Wn., 414 Vance Bld9.

BROOKLITS NAVY YARD
Brooklyn. N. Y.

NEW CONSTRUCTION:

BB 55, North Carolina, battleship; L.B.P.
714' 0", beam to outside armor 108' 0",
std. displ. 35.000 tons; geared turbine en-
gines; express type boilers. Launched June
IJ, 1940; contract delivery, September 1,
1941; estimated delivery date, October 15,
1941.

BB 61, Iowa, battleship; LOA 880', beam
108'; 4500 tons standard displacement;
geared turbines. Keel laid June 27, 1940.
Contract delivery date August 1, 1943.

BB 62. Missouri. Order placed June 12,
1940.

IR.\ S. BUSHEY & SONS, INC.

Foot of Court Street

Brooklyn, N. Y.

NEW CONSTRUCTION:

Two steel tugs 90' x 23' x 10'; Fairbanks
Morse 8(15 H.P. engines; for U. S. Navy.
Delivery dates August and September, 1940.

Two 82' diesel tugs each powered with
575-hp F-M engine.

One 90' diesel tug; 805-hp F-M engine.

Two 77' diesel tugs; 450-hp F-M engines.

One 100' diesel tug; 805-hp F-M engine.

Two wooden deck scows for Tri-boro Scow
Co.; 118' X 56' X 10'.

One wooden dry dock section for Bethle-
hem Shipbuiiidng Co., Brooklyn.

DEFOE BOAT 8C MOTOR WORKS
Bay City, Mich.

NEW CONSTRUCTION:

Hull No. 166. sub-chaser PC-451, for
U. S Navy. Length 170'. Delivery date,
August, 1940.

Hull No. 167, Sub-chaser, PC-452, length
174', for U. S. Navy. Keel laid March 14,
1940.

Hulls Nos. 168-170 (YT145-YT148),
three 100' harbor tugs for U. S. Navy.

THE DRAVO CORPORATION

E:;gineering Works Division

Pittsburgh, Pa., and Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1659, one welded steel oil barge
148' X 38' X 9' for Pacific Dry Dock & Re-
pair Co., San Francisco, Calif.; 426 gross
tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Docks, Navy
Dept . Washington, D. C; 1598 gross tons.

Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x 11' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1693-1701, nine welded steel
car floats 250' x 34' x 9' 1" for Pennsylvania
R.R.: 5346 gross tons.

Hulls Nos. 1710-1711, two type W-7
welded coal barges 175' x 26' x 10' 8* for
stock: '^43 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 135' x 27' x 11' 9" for
Semet Solvay Company: 290 gross tons.

Hulls Nos. 1728-1735, eight type W-7
welded bulk cargo barges 17 5' x 26' x 10' 8"
for stock: 3776 gross tons.

Hull No. 1736, one welded steel oil fuel
storage barge for Brooklyn Edison Co.; 375
gross tons.

Hulls Nos. 1737-1739, three welded steel

oil barges, 195' x 35' x 9' 9", for stock; 598
gross tons.

Hulls Nos. 1740-1749, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
stock; 4720 gross tons.

Hull No. 1750, one 1300-hp twin screw
diesel towboat 176' x 36' x 10' for stock; 590
gross tons.

Hull No. 1751, 760 H.P. twin screw die-
sel towboat 145' x 26' x 8' for stock; 318
gross tons.

Hulls Nos. 1752-1756, five welded steel
gasoline barges 195' x S.""' x y'9" for stock;
2990 gross tons.

Hulls Nos. 1757-1759, three welded coal
barges 134' x 34' x 17' for M. 6?' J. Tracy,
Inc.. New York City: 2301 gross tons.

Hulls Nos. 1760-1767, eight welded sand
and gravel barges, deck type, 130' x 34' x
10'. for Warner Co.. Phil.idelphia, Pa.; 3616
gross tons.

ELECTRIC BOAT CO.
Groton, Conn.

NEW CONSTRUCTION:

Hull No. 36, Tautog (SS199); standard
displacement 1475 tons; launched January 27,
1940: delivery date August 27, 1940.

Hull No. 37, Thresher (SS200); standard
displacement 1475 tons; launched March 27.
1940; delivery date, September, 1940.

Hull No. 39 Gar (SS206); standard dis-
placement 1475 tons; keel laid December 27,
1939.

Hull No. 40 Grampus (SS207); standard
displacement 1475 tons; keel laid February
14, 1940.

Hull No. 41 Grayback (SS208); standard
displacement 1475 tons; keel laid April 3,
1940.

Hull No. 42, Mackerel (SS204); standard
displacement 800 tons; keel laid October 6,
1939.

THE FEDERAL SHIPBUILDING
AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:

Hulls Nos. 160, Plunkett; and 161,
Kearny; two torpedo boat destroyers for the
United States Navy. Launched March 9,
1940. No. 160 delivered July 16, 1940.

Hulls Nos. 165, Almeria Lykes; 166,
Howell Lykes; and 167; three C-3 cargo ves-
sels for U. S. Maritime Commission. Launch-
ing date. No. 166, July 13, 1940. No. 165
delivered July 16, 1940.

Hulls Nos. 168-169, CL51, Atlanta, and
CL52, Juneau, two 6000 ton cruisers for
U. S. Navy, Keels laid April 22 and May 27,
1940.

Hulls Nos. 170, Edison, and 171, Ericsson,
two torpedo boat destroyers for the United
States Navy. Keels laid March 18, 1940.

Hulls Nos. 172, Joseph Lykes; 173-176,
five C-1 cargo vessels for U. S. Maritime
Commission. Keels laid. No. 173, May 6,
1940: Nos. 174-175, June 6, 1940, Launch-
ing date. No. 172, August 3, 1940.

Hull No. 178, Esso Concord, tanker for
the Standard Oil Co. of N, J, Delivered July
18, 1940.

Hulls Nos. 179-186, eight C-2 cargo ships
for U, S. Maritime Commission.

Hulls Nos. 187-188, two cargo ships for
Matsoti Navigation Co,

Hull No. 189, one tanker for Pan Ameri-

can Petroleum and Transport Co.; 13,000
dwt. tons.

Hulls Nos. 190-193, four tankers for Sin-
clair Refining Co,; 15,000 dwt.

Hulls Nos. 194-197, four destroyers for
U. S, Navy.

Hulls Nos. 198-203, six destroyers for U.
S. Navy.

Hulls Nos. 204-205, two destroyers for
U. S. Navy.

GULFPORT BOILER & WELDING
WORKS, INC.
P. O. Box 1179
Port Arthur, Texas
NEW CONSTRUCTION:
Hull No. 153, tugboat for General Motors
Corp, 100' X 24' X 12' 4": 1000 shp CM.
diesel and auxiliary,

Hull No. 157, tugboat. 70' x 18' x 10' 3";
400 hp Atlas diesel and auxiliary.
. Drill barge for W, T, Burton Co., Sulphur,
La. 118' x 44' x 16' hull with superstructure.

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION:

Hulls Nos. 253 to 256, four C-3 cargo
vessels. Completion dates November, 1940;
and January, March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels for U, S, Lines. De-
livery dates March 15, April 15, June 15 and
August 1, 1941.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
x 7' 6", Estimated completion date, Septem-
ber 1, 1940.

One oil barge, 195' x 35' x 9' 9", for C, J.
King, Dothan, .Ala. Completion date, July
29, 1940,

One oil barge, 225' x 35' x 10' 0", for
Standard Oil Co, of Kentucky, Completion
date. August 16, 1940,

One oil tanker for Husky Transit Corp.,
Minneapolis, Minn.; 235' x 35' x 14', Esti-
mated completion date January 3, 1941.

One derrick barge for Dunbar 6? Sullivan
Dredging Co., Detroit, Mich.; 100' x 43' x
10', Estimated completion date November 1,
1940.

Three steam turbine vessels for American-
South African Lines; 492' long, 69' 6" beam;
9500 shp; 18,000 tons dis,; 19 knots speed.

MANITOWOC SHIP BUILDING CO.

Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'
X 23,5'. Approximate dates, launching date,
September 18, 1940; delivery date, January
4, 1941.

One steel twin screw diesel towboat,
140' X ^5' x 8' 6", Delivery date, Novem-
ber, 1940.

THE MARYLAND DRYDOCK CO.

Baltimore, Md.
DRYDOCK AND ROUTINE REPAIRS:
China Arrow, Deer Lodge, West Celeron,
West Honaker, U.S.C.G. Tender Beech.

JOHN H. MATHIS CO.
Cimden, N. J.
NEW CONSTRUCTION:
Four anti-submarine net tenders for U, S.

I' A C I K I C MARINE R E V I K W

September, 1940

PACIFIC MARINE REVIEW

89

eORDES

200 DAVIS ST.

BRO!$ .

SAN FRANCISCO

7>^KELVIN
WHITE

L^ 90 ST/»T« ST. <9
^^ BOSTON

Capt. Frank Jansen, 1361 South Flower St., Los Angeles

George E. Butler Co., 356 California Street, San Francisco

The McCaffrey Company, 825 Columbia Street, San Diego

Max Kuner Company, 812 First Avenue, Seattle

John Finn Metal Works

i JOHN FINN METAL WORKS s

i DIESEL BABBITT I

SPECIAL ARMATURE METAL

NICKEL DIESEL METAL FOR BEARINGS

ZINC PLATES FOR BOILERS

GALVANIZING AND SHERARDIZING

SAN FRANCISCO— 384 Second Street— Phone SUitcr 4188

LOS ANGELES BRANCH— 554 South San Pedro Street, Los Angelei

Telephone Mlchiean 0984

SEATTLE BRANCH-in6 W. McGraw Street, Seattle, Wash.

Trienhone SHneca 24fi6

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I Propeller Design |

• Save Fuel =

• Increase Speed =

• Eliminate =
Vibration =

Send us your 1

problems . . . we =

specialize in pro- =

peller design. =

L A M B I E. Naval Archifect |

Wilmington, California =

ILAMBIE PROPELLERS|

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I WILLIAM

= 106 East C Street

*7Ue Oiiie/uMod Sif4ie*tU

There is an Isherwood System for every type

of mercantile vessel

Eminently suitable for Oil Tankers .
Over 500,000 deadweight tons — Freighters
ami Tankers — on order

Sir Joseph W. Isherwood & Co.

LIMITED
4 Lloyds Ave., London E.C.3 17 Battery PI., New York

San Francisco Bar Pilots

"Adventuress," "California," "Gracie S"
RADIO — K F S

SIGNALS FOR PILOTS

In Fog — Blow four whistles and lay to.

When Clear — Bum blue light or give four flashes on Morse

lamp.
Daylight — Set Jack at foremast.

SIGNALS DISPLAYED BY
PILOT BOATS

ff hen on Station Under Sail — A white light is c»rried at

masthead.
ff'hen Under Power — ^A red light under while; a flare or

torch is also burned frequently.
TELEPHONES — Pilot Office from 9:00 a.m. to 4:00 p.m.— DOuirlai
5436. Chamber of Conuii«rc« from 4:00 p.m. t« 9:00 a-ro. and on
Sunday! and Holiday! — EXbrook 4511.

^IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIU

1 Morrison & Bevilockwayl

S Established in 1890 E

I MARINE PLUMBING |

I STEAM FITTING and SHEET METAL WORK |

— Sole Agents and Manufacturers of the New M & B Auto- Z

S matic Lifeboat Drain Plug — Expert Lifeboat Repairs and ^

= all kinds of Air Duct Work — Galley Ranges Repaired — =

^ Monel and Stainless Steel Dressers Manufactured ^

S Day & Night Service 166 Fremont St. s

= Tel. Do. 2708-09 San Francisco =

i .A.t Night Call He. 4346 or Burl. 129 =
=illllllllllllllllllllllllllllllllMllllllllltlllllMlllllllllllllllllllllllllllllt~

HAVISIDE COMPANY

Largest Commercial Heavy-Lifting
and Salvage Barges on the Pacific Coast

Four Derrick Barges - - - Capacity up to 100 tons

Submarine Diving

SHIP CHANDLERS

Specialists: Yacht Sails and Yacht Rigging
Complete stock of Yacht and Motorboat Supplies

Aecnt! lor

Columbia Steel Co.'i Product! (Subiidiiry U. S. Steel Corporation)

Anuriean Marine Paint Co. Jelfrey'a Marine Gluca

Tubbt Supercore and Manila Rope Stralford'l Be« Oakum

HAVISIDE COMPANY

SAN FRANQSCO
56-62 Steuan Street - - - Phone EXbrook 0064

One bulk carrier tanker 263' long tor
Thos. Bowes, N. A.

DRYDOCK AND ROUTINE REPAIRS:
U. S. N. Tug.

NEWPORT NEWS SHIPBUILDING Sc
DRYDOCK CO.

Newport News, Va.

NEW CONSTRUCTION:

Hull No. 372, oU tanker for Standard Oil
Company of New Jersey; gross tonnage
about U,500 tons; L.B.P, 525', breadth
molded 75', depth molded 39'. Keel laid Feb-
ruar>- 5. 1940.

Hull No. 378, battleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
384. si.x single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission: length 465', breadth 69' 6", depth
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 381, December 26. 1939; No. 382,
February 5, 1940; No. 383, June 10, 1940;
No. 584. August 12. 1940. Launching dates.
No. 379, June 7, 1940; No. 380, August 7,
1940.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U. S. Mari-
time Commission; length 465', breadth 69'
6 , depth 42' 6"; gross tonnage about 9100
tons. Delivery date May, 1941.

Hulls Nos. 387-388, two single-screw
cargo vessels for Matson Navigation Co.
Length 465', breadth 69' 6", depth 42' 6";
gross tonnage about 7,700. Keel laid. No.
387, August 12, 1940. Delivery dates May
25 and July 1, 1941.

Hull No. 389, one single-screw cargo ves-
sel for International Freighting Corp., Inc.
Length 435', breadth 63', depth 40' 6";
gross tonnage about 8,000. Delivery date Au-
gust 1, 1941.

Hulls Nos. 390-391, (CL62-CL63), two
light cruisers for U. S. Navy.

Hulls Nos. 392-394 (CV9-CV11). three
aircraft carriers for U. S. Navy.

THE NEW YORK SHIPBUILDING
CORPORATION

Camden, N. J.

NEW CONSTRUCTION;

AV4, Curtiss, seaplane tender for U. S.
Navy; launched April 20, 1940.

ADl5, Prairie, destroyer tender for U. S.
Navy. Launched December 9, 1939.

AV5, Albemarle, seaplane tender for U. S.
Navy; keel laid June 12, 1939.

BB57, South Dakota, battleship for U. S.
Navy. Keel laid July 5, 1939.

AR5, Vulcan, repair ship for U. S. Navy.
Keel laid December 26, 1939.

CL55, Qeveland, and CL56, Columbia,
two cruisers for U. S. Navy; order placed
March 23, 1940.

CL57 and CL58, two cruisers for U. S.
Navy. Order placed June 12, 1940.

THE PUSEY & JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION;

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp.; 1600 gross
tons; 300' x 65' x 20'; steam Una-Flow pro-
pulsion: 3600 H.P.; 16-knots speed: cost
$1,000,000. Launching date September 1,
1940; delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 5000
gross tons; 413' x 60' x 37' 6"; turbine pro-
pulsion: 4000 H.P.; 14-knots speed; cost
$1,928,000. Launching date November 1,
1940; delivery dates January and March,
1941, respectively.

Hull No. 1079, tug for Long Island R.R.
Co.: 105' X 24' x 12' II"; 210 gross tons;
Una-Flow steam machinery; 800 S.H.P.; 11
knots speed. Launching date October 15,
1940: delivery date December, 1940.

Hulls Nos. 1080-1081, two automobile and
passenger ferries for Delaware-New Jersey
Ferry Co.; 206' x 65' x 16'; 750 gross tons;
Una-Flow steam machinery; 1400 S.H.P.; 15
m.p.h. speed. Launching date December,
1940; delivery date 1941.

U. S. NAVY YARD
Portsmouth, N. H.
NEW CONSTRUCTION:
Submarines SS201, Triton; SS202, Trout;
SS209, Grayling, SS210, Grenadier; SS205,
Marlin; SS228, SS229. SS230, SS231,
SS232, SS233, SS234, SS235.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION:
Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels;

diesel propelled; equipped with Sun-Doxford
engines. Delivery dates May, July, August
and October, 1941.

Hull No. 193. one tanker for Standard
Oil Co. of Cahf.; 7,000 dwt. tons. Delivery
date March, 1941.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co. of N. J.; 18,000 dwt. De-
livery dates March and June, 1941.

Hull No. 196, one tanker for Sun Oil
Co.: 18,000 tons. Delivery date December 1,
1940.

Hull No. 198, one tanker for Texas Co.;
13,785 tons. Delivery date July, 1941.

Hulls Nos. 199-206, eight cargo vessels

for U. S. Maritime Commission; 7,500 tons.

Hull No. 207, tanker for Standard Oil Co.

of New Jersey; 18,000 dwt. Delivery date

August, 1941.

Hulls Nos. 208-210, three tankers for
Standard Oil Co. of N. J.; 16,400 dwt.; steam
turbine.

Hull No. 211, tanker for Atlantic Refin-
ing Co.; 19,400 tons.

Hull No. 212, tanker for Sun Oil Co.;
18,000 tons.

Hulls Nos. 213-215, three tankers for
Standard Oil Co. of N. J.; 18,000 tons;
steam turbine.

Hulls Nos. 216-220, five tankers for Stan-
dard Oil Co, of N. J.; 18,000 dwt.

Hulls Nos. 221-222, two tankers for Key-
stone Tankship Corp.; 16,400 Kjns; steam
turbine.

Hulls Nos. 223-225, three 16-knot tanken
for The Texas Co.; single screw steam tur-
bine; 13,285 tons dwt.

Hulls Nos. 226-228, three tankers for Key-
stone Tankship Corp.; 16,400 tons; steam
turbine,

Hull No. 229, tanker for Atlantic Refin-
ing Co.; 19,400 ton.s.

TAMPA SHIPBUILDING 8c

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 34-36, three C-2 type cargo

vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons; diesel pow-
ered. Delivery date. No. 34, October 1,
1940.

Hulls Nos. 37-40, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons.

A new s])ark-arrester snubbcr,
known as the Burgess SDM .Series
snubbcr, for quieting exhausts of
marine engines, has just been an-
nounced by the I'urgess Battery
Company. P>esi(les preventing ex-
haust noise, it has a special internal
ilesign \\hich keeps solid matter,
such as soot, ash and flying s])arks,
from reaching the atmosphere.

The internal circuit of the gases
in this new snul)ber is so arranged
that flying sjxarks and other solid
particles are diverted into a carbon
trap by centrifugal action as the
fast-moving slugs of e.xhaust gas
enter the snubber. This centrifugal
action also breaks up the slugs,
whirling them into the final snub-
bing stage, where they are snubbed
to a smooth flow. The resulting
stream of gas passes on to the at-
mos]ihere without ])ulsation or
noise. Back pressure is low, lie-
cause a low impedance path is pro-
N'iiled for slow-speed gases.

Atounted in a Nertical jiosition,
each snubber has large hand hole
at the bottom for removing accumu-
lations of carbon. They are manu-
factured in 19 standard sizes, rang
in"- from 1 inch to "SI inches.

PACIFIC M A R I N K REVIEW

Pacific
nnnRinE
review

L^

/.

•

i

•

RUGGED!

Another hidden plus value in
Tubbs and Portland Marine Rope

On the gridiron, it takes ruggedness to
make the first varsity — to play through
60 minutes of this grueling sport classic.
In such a product as rope, it takes rug-
gedness, too, to "stand up and take it"
when the going is tough. One of those
hidden assets you cannot see, it is such
ruggedness that makes one rope brand so
superior to another.

Just this sort of ruggedness is built from
the very start into every coil of rope
bearing the Tubbs and Portland trade-
mark. It is another of those extra hidden
plus values that Marine rope users have
come to recognize gives them more for
their rope dollar.

Look for the famous trade names Tubbs
Extra Superior Manila and Portland
Cloverleaf Manila in every port of the
Pacific.

TUBES CORDAGE CO.

200 Bush Street, San Francisco

PORTLAND CORDAGE CC

Portland - New York - Seattle

•jaTiiAsiim«o^ii_>UNji.A)

[CWmulM ^lANILAj

Official Organ

Pacific American
Steamship Association

Shipowners Association
of the Pacific Coast

PACIFIC

mnnme
Review

OUR COVER

With the increased
tempo of both naval and
mercantile shipbuilding,
great demands are being
made on the gear-cutting
capacity of American
manufacturers. Our cover
shows one of the pinions
being lowered into posi-
tion in a reduction gear
for a type C-3 cargo ship.
Each pinion will be driven
by a 4250-hp diescl engine
at a nominal speed of 200
rpm. The single reduction
gear will deliver to the
propeller 8500 shp at 80
rpm. This is one of a se-
ries of marine gear drives
being built at the Nuttall
Works of the Westing-
house Electric & Manu-
facturing Co. at Pitts-
burgh.

— Photo through courtesy of
Westinghouse.

Contents - October, 1940

Editorial Comment 21

The National Defense Program and Shipbuilding on the

Pacific Coast "

Some Observations on Discolored Sea Water 28

By W. E. Allen

New Combination Liners for American Republics Line 30

Regulating Land and Water Carriers 32

By Paul D. Page, Jr.

The Handsomest of American-Built Clippers 34

Your Problems Answered - '°

By "The Chief"

Steady As You Go! ^9

Cargo and Stowage. IV Some Special Cargoes

By "The Skipper"
New Two-Drum Marine Water Tube BoUers for New

Tankers of Texas Company 42

The Sabotage Fire Threat 43

By John Kidde
Radio Wiring for Today's Merchant Vessels 44

By F. A. Klingenschmitt
Brine Circulation and Engine Room Ventilation on

Baby Tuna Clippers '™

By David W. Dickie, N. A.

On the Ways ^^

Latest News from American Shipyards

National Defense and the Shipping Industry 50

By G. H. Helmbold

Building in American Yards ^4

Miscellaneous: Engineers' Licenses, 38; Deck Officers' Licenses, 38;

A New Mackay Service Station, 38.

FRANCISCO

PUBLISHED AT 500 SANSOME STREET SAN

Entered as second class matter June 20, 1913, at the post office San Francisco, under the Act of March \}^^^ ■ J^^^^^^l^ °^'ll \''°l
each month. Advertising and editorial forms close on the 15th. Subscription pr.ce, one year: DomesM, $K50 fore gn J^^SO^ two years.
Domestic, $2,50; foreign, $4.00; three years; Domestic, $3.00; foreign $5.50; sing e copies, 25c. New York Ofhcefooms. 02-203,

170 Broadway; Telephone COrdlandt 7-3579. Los Angeles Office; 816 West 5th Street; Telephone Michigan 1680.
In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, ^^ Broadway; Harry N^^^^^^^^
17 Battery Place; Philip Mandara, Greenwich Street and Battery Place In Washington, D. C, at the news stand of the Carlton Hotel.

J. S. Hines

President and Publisher

B. N. DeRochie

Assistant Publisher

16th and K Streets.

Paul Faulkner

Advertising Manager

Alexander J. Dickie

Editor

F. Dryden Moore

Assistant Editor

PACIFIC MARINE REVIEW

October, 1940

A¥r£

for super ship-repair service

As units of an organization that is both a
major builder of ships and a manufacturer
of virtually all steel products, Bethlehem
ship-repair yards are in an exceptionally
favorable position to handle repair jobs
with the speed that keeps time-out-of-serv-
ice at a minimum.

Back of the faciUties of the repair yards
are the foundries, forging shops and roUing

mills of the second largest steel producing
organization in the wrorld, as well as ship-
building yards equipped for building ves-
sels ranging from harbor craft to battle-
ships.

The geographical distribution of Bethle-
hem yards enables ship owners to avail
themselves of Bethlehem repair service in
most of the shipping centers on both coasts.

BETHLEHEM

BETHLEHEM STEEL COMPANY

SHIPBUILDING

VOLUME 37
No. 10

PACIFIC

mARine
Review

OCTOBER
1940

There is much loose talk about capitalistic
industry blocking national defense, and a great
deal of very sloppy editorial material and press
conunent to the same effect.

The following letter, written by J. S. Knowlson,
president of Stewart-Warner Corporation, repre-
sents with fair exactness just what we are sure is
going on in the great majority of American indus-
trial corporations in these trying times. It was
mailed to each employee of that firm :

"/n the semi-annual report, you will note thai
the personnel of the company and its manufactur-
ing facilities have been offered to the country.
This offer has been made in your name and that
of every employee of this company.

"This is a business made up of real Americans,
and each and every one of us wishes to do his part
in the coming months or years, for we realize that
as a nation we are in the most serious times we
have ever known.

"We and others like us are American industry.

"There has been a lot of bunk about industry
in the last few years. The talk still goes on. State-
ments are in circulation today to the effect that
American industry is holding back; refusing to
cooperate with the Government; demanding large
profits; etc.

"Some people believe this.

"If your friends ask you what your company has
done so far, you can tell them this :

"Your com/mny has bid (on a competitive basis)
on ten millions of dollars of Government work
against many other comfMinies.

"So far we have been awarded approximately
two million dollars worth of Government contracts.
We have already begun making delivery on some
of these contracts. The prices at which they were
taken are such that up to July 31, we lost $60,000
on what we shipped. This loss represents what we

have fKud out of our own pockets to learn how to
do our job. This is not profiteering.

"We have purchased, or have on order, over
$450,000 of new machinery. We are buying this
machinery with our own money. That is not refus-
ing to start until the Government finances us.

"There are limits to what we can do, but we have
reason to be proud of what we have done so far.

"1 here is one kind of patriotism that stands on
the street corner and makes a lot of noise, and
another kind that buckles down to tvork and does
the thing that it knows how to do best.

"This is our country — and it's about the only
country left where a man can call his soul his own.
If we want to keep it that kind of a country, we
must all take a direct and personal interest in what
goes on.

"There is a national election this fall, and it is
the first duty of every American citizen to vote,
and to vote as intelligently and as wisely as he can.
If we dont take the care and the trouble to pick
representatives of the right sort, we have no one
to blame but ourselves.

"I am urging you to think — and I am urging you
to vote.

"To vote you must register.

"Registration days will soon be announced.

"Be sure you and your families register, and be
sure you vote in November.
Truly yours,

J. S. KNOWLSON, President."

American labor and American industrial man-
agement now enjoy conditions almost immeasur-
ably belter than those existing in the other great
manufacturing nations. The maintenance of the
so-called American standards of freedom in life
and action depends solely on the intelligent inter-
est that the American people will take in local,
state and national political affairs.

*7>4e liiJU OH.

A very good instance of the type of press com-
ment referred to in the first paragraph of our lead
editorial is provided by the \S ashington Merry Go
Round column as printed in the San Francisco
Chronicle of September 19. We quote:

W ashington. Sept. 18 — How difficult it is for the
Government to build up a merchant marine reserve
is illustrated by the inside story of the Maritime
Commission's efforts to get two large luxury liners
built for transpacific service.

As early as two years ago the Maritime Commis-
sion conceived the idea of building two passenger
vessels with smokestacks on the side, so they could
be converted into airplane carriers at a moment's
notice. The idea ivas welcomed by the Navy, but
the Maritime Commission couldnt get a single
American shipping yard to bid on the vessels.

All of them were bu^y with naval orders, and
also they didn't like the fact that the Maritime
Commission worked out its own designs. So they
turned a cold shoulder.

One gathers from these paragraphs that the Mar-
itime Commission has been unable to get bids on
these passenger liners for two years because: every
shipyard in America has been so busy on naval
work; because every shipbuilder in America ob-
jects to the Maritime Commission's working out its
own design for these ships; and because every ship-
builder in America objected to smokestacks on the
side.

As an "inside" story, that certainly deserves some
sort of a reportorial award. In the first place, the
Maritime Commission has a bid. Its own public

announcement syndicated to every important daily
in America reads:

If ashington, Sept. 10, 1940: The Maritime Com-
mission announced today the receipt of a bid from
the Seattle-Tacoma Shipbuilding Corporation, Se-
attle, W ash., for construction of two transpacific
luxury liners for operation from San Francisco to
the Orient.

On a fixed price basis, the bid was $28,458,000
for each of two; and on an adjusted price basis,
$23,175,000 for each of two. Time for construc-
tion of first ship. 1080 days; second ship, 1445
days.

In the second place, it is only during the past
two months that even a majority of the shipbuild-
ers of America have been so busy with naval work
that their eagerness to bid on merchant work has
been affected thereby. In fact, there are on or two
large yards on the Atlantic Coast that have no naval
work, and apparently are not going after any.

In the third place, it must be apparent that the
location of the smokestack in the design of these
vessels, while it might be objectionable from the
viewpoint of the passenger traffic manager, cer-
tainly forms no great problem to the shipbuilder.
Practically every shipbuilder in the United States
for the past two years has been bidding on Mar-
itime Commission designed steamers and motor-
ships so that it cannot be objection to Maritime
Commission designing per se that is holding up
these bids.

We suggest that the authors of the Washington
Merry Go Round column do a little investigating
and get a real "inside" story on this matter.

In the meantime, the only bidder — the Seattle-
Tacoma Shipbuilding Corporation — should be
given a contract to build these vessels. They are
well able to do the job, and since the ships are for
transpacific service, a Pacific Coast yard should
have the preference.

This illu.str.ition is made from a photograph of a model of U. S. Maritime Commission P-4 design.

PACIFIC M A R I N K REVIEW

^r\

Comm. H. L. Vickery, U.S.N. (C.C), (ret.),
member Maritime Commission.

The nomination of Commander H. L. Vickery.
U. S. Navy, retired, to succeed Edward C. Moran
as a member of the U. S. Maritime Commission,
was confirmed by the Senate on September 24 a
few minutes after it had been received from Presi-
dent Roosevelt.

Commander Vickery, a citizen of Brookline.
Mass., had a long and honorable career in the Con-
struction Corps of the United States Navy, and in
19.37 was head of the War Plans Unit in the Bureau
of Construction and Repair. Late in that year he
was selected by Admiral Emory S. Land, chairman
of the Maritime Commission, to be his senior assist-
ant. In this capacity Commander Vickery organized
the complete Technical Division of the Commis-
sion. This division has charge of design construc-
tion and tests of all hulls and machinery for ships
built to the order of the Commission.

This appointment gives the Navy three members

on a Commission of five — Admiral Land, Admiral
Wiley and Commander Vickery. However, Admiral
Wiley's term expires on September 26 at midnight,
so that the Navy majority may be short-lived.

Commander Vickery is by experience and train-
ing eminently qualified for this post. We need
Pacific Coast representation on the Maritime Com-
mission, but in the crisis now facing the world, all
sectional interest shoidd retire in favor of effi-
ciency.

Paclffic QaaAt

Notwithstanding the many current camplaints
about lack of shipping activity and absence of busi-
ness, the foreign trade of the Pacific Coast, both
in exports and imports, is forging ahead of last
year.

Exports for the first seven months of 1940
totaled $221,890,943, as compared with .$203,-
866,274, an increase of approxinutely 8 per cent.
For the same period imports increased from $94,-
719,259 for 1939 to $134,296,021 for 1940, or 42
per cent.

Figures given by the Pacific Coast district office
of the Bureau of Foreign and Domestic Commerce
indicate that as the year advances the rate of in-
crease over last year goes up quite sharply. In
July (the last calendar month for which figures
are available) 1940 recorded $36,618,643 in ex-
ports, as against $26,606,203 for 1939, or an in-
crease of 39 per cent. Imports show a similar
trend, the import increase for Julv running from
$12,322,032 for 1939 to $22,852,572 for 1940, a
percentage increase of nearly 85 per cent.

The three larger customs districts of Washington,
San Francisco and Los Angeles make up together
over 85 per cent of the Pacific Coast total, and the
increases in these three districts made up almost
100 per cent of the total increase for the entire
Coast.

Artist's conception of the appearance of the C-3 combination cargo and passenger round - the - world steamers, seven of
which arc now under construction at Newport News for the American President Lines. The first of these steamers will be
delivered about October 16, 1940.

OCTOBER, 1940

/\lcdi04ijcd ^e^eftie P^uk^A4Z4n

Allots Huge Orders To

Backlog of Construction for

For the past two years, Pacific
Marine Review has been predicting
a boom in the Pacific Coast ship-
building industries. Now that boom
has come upon us very suddenly, and
much effort and money is being ex-
pended to prepare existing plants to
take care of the shipbuilding demand.

Our prediction was based on the ac-
cumulation of natural demand in the
merchant marine, due to the age and
slow speed of existing fleets. The
boom now ujjon us comes from emer-
gency national defense appropriations,
and is largely naval. This superim-
poses an emergency boom on a nat-
ural demand, and that should make
the boom both more intense and of
longer life.

At this writing, the work under

way, contracts in hand, orders and
allocations in the Pacific Coast ship-
building industry', aggregate consid-
erably over $7()('),U()0,000. The details
appear in the table herewith.

This is apparently just the begin-
ning of a lengthy period of prosper-
ity for our shipyards. The basic de-
mands remain and will be much more
acute before the emergency demands
are fully met. The emergency de-
mands as presently evidenced in con-
tract and allotment will keep the ex-
isting yards busy for at least four
years. It is, therefore, a fairly safe
]>rediction that the period of 1940-
1950 will be a decade of fairly con-
tinuous prosperity for the Pacific
Coast shipbuilding industry.

It will be apparent from the table

that this shipbuilding program is
coast-wide. This is best indicated by
the building of new yards and the
ex])ansion of existing yards involved
in the allotments. There are two such
projects at Puget Sound, one at San
Francisco and two at Los Angeles.

In the Puget Sound territory, the
great bulk of the work comes to the
.Seattle-Tacoma Shipbuilding Corpo-
ration. This firm now operates a new
shipyard on Commencement Bay, Ta-
coma, where it is busy on five C-1
U. .S. Maritime Commission cargo
motorships and four C-3 U. S. Mari-
time Commission cargo steamers. The
yard has two complete ways, ample
space for welding racks, and ample
space for expansion. They are sole
bidders on the P-4 type of U. S. Mari-

PACIFIC M A R I iN K R K V I E W

Pacific Goaii SlufUf444ide/iA>

Coast Yards Now Over $700,000,000

time Commission liner, and if granted
an award on this bid, are prepared
to spend nearl}' two million dollars in
expanding their facilities to construct
these vessels, which will be the largest
commercial hulls ever built in
America.

Seattle-Tacoma Shipbuilding Cor-
poration has also an allotment of 20
torpedo boat destroyers for the U. S.
Navy. It is the intention to build a
complete new and modern yard on

Harbor Island, Seattle, for the con-
struction of these 20 hulls.

At San Francisco, the Potrero
Works of the Union Plant of the
Shipbuilding Division of the Bethle-
hem Steel Co. has five C-1 U. S.
Maritime Commission cargo steamers,
20 U. S. Navy destroyers and four
cruisers. For expansion of this jilant,
the property immediately adjoining on
the east has been acquired from the
Columbia .'^leel Co. This area, now

occupied by warehouses for the stor-
age of steel stocks, was used by Beth-
lehem for the construction of numer-
ous de.stroyers during the first World
War. Here a complete new and mod-
ern shipyard will be built. The pres-
ent plant at the Potrero Works of
Bethlehem is being expanded by the
addition of one large building slip.

Los Angeles Shipbuilding and Dry
Dock Com])any has a nice allotment
to build a U. S. Navy fleet repair

On facing page, we show
the Tacoma yard of the Se-
attle - Tacoma Shipbuilding
Corporation just before lay-
ing the first keel. This yard
was built complete in 100
working days. Here the Ta-
coma shipbuilders have a
program of 5 C-1 and 4 C-3
ships for the Maritime Com-
mission, and here they pro-
pose to expand for the erec-
tion of the P-4 passenger lin-
ers, largest commercial ves-
sels ever built in America.

At right: A busy day in
the Moore Dry Dock Co.
yard, Oakland, Calif., show-
ing 3 C-3s under construc-
tion and many large repair
and reconditioning jobs.

OCTOBER, 1940

Sli4ftJu4udi4^ an the Padlic Qaait

PUGET SOUND

Seattle-Taconia Shipbuilding Corp.
Taconia Yard

5 C-1 niotorships $ 10,000,000

4 C-3 steamers 12,000,000

2 P-4 steamers (?) * 46,000,000

Yard expansion 2,700,000

Seattle Yard

20 U. S. N. destroyers 138,000,000

Yard expansion 5,000,000

Lake Washington Shipbuilding Co.

4 A.S.N.T.. U.S.N 2,000,000

1000 A.S.N.T. floats 400,000

Puget Sound Navy Yard

10 destroyers 70,000,000

Auxiliary vessels 12,000,000

TOTAL PUGET SOUND $298,100,000

SAN FRANCISCO BAY
Bethlehem L^nion Yard

5 C-1 steamers % 10,000,000

20 destroyers 160,000,000

4 cruisers 120,000,000

Yard expansion 3,000,000

Moore Dry Dock Co.f

3 C-3s 8,000,000

Western Pipe & Steel Co.

5 C-1 motorships 10,000,000

4 C-3 steamers 12,000,000

General Engineering & Dry Dock Co.

4 A.S.N. Tenders 2,000,000

Mare Island Navy Yard

8 submarines 48,000,000

2 sub tenders 24,000,000

Auxiliary craft 2,000,000

TOTAL SAN FRANCISCO BAY $399,000,000

LOS ANGELES

Consolidated Steel Corp., Ltd

4 C-1 steamers $ 8,000,000

Bethlehem San Pedro Yard

6 destroyers 48,000,000

Yard expansion 1,000,000

Los Angeles Shipbuilding & Drydock Co.

1 fleet repair vessel 13,000,000

TOTAL LOS ANGELES $ 70,000,000

TOTAL SAN FRANCISCO 399,000,000

TOTAL PUGET SOUND 298,100,000

GRAND TOTAL, PACIFIC COAST $767,100,000

Comm?B»!on''''' "" **'^'* "•«»■'•<''■*■ Contract under oonsidcration. Claimed by Puftet Sound interests but not yet award«l by

T On September 26, U. S. Maritime Commission announced a contract awarded to
the Moore Dry Dock Co. for 3 modified C-2 steamers for the Ocean Dominion Line at
S2,8.o0,000 for each ship, or a total of $8,S.50,000.

The San Francisco works
of the Union Plant of the
Shipbuilding Division of the
Bethlehem Steel Company,
Inc. At the upper right is
the area occupied by the
Columbia Steel Company and
recently purchased by U. S.
Navy for expansion of the
Bethlehem facilities for build-
ing destroyers.

vessel. This yard will have to he
completely reconditioned and equipped
for this work.

The San Pedro Works of the Union
Plant of the Shipbuilding Division of
Bethlehem Steel Co., which is to build
six destroyers, will practically be
transformed into a new yard for this
purpose. For 18 years this plant has
handled only drydocking and repairs.

For the next few months, then, we
shall witness some feverish activity in
the building or rebuilding of five
shipyards on the Pacific Coast, an un-
dertaking involving some S to 10 mil-

lions in labor, materials, equipment
and cost of real estate. This means
comparatively large sales of : welding
and flame-cutting equipment; steel
fabrication machinery, such as rolls,
punches and brakes; air compressors
and pneumatic tools ; machine shop
equipment, and especially large boring
mills, planers and lathes; and mate-
rial handling equipment.

With the urgency being impressed
on the national defense program, it
will soon be apparent that deliveries
of machinery and equipment will con-
stitute a bottleneck that can onlv be

overcome by the use of local plant to
manufacture a larger proportion of
these items. Thus the benefits of this
shipbuilding boom will be spread to all
Pacific Coast industries and through
pay rolls to every Pacific Coast busi-
ness.

Construction and equipping of 32
merchant vessels and of 81 naval ves-
sels means a lot of work for the man-
ufacturers of marine power plants
and of marine auxiliary machinery.
The following is a partial list, the
(Page 58, please)

The Sea Arrow, built by the Moore Dry Dock Co. First Maritime Commission ship delivered from a Pacific Coast yard.

OCTOBER, 1940

Some Observations on

jblicjoloAjeJt Sea Waie^

by W. E. Allen

Scripps Institute of Oceanography, University of California

Although the ocean, or any of its
subdivisions, is far from being uni-
form or constant in color that condi-
tion usually receives scant attention.
It is only when an observer notices
some unexpected richness, or quality,
or kind of color that he shows special
interest in what he calls "discolora-
tion." Because discolorations are sub-
ject to the same kinds of modifications
as familiar or expected colors they are
no more uniform or constant in ap-
pearance than the latter. That is to
say. they differ somewhat according
to the intensity of light, angle of light
rays, amount of shading by clouds,
movement of the mass of water, depth
of the water, position of the observer,
density of the coloring materials, and
so on.

Apparently, discolorations suffi-
ciently ])rominent to be logged b\' a
mariner or to attract jiarticular atten-
tion from a casual observer are nearly
all produced by small (perhaps mostly
microscopic) particles suspended in
sea water. Some of these, more or
less "muddy" in appearance, may be
nothing more than soil particles car-
ried into the sea by windstorms or
"run-off" floods from land. In fewer
instances dust from volcanic explo-
sions may contribute. At times these
may help to make conditions favor-
able for an ensuing development of
discoloration by microscopic plants.
Judging from the comments of mari-
ners, explorers, fisheries emplovees,
scientific expeditions, and biological
observers, it seems safe to say that
the discolorations which receive defi-
nite notice are usually caused by mi-
croscopic plants.

-Some shade, or tinge, of red is most
often mentioned in comments on dis-
coloration of sea water. Probably such
comments can be founfl as far back

as recorded history can carry us and
it is probable that there has been no
change in the causes of "red water"
in historic time. At sea, two great
groups of microscopic plants are like-
ly to contribute the species respon-
sible in any particular instance. These
are the diatoms and the dinoflagel-
lates. More rarely, other groups may
take the lead in causing discoloration,
and the color may not be red. All
kinds are so small that from 2 to
.^00 individual cells could be enclosed
in a drop of sea water without over-
crowding. Such tiny specimens show
very little color when examined singly.
It is only when densely crowded that
the sum total of color becomes ob-
servable.

For more than 20 years diatoms
and dinoflagellates have been under
investigation at the Scripps Institu-
tion of Oceanography, La Jolla (near
San Diego), Calif. In that time dis-
colorations have developed in several
different years. In June, 1924, dis-
cloration was continuous for more
than 2 weeks, beginning with reddish-
brown and ending with dirty brown
or grayish-brown as the population
died off and turned to "stinking
water." The duration of this discol-
oration was exceptional, probably be-
cause of mild weather and quiet seas.
A dinoflagellate called Prorocentruni
micans was most prominent.

In 1935 a yellowish discoloration
was observed close inshore for 2 or
3 days in the height of the bathing
season. Some people were afraid that
some kind of contamination was pres-
ent. The creature causing the trouble
was .so small that even a microscope
of ordinary power was not sufficient
for adequate study. It was not iden-
tified.

In 193X a dinoflagellate called Cm,-

■ yaulax polyedra became excessively
abundant in the general region of San
Diego, sports fishermen claiming it
spoiled the fishing over a large area
outside of San Diego. The "red
water" caused by it was visible near
La Jolla for more than a week, al-
though great intensity of discoloration
was noticed for only 4 or 5 days. In-
shore discolorations are always
streaky, partly because of wave action
and the influence of currents. Any
little ripple or wavelet is likely to show
a thin streak of yellow froth, yellow
partly because of mixture with air to
form the froth. Procentrum is espe-
cially notable for froth streaks even
when the population is too thin to dis-
color the water mass noticeably. The
1938 Gonyaulax population showed
fewer narrow streaks of froth and
more streaks varying from a foot to
several yards in width. In these
streaks the color ranged from light
brownish-red to the dark red of dry-
ing blood most of the time, but on
one day a few long wide streaks were
seen which approached the bright red
color of fresh blood.

Concerning the origins of discol-
orations there has been much specu-
lation but very little accumulation of
evidence because the details of origin
are already matters of past history by
the time that the discoloration is seen.
In 1916 floods out of San Diego Bay
were followed in several days by a
wides])read brownish discoloration
caused bv excessive growth of dia-
toms. The 1938, 1939 and 1940 cruises
of the Scripps Institution research
shij) revealed the presence of discol-
ored water at some stations a hundred
miles or more from shore. For them
Director H. \]. Sverdrup was able to
show a relation to "upwelling water."
The 1924 "red water" mentioned

PACIFIC MARINE REVIEW

above had neither of these relation-
ships. Such differences in observa-
tions and experiences lead naturally
to the conclusion that discolorations
due to inclusions of microscopic crea-
tures in sea water may be final steps
in series of processes considerably
unlike in details.

Localities (even regions) differ
widely in their tendencies to produce
or exhibit plant discolorations. In
Southern California seas intense dis-
colorations are comparatively rare in
contrast to the Red Sea where a mi-
croscopic "blue-green alga" called
Trichodesmium appears with such re-
markable frequency as to suggest the
name "Red," and to the (iulf of Cali-
fornia which has received the name
(in Spanish) "Vermillion Sea" be-
cause of the frequency of ap])earance
of "red water," caused most often by
dinoflagellates. Some ob.servers have
reported that wide areas of the Arctic
Ocean often become so deeply dis-
colored with dense growths of diatoms
that they deserve the designation
"black water." Likewise voyagers in
the Antarctic have found diatoms to
be so abundant in some places that
they discolor both water and ice floes
over great distances. In the recent
"Discovery Reports" the waters near
south Georgia are especially men-

On calm seas at
slow speed the ma-
rine wayfarer finds
ample leisure to
study the surface of
the sea.

The dark and deep blue ocean sometimes
turns to red.

tioned for exhibitions of discoloration
hy diatoms although similar condi-
tions are noticed in other Antarctic
localities. The "Humboldt Current"
off the Peruvian coast has been not-
able for decades because of the prom-
inence of plant discolorations, mainly
diatoms.

In most l(3calities displays of dis-
coloration by microscopic plants tend
to be seasonal, some time in the spring
in temperate and frigid climates, thus
corres])onding in periodicity with land
plants. Gray's Harbor, Wash., marks
one locality in which discoloration by
diatoms along shore is annual, in late
May. The Malabar Coast in India
appears to be even more notable in re-
^|)ect to annual discoloration because
of kinds of creatures involved and be-
cause of successive differences in col-
ors. There a relationship to the south-
west monsoons has been observed and
iliscoloralion may become pronounced
in .September or October according to
weather conditions. Colors reporlcd
according to different organisms in-
volved or according to conditions of
developnienl are "amber - brown,"
"red," "l)luisii-green," "yellowi^ji-
green," "yellowish-red," and "amber."

.S|)ecific mention of localities in
which discoloration is extreme and
])eriodic ma\' ajipear to warrant a con-
clusion that other localities (or the
sea as a whole) are barren. The rec-
oids of llie .Scrip])s Institution sug-
gest that such a view is untenable.
Included in the 25,OCX) collections ob-
tained since I'M/ are series of surface

catches from California to Australia,
to Hawaii, to Alaska, and to Peru,
which show that even in mid ocean a
few diatoms and dinoflagellates can
be caught at almost any time. Even
if onlv one vigorous specimen to a
cubic fathom is found it carries the
possibility of increasing to thousands
in surprisingly few days if the right
growing conditions are met. But we
have some thousands of catches from
waters within 200 miles of shore which
indicate that living specimens may oc-
cur to depths of 50 fathoms or lower
and that the numbers rarely get below
some hundreds to a cubic fathom.
That is to say, almost all oceanic
waters contain enough "seed" speci-
mens of one kind or another to pro-
duce a crop of plants of discoloring
density within a period of 2 to 4 weeks
according to circumstances. A thin,
or a moderate, population may exist
for months or years before it finds the
combination of light, temperature,
food materials, and other conditions
w liich will enal)le it to show discolora-
tion.

In general, it may be said that if
a discoloration of the sea extends to
the horizon, or beyond, it is likely to
depend on the presence of microscrop-
ic plants, although accompanying cir-
cumstances may suggest "dust storms"
or dust from volcanic explosions as
being responsible. More limited dis-
colorations may be due to any of an
indefinite variety of causes. — From
I'. S. Hxdrographic Bulletin, Sept. 11,
1040.

OCTOBER, 1940

New

For American Republics Line

Plans for expansion of the ^loore-
McCormack Lines' fleet, calling for
the operation of four new combination
passenger and cargo liners, were an-
nounced recently by Commander Rob-
ert C. Lee, executive vice president
of the company. These vessels are
now under construction at the yard
of the Sun Shipbuilding & Drydock
Company, Chester, Pennsylvania, and
the first hull will be launched in De-
cember, 1940.

Each of the ships will accommo-
date 196 passengers, and the dimen-
sions will be as follows :

492 feet length overall ; 465 feet
length between perpendiculars ; 69
feet 6 inches beam molded ; 27 feet 4
inches loaded draft; 17,500 tons dis-
placement ; 9,800 deadweight tons ;
440,000 bale cubic, which includes 40,-
000 cubic feet refrigerator capacity.
There will be 22 single rooms, 20
rooms with private verandas and 34

The Moor e-McCor mack Lines, Inc., Will

Take Over tour Fine Motor Passenger

Liners Now Building at Sun Yard

regular double rooms, a total of 76
staterooms.

The most novel feature of these new
passenger ships is the fact that every
stateroom and all public rooms are air
conditioned. Each stateroom is sup-
plied with fresh air and cool air, which
the occupant of the room can regu-
late to suit himself. This will insure
that each passenger has his room air
conditioned to his liking, and the ven-
tilation will be such that the air in the
room will be continually fresh as well

as cool. These are the first passenger
ships ever built to have all passenger
spaces air conditioned. Second among
the novel features is that, in addition
to a large amount of refrigerated
cargo space, there is also a system
known as "cargocaire," which pro-
vides conditioned air in all the cargo
holds. This means that there will be
no sweating in or on the cargo.

Another novel feature is the fact
that the clubroom on the ship, which
is actually a very large veranda cafe

Artist's conception of new Moore-McCormack motor liners.

i' A C 1 1' I (; MARINE REVIEW

having a dance floor, will have a slid-
ing dome, which will open the entire
ceiling to the sky. The after end of
this veranda cafe has a folding glass
partition, the opening of which will
throw the entire room open to the
swimming pool, located just aft. The
swimming pool will be very large for
this size of vessel, and will be all fin-
ished in a new type of tiling, which
is non-slippery. The promenade deck
is also very unusual for a ship of this
size, being 300 feet long and glass en-
closed at the forward end. All elec-
tric lighting will be indirect, of the
latest type. There will also be pro-
vided a complete moving picture sys-
tem similar to that installed in moving
picture houses ashore, using standard
machines and film, and fitted with a
permanent projection room.

The 20 private veranda rooms are
a new type, which has not been used
to any great extent at sea. The main
passenger corridor passes down the
center line of the vessel, and these
staterooms use the entire distance be-
tween that passageway and the ship's
side. Each of these rooms is a small
suite composed of bathroom, trunk
room, bedroom and sitting room.

These ships have been built in ac-
cordance with all the latest develop-
ments in safety and fire prevention.
The ship is divided into five fire iso-
lation compartments. Non-combust-
ible materials are used exclusively for
bulkheads, furnishing and equipment.
.Stateroom paneling is being done in
three woods — prima-vera, lacewood
and teakwood. The furnishings are
all of special design, particularly for
comfort, safety and sanitation.

Propelled by a single screw driven
by two Sun Doxford diesel engines
developing a combined shaft horse-
power of over 9,000, these vessels are
assured of a speed of over 17'/2 knots.
The hull is divided into eight water-
tight compartments, and has a 2-com-
partment stability. George G. Sharp
of New York is the architect in charge
of design, and the interiors have been
designed by Raymond Loewy, famous
industrial architect. The ships are of
the Maritime Commission C-3 type,
modified to accommodate passengers
and for operation in Moore-McCor-
mack's American Republics Line serv-
ice between the East Coast of the
United States and the East Coast of
South America.

Opje^xiiiHt^ and T^HxH^fi Go4^Ain44ctijaH>
cui o/ OciaAe^ i, 1940

Ships Under Operation:

.\rgentina De Luxe passenger liners sailing fortnightly from

Brazil New York for Barbados, Rio, .Santos, Montevideo

Uruguay and Buenos Aires ; returning fortnightly via

Santos, Rio and Trinidad. Speed 19 knots, dis-
placement 33,500, deadweight 20,000 tons.

Donald McKay

Mormachawk

Mormacgull

Mormacdove

Mormaclark

Mormacwren

Flying Fish

Lightning

Alormacpenn
Marmacland
Mormacyork
Mormacmail
.Seafox

Mormacsul
Mormacmar
Mormacrio
Mnrmacrey

City of Flint
CoUamer

New C-2 cargo liners, speed 17 knots, deadweight
8,800 tons, except the last two, which are 9,500
tons. The first six carry 12 passengers in rooms
all with bath.

New C-3 cargo liners, speed 18 knots, deadweight
11,900, except the Seafox, which is 12,500 tons. All
ships carry 12 passengers in rooms all with bath.

Cargo \essels, sjieed 13 knots, deadweight 8,400
tons.

Chartered \essels of 8,000 tons deadweight for
ser\ice in the- Pacific Coast-East Coast of South

Independence Hall .America trade.
Total Deadweight of Existing Fleet.

249.500 Tons

New Ships Under Construction:

Four C-3 passenger ships as yet unnamed.

These 18-knot ships of 9,000 tons deadweight are
building at the Sun Shipyard, and are expected to
go into commission shortly after the first of next
year. They will carry 196 first class passengers, all
in rooms with private bath. 20 rooms will have pri
vate veranda, and 22 will be for single occupanc\ .

I'our C-l-r> cargo liners as _\ et unnamed.

These 14-knot ships of 9,000 tons deadweight are
building at the Consolidated Shipbuilding Corpo-
ration, and are ex])ected to go into commission at
the end of this year or the beginning of next. They
will carrv 12 ])assengers in rooms all with bath.

Total Deadweight of Ships Under Constructioa 72,000 Tons

Total Deadweight of Entire Fleet 321,500 Tons

( ) C T () B F. R . 19 4 0

JUand and Waie/i GoAA^je^

by Paul D. Page, Jr.

Counsel for U. S. Maritime Commission

Two of the named purposes for the
adoption of the Constitution of the
United States were "to provide for
the common defense" and "to pro-
mote the general welfare." It is not
without significance that the framers
of the Constitution, after specifying
those objectives, granted to Congress
as its second specific power the power
to regulate commerce with foreign
nations and among the several states.
Commerce is the lifeblood of nations.
and transportation constitutes the
veins and arteries through which that
lifeblood moves. The rise and fall of
commerce is in great part the measure
of the general welfare. The direct
relation of efficient transportation sys-
tems to the national defense is too
obvious to require comment.

In the realm of regulating transpor-
tation, we now necessarily deal with
railroads, trucks, airliners, and the
ships that move upon the waters. Each
of these methods of transportation has
been fostered by some form of gov-
ernmental aid. It is, therefore, com-
pletely clear that those who utilize
railways, highways, airways or water-
ways for their private profit are
bound, in good conscience as by law,
to respect and cooperate with Fed-
eral regulation.

It is equally clear that such regu-
lation must be constructive, and not
destructive, es])ecially in times like
these, when every phase of the na-
tional defense is being geared to un-
precedented speed, and when the
threat of unsought involvement in the
insanity of war is a reality, not a
mere nightmare. Putting the case of
the water carriers, I need say only
that when the rails are hot with strings
of freight cars hurrying defense ma-

terials from place to place, producer
and consumer groups must turn to
the slower but less expensive facili-
ties of water transportation.

Although our first regulatory
authority was enacted in 1916, Com-
mission regulation of water-carriers
was deplorably slow in getting under
way ; so much so that twenty-four
years later water-carrier regulation is
still in the primary stage, and most of
our policies and practices are more
experimental than fixed. Without the
slightest doubt, the past three years
have seen more activity, development
and progress in water-carrier regu-
lation than did the twenty years pre-
ceding them. The Maritime Com-
mission has not hesitated, and will
not hesitate, to make its regulation
fair, fearless and effective. It does
not propose to tolerate evasion of is-
sues, dilatory tactics, or any of the
many methods frequently utilized to
peri)etuate, or at least prolong, inde-
fensible practices which militate
against the commercial welfare of the
jieople served by water-carriers. .\nd
let me emphasize here that the Com-
mission is completely convinced that
the utmost expedition consistent with
sound decision is a necessary ingre-
dient of effective regulation.

Shipping Act 1916

.\n extraordinary feature of the lia-
sic statute upon which the Maritime
Commission's regulatory activities
rL>l, the .Shipi)ing Act of V)]h, is
that it contains the seeds of a ])lan
akin to the Jeffersonian ma.xim, that
the liest government is the one which
governs least, a i)lan providing for
the self-regulation of water carriers.
This is the conference system, where-

by, under Section 15 of the Act, car-
riers may form conferences and enter
into agreements between the confer-
ence members, designed to fix or reg-
ulate rates or fares, to give or receive
special rates, accommodations, or oth-
er particular privileges or advantages
to control, regulate, or destroy com-
petition, to pool or apportion earnings,
losses, or traffic, to allot ports, or to
restrict or regulate the number and
character of sailings between ports,
to limit or regulate the volume or
character of freight or passenger traf-
fic to be carried, or in any reason-
able manner to provide for exclusive
preferential or cooperative working
arrangements.

Necessarily, the grant of such tre-
mendous power was accompanied by
an appropriate safeguard found in the
fact that before such conference
agreements become effective, they
must be approved by the Maritime
Commission, and whenever it finds
that such agreements are or have be-
come unfair or discriminatory, or
operate to the detriment of the com-
merce of the United States, or violate
any jirovision of the Shipping Act of
1916, the Maritime Commission has
authority to disapprove, and thereby
kill them. A carrier who undertakes
to act or operate under a disapproved
conference agreement is subject to
heavy i)enalties provided by the Ship-
ping Act and prosecution under our
Anti-Trust Laws.

This system assures the Maritime
Commission full information with re-
gard to the vital activities and prac-
tices of water-carriers operating
liii'ough a conference, and encourages
the carriers them.selves to initiate and
work out the .solutions of their own
j)roblems. This assures maximum

PACIFIC M A R I N K R F, V I F, W

freedom of "business" from what is
all too frequently regarded as "gov-
ernment meddling," and has promoted
good-will between the regulator and
the regulated. Very frequently we
are called upon to help "work out"
agreements beneficial to the carriers,
the shippers and the public. The fact
that a strikingly small number of
agreements have been disapproved by
the Commission is proof that this sys-
tem can and does work, and because
of this fact, in addition to its inher-
ent merits, I strongly recommend it
insofar as it may be found ajiplicahle
to other carrier industries.

A Regulatory Headache

Number One regulatory headache
of the Commission is found in the
problem of transportation between
ports of the United States and the
ports of foreign countries. In deal-
ing with this situation Congress nat-
urally did not attempt to authorize
the Commission to pass upon the rea-
sonableness of rates charged for
transportation between our own and
foreign ports.

However it has been found possible
to deal with this delicate problem in-
directly. By reason of the many ad-
vantages of being members of our
conferences many foreign carriers
seek membership, and are bound by
the conference agreements, and these
are subject to control by the Commis-
sion.

In extreme cases the Commission
has invoked the power to make rules
and regulations affecting shipping in
the foreign trade, conferred by Sec-
tion 19 of the Merchant Marine Act
of 1920. As an example, only last
year it appeared that two large for-
eign-flag shipping companies had put
into effect deej) rate cuts in an at-
tempt to force competing American-
flag carriers to enter into an agree-
ment for an unjust division of reve-
nue, particularly revenue derived from
the transportation of coffee from the
East Coast of South America to the
West Coast of the United States.
When American-flag ship operators
refused to "stand and deliver," the
foreigners reduced the rate on coffee
from $1.(X) to 50 cents a bag. Upon
the -second day of the hearing, these
carriers admitted the injustice of the
rate war in which they were engaged,
and consented to an order which in
effect prohibited the jiractice. I cite

this instance to show the delicate
character of this particular phase of
our regulatory activities and the way
in which it has been found possible
to solve intricate and inherently deli-
cate questions by quick action. It
shows further the self-restraint which
the Commission must and does exer-
cise, for it is conceivable that, acting
under Section 19 in such a case, the
Commission could have, and — had it
been rash and ill-advised — might have
]jrohibited shijis of the offending for-
eign lines from entering any port of
the United States, with inevitable in-
ternational repercussions.

Terminal Problem

Another problem which besets the
Commission as to rates, and which
is accentuated by rates not subject to
control by the Commission hut falling
within the province of others, occurs
in railway-highway-water terminals.
In most cases, our coastal and inter-
coastal shipi)ing lines use terminal fa-
cilities either privately owned or
owned In' states or municipalities. The
Maritime Commission has some con-
trol over terminal operators in con-
nection with their handling of water-
borne cargoes, but cannot control rates
charged by terminals. States and mu-
nicipalities have denied any authority
of either the Maritime Commission or
the Interstate Commerce Commission
over state or municipal terminal fa-
cilities, including shipside and storage
facilities and belt-line railroads, fight-
ing upon the ground of state sov-
ereignt\-, the authority of the United
.States itself.

The authority of the (iovernment,
through any agency it may select, to
regulate such facilities under the com-
merce clause, has, we trust, been fi-
nally .settled since 1936, when in
United States v. California, 297 U. S.
175, Mr. Justice Stone upheld Fed-
eral regulations upon the ground that
the state, when it engages in interstate

?

commerce by rail, subjects itself to
the Commerce power.

This problem, however, remains
heavy. For example, where a termi-
nal is railroad property, water-car-
riers who are required by law to file
their actual rates, stating separately
each terminal and other charge, ])rivi-
lege or facility allowed, find difficulty
in stating rates which must include
terminal charges for the receipt and
delivei7 of cargo, and over the amount
of which charges neither the water-
carrier nor the Maritime Commission
has control.

About the regulation of water-car-
riers, however, several points particu-
larly stand out. The first is that
water regulation, like rail regulation,
developed in its early stages very
slowly. The second is that, having
gotten under way and come into will-
ing hands, its progress has become
rapid, steady and effective. The third
is that the Commission recognizes that
its basic act was framed upon the In-
terstate Commerce Act. We owe much
to the guiding light of that Commis-
sion's many sound and well-consid-
ered decisions, and only regret that
we are faced with so many problems
involving elements which our elder
regulatory brother has not faced, so
that it is impossible for us to find
in the mass of that Commission's pre-
cedents upon all points which come
before us.

With all this help, it is only natural
that we should feel that we have im-
proved a little on our elder brother
in initiative, speed and decisive action.
The American Merchant Marine
means much to us. We should all
consider and remember the words of
Joseph F\itrick Kennedy, our present
ambassador to Cireat Britain, spoken
when he was the first chairman of the
Maritime Commission :

"The .imcrican Merchant Marine
is our ozun flesh and blood, our own
treasure, our oivfi ships, and our ozvn
money. Get behind it zvith the pride,
the enthusiasm, and the patronage
that other nations emotionally and fi-
nancially give to their own. Has the
time come xvhen we will turn our
hack on .Imcrican genius and enter-
prise.' Congress has given an em-
phatic 'No!' No .hnerican can do
less than gii'e it his whole-hearted
support."

(Abstract of a .speech before the Public
Utility Section. AmoriCBn Bar Assofiation,

rhilarlilphi!!. S.i.t.tnlifr 10.)

OCTOBER, 1940

(Tlie initial arrival during September of Grace Line's C-2 cargo steamer Red Jacket recalls
the famous American-htiilt clipper ship for which this modern steamer was named. We are
therefore reproducing here an abstract of the short history of this vessel written by that noted
authority on American clipper ships, the late F. C. Matthews, for publication in Pacific Marine
Reziezv, November, 1922. The Red Jacket was one of the most consistent performers among
the famous American clippers.)

The extreme clipper Red Jacket was
justly celebrated for the delicate beau-
ty of her graceful lines throughout ;
her particularly handsome arched stem
was as pleasing to the eye as was her
powerful but exquisitely molded stern,
while her spars and rigging were cor-
rectly proportioned. To the end of
her days as a sailing ship she was
everywhere considered as the hand-
somest of the large clippers set afloat
by American builders. The view
showing her in the ice off Cape Horn
is conceded by authorities who knew
the ship well to be a very correct rep-
resentation, while the picture showing
her under the British flag exaggerates
the amount of rake to the mizzenmast.
The rake of the foremast is given as
having been one and one-third inches
to the foot, while that of the mizzen
was one and one-half. The masts of
the Flying Cloud all raked alike, one
and one-quarter inches to the foot.

Built in Maine in 1853

The entrance lines of the Red Jacket
were hollow and her ends were long
and very sharp. She had three decks
and her dimensions, according to
Lloyd's Register, were: length, 251
feet 2 inches; breadth, 44 feet; depth
of hold, 31 feet; draft, 22 feet; net
gross and under-deck tonnage were all
the same figure, 2.305 tons. -She was
built by Ceorge Thomas at Rocldand,
Maine, and was launched near the end
of 1853; her designer was .Samuel A.
Pook of Boston.

Her Maiden Voyage Still a Record

The principal owners of the Ked
Jacket were .Seacomb & Taylor, al-
though her builder retained an inter-
est. .She was sent from New 'S'ork to

Liverpool to try out her adaptability
for the booming passenger and freight
business between Great Britain and
Australia. LTncoppered and manned
by a very indifferent crew, she sailed
from New York January 11, 1854, and
arrived at Liverpool on the 23d, the
elapsed time from dock to dock being
13 days, 1 hour, 25 minutes, establish-
ing a record that stands to the pres-
ent day. The following were the runs
in nautical miles daily, commencing
with Wednesday, January 1 1 : 103 ;
150; 265; 311; 217; 106; 125; 319;
413; 374; 342; 300; 371. The pass-
age was made without the loss of
a rope yarn, although much stormy
weather was experienced, with .snow,
hail and rain. She ran 15 knots on
the wind and 18 knots with the wind
abeam. Captain Asa Eldridge, who
was one of the most prominent of
Western Ocean packet commanders
and who lost his life with the Collins
Line Steamer Pacific, had the Red
jacket on lier maiden voyage.

As Australian Packet Sets Newr
Record

At Liverpool she was immediately
chartered by the agents of the While
Star line for a round voyage to Mel-
bourne. Under command of Captain
Samuel Reid she .sailed May 4, 1854,
arriving out July 12. The entry in
the log of that date includes the fol-
lowing statement : "3fXJ miles ; fine
weather; made King's Island at 10:50
|). m. ; crossed the bar at 11 :50 ]>. m. ;
I>assage from Hock Lighthouse to Port
Philip Heads, 69 days, 11 hours, 15
minutes ; under sail, 67 days, 13 hours ;
total distance ran, 13,880 miles." Her
run from Liverpool lo the Line was

25 days, due to light winds and very
poor trades ; in the South Atlantic the
same conditions prevailed ; crossed the
meridian of the Cape of Good Hope
in latitude 45 south June 24, 51 days
out ; running her easting down, went
as far south as latitude 52 and had
much cold weather with snow, hail
and sleet, one log entry being : "en-
tire forward part of ship covered with
ice." Frequent notations are made of
"high sea," "cross sea," "heavy gales,"
"strong gales and squalls," but the
good clipper braved them all without
mishap and fairly flew through the
water, as the passage will show: 315

miles ; 330 ; 263 ; 286 ; 287 ; 286 ; ;

313; 300; 288; 400; 299; 350; 357;
334; 245; 300. The run of under
19 days from the meridian of the Cape
to Melbourne is believed never to have
been equaled, much less surpassed. An
inspection of the log of the Thermopy-
lae on her much vaunted passage of 24
days from Gravesend to Melbourne
(62 days from Lizard) shows that she
was nearly 22 days from the Cape
meridian to 12 miles from Cape Ot-
way.

10,243 Miles in 42 Days

The ]\e(l Jacket had good dispatch
at Melbourne, sailing August ; round-
ed the Horn on the 23d, only 20 days
out ; crossed the Line 42 days out,
having run 10,243 miles ; thereafter
|)ractically nothing but calms and light
winds were encountered and she did
not reach Liverpool until October 15,
31 kz days from the Line; total pass-
age, 73 days. Total distance run, 14,-
863 miles; average, 20214 daily; best
day, 376. The daily average for the
first week was 231 miles; second week.

PACIFIC MARINE KKVIEW

307 miles; third week, 234 miles;
fourth week, 205 miles; fifth week,
237 miles; sixth week, 224 miles. Dur-
ing one whole week in the doldrums,
the average was less than 100 a day,
and the two following weeks, 142 and
106 miles only. The trip out and home
had been made in 5 months, 10 days,
22'/2 hours, one week better than the
voyage of the Marco Polo, which had
been the record. On the homeward
passage the Red Jacket was too light,
but constantly showed her ability by
logging 17 or 18 knots in fresh breezes,
and 14 and 15 knots close hauled. She
beat the British clipper (iuiding Star
9 days ; had 45,000 ounces of gold dust
and about 28,(X)0 sovereigns, of a to-
tal value of more than 2(^),(X)() pounds
.sterling.

The passage out and home excited
considerable interest, not only on ac-
count of its great and unprecedented
speed but likewise on account of the
dangerous position in which the ves-
sel was placed in the ice off Cape
Horn in August. The original of the
accompanying illustration was made
up from several sketches appearing in
the Illustrated London News, the

work of a passenger, one view depict-
ing the ship entirely surrounded with
field ice. The artist-correspondent-
passenger described this part of the
voyage to the News as follows :

In the Ice Off Cape Horn

"Regarding the ice : on the morning
of the 24th of August I was roused
out of slee]i 1)V the noise of shorten-
ing sail, and the lookout singing out,
'Land!' The ice had been seen some
time before, but the solid mas.ses were
supposed, in the dark, to be land. On
getting out. I found we were in smooth
water, and large masses of ice floating
around us. As the day broke, we
found ourselves sailing along a lake
of water, not unlike a canal. The ice
seemed to extend on every side, in
solid fields, as far as the eye could
reach, without any prospect of getting
out, so that we had to follow this
channel. All sail was clewed up, ex-
cept the top.sails; and as there was a
good breeze, we proceeded along at
about four or five knots. Our situa-
tion at this time seemed most appall-
ing, as v\e ap|)eared to be getting fur-

ther into the ice, so that by ten or
eleven o'clock we were almost mak-
ing up our minds to remain for weeks
in this fearful situation. About noon
the captain and second mate, who had
been on the fore-topsail-yard all morn-
ing, discovered clear sea again ; to gain
which we had to force a passage
through dense masses of ice and it
was here that she sustained the prin-
ci])al damage to her stem and copper.
"We soon got clear, and the rest
of the day saw no trace of ice and
were very thankful we had got off so
easy. But to our dismay, at eight p. m.
we again fell in with it. The ship
was put al)out and sail shortened for
the night, and we ran back to the clear
water in which we had been sailing.
At daybreak sail was made; and at
seven a. m. we came up to the ice.
At first it was only large pans, much
melted, the water having all the ap-
pearance of brine, and quite thick
around them. Afterwards, large mass-
es of broken icebergs presented them-
selves, and in guiding the ship through
these, great difficulty was experi-
enced.

(Page 62. please)

Clipper ship Red Jacket in the ice off Cape Horn.

OCTOBER. 1940

matamusmm'iiiimutm

/ _^^ OCtA" - jMmiai^

U(mX thmdum GnUtrt^itcL

"The Chief's" department welcomes questions — Just write "The Chief,"
Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Marine Boilers V

CIRCULATION

QUESTION
What is the importance of the up-
per drum in boilers?

ANSWER

No. 1 of the 11 points of funda-
mental consideration, as listed in the
September issue, is the subject of sur-
face for steam separation. It will
generally be conceded that it would
be easier, less costly, to build a boiler
without a drum, but it just would not
work as a steam generator.

In later articles, where we will dis-
cuss various and novel boiler designs,
we may note some small flash boilers
in which water enters at one end of
a tube and steam emerges at the other.
This is not done in large practical
steam generators, even at high pres-
sures and with forced circulation.

Boilers must have a space which is
filled about one-half with water and
one-half with steam. The area of
surface of water must be great enough
to liberate the bubbles of steam emerg-
ing, and give them room to burst and
.separate steam from water. If we
have insufficient area, such as in the
case of overload, the water carries \\\)
with the steam, and ihe boiler deliv-
ers wet steam, sometimes called foam-
ing or priming or just water carry-
over. Also, if the water is too alka-
line or soapy, the bubbles do not break

so easily, and even at normal load we
have foaming and carry-over.

.So the drum is a necessity, and its
diameter and length are fixed by the
steaming capacity of the boiler. There
is no limitation here with the .Scotch
l)(jiler having excess water surface,
but in modern water tube express
boilers it is a matter of first considera-
tion by designers.

Small bottom drums ma}' be desir-
able from the mechanical standpoint
of attaching tubes to act as a leader,
and also to collect mud from blow-
down. It is not a fundamental con-
sideration. The bottom parts of many
shore plants having water furnace
walls is only a tube header large
enough to carry the circulation.

QUESTION

What consideration must be
given to adequate circulation in a
boiler?

ANSWER

Circulation, although listed as No.
2 in the fundamentals, is fully as im-
jiortant as any other factor. Natural
circulation, i.e., without use of ])umps
or injectors of any kind, is emj^loyed
on most boilers. Without circulation
in one or more tubes, the heat would
not be removed, and a steam ])Ocket
would form, the tube soon reach red
lidl flame or gas temjieralure. and

fail under the ]iressure by bulging out
and blowing.

The interior of the wall of the tube,
the water side, must be maintained at
the temperature of the boiling water;
the fire side, at only a few degrees
higher, 50 to 100 degrees F. at the
most. Therefore, water must be de-
livered to every sq. in. of heating sur-
face at a rate fast enough to remove
the heat.

Natural circulation depends on two
principles : ( 1 ) the thermo.syphon
]irinciple, and (2) the reduction of
density due to formation of bubbles.

The thermosyphon system uses the
difference in water density to cause
circulation. It is inadequate for any
rapid action. Furthermore, modern
boilers usually have [tractically no dif-
ference in water temperature at the
down comers and the upcomer tubes.
The water is all at the boiling tem-
perature. The furnace adds only the
latent heat of evaporation. Heat of
the liquid is added outside the boiler.

Tlif reduction in density due to
formation of ste;im is a source of
ra])id natural circulation. It is basic-
ally stable. The slower the circula-
tion, the more rapid the formation of
steam. The more ste.un, the greater
the difference in head to cause the
solid water in the down comers to
move down and force the lighter mix-
ture of steam and wjiter out of the
tubes.

The lowest permissible circulation
wouKl-bc where only steam blows out
of the lubes. If circulalion is reduced

I' A C 1 !•■ I C MARINE REVIEW

below that, the steam formed would
superheat and tube heat up, possibly
to failure.

Circulation in a system having so
many parallel paths is a very sensi-
tive situation and may be easily upset.
For instance, if blowdown was taken
from a point not intended by design-
ers, the normal up-water movement
might be slowed in some tubes, or
even reversed, to feed the run-off at
the blowdown. This could easily
blow out a tube.

Forced circulation has not been
adopted in this country much yet.
Very high pressures, where the steam
bubbles are small, does not have as
great a differential head to cause cir-
culation, and forcing by pumps has
been adopted in some cases. Forced

circulation is the i)rincipal unique fea-
ture of the many odd kinds of boilers
in luigland. The "Le Mont," "Sul-
zer," "Loeffler" and "Velox" are all
samples, to be discussed in this .sec-
tion later.

Advantages claimed for forced cir-
culation are : ( 1 ) can use smaller
tubes, thinner walls; (2) reduction or
elimination of drums; (3) can place
heating surface to greater advantage
with re.spect to heat transfer; (4)
larger evaporation in given volume or
space; (5) reduction in weight.

Offsetting these is pumping equip-
ment and ]X)wer used, and elaborate
controlling mechanisms and protective
devices.

Our next article will discuss com-
bustion chamber designs and heating
surface utilization.

QUESTIONS FROM THE SHIPS

QUESTION

How would you determine if a
centrifugal pump was delivering its
rated capacity? How is the rated
capacity of the above pump arrived
at?

W. E. H., Richmond, Calif.
ANSWER

It is not at all easy to do this with-
out meters, as in the case of nearly
all other types of machines. The fol-
lowing characteristics of centrifugal
pumps may be useful, and give an
indication or rough e.stimate of out-
put.

(a) With speed normal, the load on
the motor or drive unit varies with
output. At normal output, load is nor-
mal; at zero output, load is small.
For instance, note change in switch-
board ammeter as you move discharge
valve from closed to open. If cur-
rent pick-up seems normal, it indicates
the usual discharge.

(b) At normal speed, pressure at
discharge, or difference between suc-
tion and discharge, .should be normal.
Principal cause of loss in pressure
will be leakage of air at suction. Air
going through pump reduces average
density of fluid, and thus reduces
pressure generated from centrifugal
force. Other causes w(nil(l he fouled
or eroded impeller.

(c) The i)ressure difference is pn^-
portional approximately to the square
of the .speed. Slight drop in speed
gives large drop in pressure.

(d) Pressure with shuloff valve is

higher than when delivering fluid
through open valve. This is due to
pressure drop required to force fluid
through resistance of pump. If a de-
cided pressure drop is noted, it would
indicate normal output. Ten per cent
to 25 per cent might be noted. If
suction is less than atmospheric pres-
sure, this test may be affected because
of change of leakage with flow.

(e) Sound may be an indication, as
a difference may be noted with shut-
off and open valve. Also sound of
valve as it is being closed may indi-
cate whether or not fluid is being
stopped or wire-drawn.

(f) Other indications of pressures
on both suction system and discharge
svstem will all add their clues as to
normal performance or not.

If a narrow difference is looked
for, or a performance test is being
made, we cannot avoid use of meters
or volume or weight measures.

The designer is given a capacity and
pressure to meet. He calculates neces-
sary speed, which, with diameter and
number of stages, gives the shutoff
pressure. Then he makes the passages
in pump large enough to carry the
fluid at not too great a pressure drop
and too high a velocity. Thus the
jirincipal dimensions of puni]) are
fixefl. The capacity must be delivered
at the rated pressure with rated sjieed.
If too much ca])acity is demanded
( discharge pressure lowered too
nuich) the pump will overload the
driver drop i)ressure, hut deliver a

greater volume. A short-circuited
pump, that is, no discharge back pres-
sure, may overload to stalling, unless
designed for this.

QUESTION

If you had a 220-volt motor gen-
erator, the generator delivering 120
volts, compound wound, 20 kw and
166 amps, and due to any number
of reasons you find broken or
chipped brushes on the generator
end, and you have no spares. The
generator has 12 brushes, four
groups of three each. How many of
these brushes can you remove, and
still get by, and deliver the rated
load? How does it affect the re-
maining brushes?

I would greatly appreciate your

answering this for me, as it is a

problem I have come upon in my

work. I believe the series you are

giving us is great. Do you plan to

cover the high-pressure jobs with

superheat, etc? „. ,

•^ Smcerely,

W. E. H., Richmond. Calif.
ANSWER

We do not understand the use of a
motor generator on board ship, unless
it is a balancer set, to derive 120 volts
to neutral from the 240 volts ship's
power, in which case it would hardly
be as large as 20 kw. You must be
referring to some shop or dock-side
equipment.

I-'urthermore, if the 24()-volt gener-
ator is so adjusted ( by i)aralleling
fields and running at half speed, or
bv reducing field excitation) as to de-
li'ver 120 volts, and is 20 kw. at 240
volts, it would be good for only 83
amperes, and if carrying 166 would
overheat, and brushes would chip.

Chipping of brushes is caused by
over current and excessive sparking.
.Several causes besides overcurrent
mav cause sparking. If the brush is
heated hot enough at edge or any-
where, it loses its strength and chips
fall off.

Aside from mechanical failure from
rough handling, overcurrent and/or
s|)arking is about the only cau.se of
this trouble. .'\n oily atmosphere or
oil on conmnitator may cau.-^e some
brushes to get sticky, which gums the
commutator, and the added friction
causes excessive heat in face of brush.
Keep oil off of commutators and
brushes.

Brushes usually carry from 40 to
(i) amperes per .square inch of cross
sectional area. .Some, particularly on

OCTOBER, 1940

slip rings or low-vottagc machines, go
as high as 80 to 90 amperes per sq.
inch.

Twelve brushes on 4 brush studs
means 2 positive and 2 negative studs,
or 6 brushes per terminal to carry
live current. At 166 amps., this means
28 amps per brush. At 40 amps per
sq. in. this would require .7, or, say,
}i sq. in. area. They could be, then,
say yz" X lYz", or jg" x ly^" brushes.
To remove one brush increases the
load on the remaining 5 by ratio of
6 '5, or 20 per cent, or aliout 60 amps.
per sq. in. This may not damage
them at once, but might eventually
cause trouble. However, some brushes
will run satisfactorily at 60 amps, per
sq. in.

Removal of one brush is satisfac-
tor>- in an emergenc\-, but must be re-
placed at earliest possible moment.

Brushes on studs of one polarity
are all in parallel, regardless of the
number of studs. Thus, if 2 positive
studs of 3 brushes, the removal of
one brush in one stud would not war-
rant removal of one brush on another
stud.

QUESTION

We have been reading of the
power possibilities of U235. What
will be its effect on the marine
power plant?

A. J. D., San Francisco.

ANSWER

Some of the popular scientific ar-
ticles have overstressed the future pos-
sibilities of atomic energy as applied
to controlled power uses.

Some of the highlights of the broad
subject are as follows :

Theoretical physics, backed by ex-
perimental evidence as far as possible,
indicates that there is an unbelievably
large amount of energy stored in the
basic structure of all matter, the atom.
The theoretical amount is equal to the
energy which would be required to
accelerate matter to the velocity of
light, approximately 186,000 miles per
second. If this amount were liber-
ated from a samjjle of matter, its .sub-
stance would be disintegrated into ab-
solute nothingness. Thus we could
trade a jiound of matter for millions
of horsepower hours, but the matter
woulfl be lost forever.

Some Cierman scientist recently
discovered that an is(jto]je of uranium
would give up a portion of this atomic
energy if split into two lighter atoms
of boron and krypton. .Although only

a portion, the amount is tremendously
large ,a pound yielding 5,00,0(K) times
as much as a pound of coal.

An isotope of any element is an
atom which has a weight nearly the
same as the atomic weight of the ele-
ment, but not quite the same. The
intermixtures of isotopes in matter ac-
counts for the fractional atomic
weights noted in most elements. Thus
the atomic weight of uranium is about
23S, but not exactly. A fraction is
involved. We now know that some
of the atoms in a sample of uranium
weigh only 235 times as much as the
hydrogen atom. There is another iso-
tope of uranium also slightly differ-
ent. It is the U235. which seems to
fracture easily under bombardment
and release its energy. Other forms
of matter have not been fractured to
any e.xtent yet.

The problem, then, is to sort out
the isotope U235 from the metal U238
in large enough quantities to be able
to experiment with. This is extremely
difficult and laborious. Only the mi-
nutest quantities are yet available.

In any event, it is apparent that if
some degree of success is obtained,
the energy will be released, to be ab-
sorbed in water to make steam, so
that the marine engineer need not fear
for his main engines and boilers.

There is little likelihood of this
form of energy being available to
power plants for many years to come.

Engineers' Licenses for
August

SAN FRANCISCO
Nam* and Grade Class Condition

I,. S. McNeill. Chief SS. any GT KG

F. Deutsch. Chief SS. any GT KG

J. Connal, Chief SS, any GT O

v. G. Christopher, 1st Asst...SS, any GT RG

K. L. Mills, Ist Asst SS, any GT KG

R. E. Townsend, 1st Asst SS. any GT RG

.F. A. Richlin. 1st Asst SS. any GT RG

O. Jensen, 1st Asst SS, any GT RG

R. S. Guerard, 2nd Asst SS. any GT RG

C. L. Stapp, 2nd Asst SS, any GT KG

E. O'Neill, 2nd Asst SS. any GT O

W. Stacom, 2nd Asst SS. any GT O

C. E. Hoffman. 2nd As.st SS. any GT O

A. L. White. 3d Asst SS. any GT O

W. D. Starck, 3d Asst SS. any GT O

A. B. Mock. 3d Asst SS, any GT O

H. C. Reeks. 3d Asst SS. any GT O

SAN PEDRO

J. Law. Chief SS. any GT RG

J. Thomassen. Ist Asst SS. any GT RG

M. E. J. Bredlau. 3d Asst SS. any GT O

R. W. UrowninK. 3d Asst SS. any GT O

J. C. Hage, 3d Ai-st SS. any GT O

G. E. Niemyer. Ist Asst MS.600GT O

PORTLAND

C. P. Darby. 1st Asst SS, any GT RG

S. D. Gibson. 1st Aist SS. any GT RG

E. C. Steers, 2nd Asst SS. any GT RG

B. L. Wilson, 1st Asst SS. any GT RG

JUNEAU

W. L. DolKner. 3d Asst. MS. any GT O

Abbreviations: SS is steamer; MS is motor-
ship; GT is Kross tonnaiee; O is original license;
RG is rais? ol grade. All of thes; licenses are for

Deck Officers' Licenses for
August

SAN FRANCISCO

Name and Grade Class Condition

W. J. Wagner. Jr.. Chief... SS. any GT RG

R. G. Wilson. Chief SS, any GT RG

N. Barbara, 2d Mate SS. any GT RG

G. E. Haskell. 2d Mate SS. any GT RG

B. B. Brown. 2d Mate SS. any GT RG

L. K. Hail. 2d Mate SS. any GT RG

E. D. York, 2d Mate SS. any GT O

D. E. Wilson. 2d Mate SS, any GT O

R. R. Seaman, Jr.. 3d Mate. SS. any GT O

A. R. Tobin, 3d Mate SS. any GT O

J. J. Guidici. 3d Mate SS. any GT O

O. J. Cloward, 3d Mate SS, any GT O

SAN PEDRO

H. A. Johnson. Chief SS, any GT RG

D. M. Cowley, 2d Mate SS, any GT RG

R. H. Abbott, 3d Mate SS, any GT O

L. C. C. Meeker, 3d Mate. SS. any GT O

PORTLAND

W. F. Douglas, 2d Mate SS, any GT RG

SEATTLE

D. F. Johnson, Chief SS. any GT RG

A. Zcuch. Chief SS, any GT RG

Abbreviations: SS is steamer: MS is motor-
ship; GT is gross tonnage; O is original license;
RG is raise of grade. All of these licenses are
for ocean service.

A New Mackay
Service Station

The Marine Division of the Mackay
l^adio and Telegraph Company has
opened a new service station at I'al-
tiniore, Md. The personnel is headed
by J. A. Richardi, inspector in charge.

According to W. V. Russ, m.irine
superintendent of the company :

"The demands of our own expand-
ing activities in this region of the
Atlantic .Seaboard, and the rapidly
giTiwing importance of the Port of
r.,i]timore, have necessitated further
expansion of complete repair, main-
tenance and installation facilities .it
BaUimore for Mackay Radio.

"As to the installation factor, there
,ire sixteen ships building in the yards
at or near Baltimore which are to be
e(|uipped complete by Mackay R.ulio,
;iii(I the new office and personnel will
aid considerably with these contracts.
Furthermore, it will offer local and
visiting shipowners Mackay ]\adio's
new line of radio equipment, direction
finders and the auto alarm."

Tlie Baltimore station is number 17
for Mackay Radio, with the others at
I'lfiston, New York, Philadelphia, Nor-
folk, Jacksonville, Miami, Tam]Xi,
New Orleans, Galveston, San Diego,
l.os Angeles, San Francisco, .Seattle,
Portland, Ore. ; Honolulu and Manila,
and through associated companies,
Mackay Radio has servicing facilities
ill port> throughout the Western Hem-
isjihere and in other parts of the
w<,rl(l.

!• A <; I F I C MARINE REVIEW

KnOUILEDCE IS THE STRHICHT

COURSE TO nounncEmEiiT

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 500 Sansome Street, San Francisco, California.

Go/Ufa cund StouuKfA

IV SOME SPECIAL CARGOES

Where would you stow the fol-
lowing kinds of cable: (1) large
chain cable (2) electric cable (3)
submarine cable?

(1) Large chain cable should be
stowed athartship on the skin of the
vessel in the lower hold, if possible.
If evenly stowed, it should make an
excellent base upon which to stow-
heavy general cargo.

(2) Electric cable is lead- or rub-
ber-covered cable wound on drums,
the larger of which generally weigh
several tons and require careful han-
dling and stowage. They should be
stowed on the skin of the vessel or
deck, and fore and aft, if possible. If
not blocked off with other cargo, they
should be well lashed, as may be done
to the surrounding cargo.

(3) .Submarine cable is usually
coiled down in a special tank erected
in the hold, after which the tank is
filled with lime water. Care .should be
taken to avoid damage to other cargo
in the event of the tank's leaking.

Where should calcium chloride be
stowed?

This is not a dangerous article if
properly ](acked in air-tight drums,
and should be .stowed in a dry, airy
place in a deck away from any food-
stuffs and acids. It is usually shipped
in barrels or iron drums, and care
should be exercised to sec that the

barrels are not leaking before ship-
ment. They require careful handling
and stowage according to the method
of packing, remembering that this
substance absorbs moisture from the
atmosphere, and will liquefy.

What precautions should be taken
when stowing camphine?

Camphine is a very dangerous
liquid, and, owing to its highly in-
flammable properties, the utmost care
should be taken to keep lights away
from its vicinity, smoking, etc. It has
also the additional property of being
one of the strongest-smelling articles
likely to be offered for .shipment ; the
smell persists long after the stuff it-
self has been removed. I'or this reas-
on, it is not at all suitable for under-
deck stowage in a vessel likely to
carrv fine goods shortly after, and
owing to its e.xtreme inllanmiability,
its carriage on deck is attended with
considerable risk.

There is great diversity of opinion
as to the maximum number of heights
of casks which should be allowed in
the hold. My opinion is that this de-
pends entirely on the c|uality of the
casks, which varies considerabl\', and
also on the manner in which they are
stowed. The bottom tier should be
carefully bedded on two beds in order
that the bilge may be clear of the
tloor and well chcjcked. The ijrniind

tier should not be allowed to ride on
any projecting frame, stringer or
angle, but should be kept well clear
on the side, the space filled up with
cordwood and securely blocked off to
])revent the slightest movement. After
the first tier is laid, I favor what is
termed "solid stowage," that is, bilge
and cantline stowed half cask. By this
means each ca.sk rests on four casks
beneath it ; but the greatest care must
be taken to see that the heads are
absolutely perpendicular, otherwise
shifted heads will be the result. In all
ca.ses it is necessary to see that the
chimes of the side ca.sks do not rest
on any beams, angles, etc.

Needless to say, with a ship carry-
ing camphine sjjecial precautions
should be taken against fire. Ventila-
tion should be properly attended to,
as it has been found at times impos-
sible to continue working in the hold,
owing to the gas from leaky barrels.
No other cargo that is liable to be af-
fected by the verj- strong odor should
be stowed in a hold with camphine.

Where and how should camphor
and camphor oil be stowed, and
what precautions taken?

Camphor is a white crystalline .sub-
stance from the camphor tree. It is
used for medicinal purposes, and is
added to illuminating oil to increase
the brightness. A large quantity is
shipped to Europe from China and
|ai>an in casks, cases and drums. It
should be stowed in a perfectly dry
|)lace, and great care must be taken
when allotting space for the carriage
(if camphor, as the odor is so pungent

OCTOBER. 1940

that it ij liable to damage other cargo
to a great extent. It is highly inflam-
mable.

Camphor oil is a colorless crystal-
line mass of characteristic odor, and
is highly inflammable. It is distilled
from a forest tree of Japan, Formosa
and China. The normal oil is in a
semi-solid state, owing to the excess
of camphor. When this excess is re-
moved, the liquid portion is the "cam-
phor oil" of commerce. The oil is
highly volatile. Should not be stowed
in holds. Stow in a dry, well-ventilated
peak, and if essential oils are stowed
in the same compartments, stow cam-
phor oil below and not over essential
oils.

How should canned goods be
stowed, and of what would you be
particularly careful?

This covers all canned meats, fish,
fruits, jams, etc. They are usually
shipped in cases varying considerably
in size, and should be given good
square stowage, if possible, or they
mav be used as good beam fillings or
broken stowage, providing they are
carefully placed. Many canned goods
are packed in frail and light cases,
which require careful handling, other-
wise many packages are broken and
risk of pilferage increased. They
should be worked on boards or trays
where possible. Do not stow along
with cargo liable to sweat and throw
off moisture, including newly-sawn or
wet lumber. Heavy claims have been
paid for damage to the tins through
the action of moisture rusting them.
Special stowage should be arranged
to avoid pilferage.

How and under whose personal
supervision is case oil stowed?

Hokls must be thoroughly clean and
]>rovided with adequate means of ven-
tilation before they will be accepted
as fit to receive case oil. Clean dun-
nage only will be accepted, this class
of cargo requiring more dunnage than
almost any other.

In nearly all ports in the U. .S. A.,
case oil is loaded under the personal
direction and supervision of a sur-
veyor appointed by the New York
P.oard of Underwriters, who will in-
sist on cases being stowed according
to certain rules formulated as the re-
sult of many years' experiment and
practical experience. But the fact that

the stowage is carried out under this
supervision does not entirely exoner-
ate or relieve the ship of the respon-
sibility of taking due care for the
preservation and good carriage of all
cargo.

Although the above-mentioned sur-
veyor is careful to see that the cargo
is loaded in such a manner that it is
properly stowed, he has no interest
whatever in the number of cases taken
in a given capacity. In calculating the
space for stowage of case oil, one can
fairly safely reckon the stowage ca-
pacity as 2 cu. ft. per case. This is
over the whole vessel. In large ships,
in say the middle holds, cases will
often stow in less space than this; on
the other hand, in the end holds and
in smaller compartments it will re-
quire considerably more space for
stowage.

In stowing case oil, the greatest
care must be taken to keep all the
tiers perfectly level. For example,
when the ground tier is being laid, the
cases must not be extended the slight-
est degree into the turn of the bilge
or into the "run," where it is neces-
sary to cant one corner. Such stowage
would necessarily place additional
pressure on the one corner of the case
and certainly damage it, and might
even "break" the whole stowage in a
hold. The tier should be started from
amidships, or in the after holds along-
side the tunnel and worked towards
the wing. Immediately the floor starts
to rise, the space should be left, filled
in with dunnage, and the next tier
carried out over this, still keeping the
line of cases jierfectly level.

It is always customary to floor over
the first tier, and in deep holds to floor
again after about the fifth or sixth
tier.

Cases must on no account he stowed
on their flats, except occasionally be-
tween the beams on the top tier,
where there is not room for an up-
right case.

Case oil should also be exception-
ally well "blocked off" with wood, as
the slightest movement when the ves-
sel is rolling will cause chafage and
much leakage.

The authorities in most countries
require to satisfy themselves as to the
flash point of case oil before granting
permission for discharge to com-
mence, for which ])urpose they de-
mand samples of each brand to be

sent on shore. Time will be saved by
arranging for a sample case of each
brand to be on hand for landing im-
mediately on arrival.

Petroleum products give off vapor
at ordinary temperatures, which,
when combined with air, forms an ex-
plosive and inflammable mixture. The
use of naked lights, smoking, etc.,
should never be allowed in or near
compartments containing case oil.
Ventilation of holds by means of cowl
ventilators should receive constant at-
tention.

Before receiving any delicate or
edible goods into a compartment
^k^hich has recently contained case oil,
all oil stains should be removed by the
use of limewash, and bilges thorough-
ly cleaned and washed out.

How and where are cattle carried?

Most countries have stringent laws
governing the carriage of cattle. These
rules should be obtained by the master
before loading, and strictly complied
with. The regulations of the U. S.
Department of Agriculture, prepared
by the Bureau of Animal Industry,
are very comprehensive, and should
be carefully studied by the master and
mates of all vessels engaged in the
carriage of cattle.

Cattle are not to be carried on more
than three decks, and when desiring
to carry them on the third, written
permission must be obtained from the
inspector of the port.

Export animals must not be carried
on any part of the vessel where they
will interfere with the proper man-
agement of the vessel, or with the ef-
ficient working of the necessary life-
boats, or with the requisite ventila-
tion of the vessel, and may be carried
only as herein specified.

Cattle pens must have 6 feet ver-
tical space by not less than 8 feet in
width on all decks free of all obstruc-
tions. Cattle may, however, be placed
on raised floors over pipes and other
similar obstructions where the ver-
tical space is not less than 5 feet 6
inches from under edge of beam over-
head to flooring underfoot. Cattle
over 850 pounds in weight must be al-
lowed a .space of 2 feet 6 inches in
width by 8 feet in depth, and no more
than 4 head of such cattle will be al-
lowed in each pen, except at the end
of rows, where 5 may be allowed in
each ])en. Calves and xoung stock.

PACIFIC MARINE REVIEW

yearlings, may be stowed at the dis-
cretion of the inspector.

Of what must you be careful in
accepting and stowing China wood
oil?

China w<jod oil is obtained from the
nuts of the tung tree, extensively
grown in North China, Japan, etc. It
is mostly shipped in second-hand con-
tainers, i. e. kerosene cans in cases,
drums and barrels. The leakage of
this oil is considerable, and sometimes
very heavy, resulting in large claims.
A very sharp watch should be kept,
when loading this cargo, to detect
leaky barrels and those which have
been but temporarily stoppered or
patched up. It not infrequently hap-
pens that the proportion of barrels
brought alongside which are leaky is
very high. All leaky packages should
be ruthlessly rejected.

Special care should be exercised in
stowing, and plenty of .suitable dun-
nage should be at hand ; odd-sized
barrels should be laid aside so as not
to break the stowage, and later placed
in the top tier.

Avoid stowing too man)' heights ;
never exceed six with second-hand
containers ; live tiers is enough in the
case of some barrels.

Overstow with the lightest cargo
after boarding the barrels, etc., over
to keep cargo above from oil damage.

What is the greatest risk in the
carriage of a cargo of coal, and how
would you guard against it?

The greatest risk in the carriage of
cargo of coal is fire and explosion, the
loss of many lives and fine vessels be-
ing due to these causes.

Coal requires special care as regards
ventilation, it being verj' liable to
spontaneous combustion. Surface ven-
tilation is absolutely necessary and
must be given at all times, and in ad-
dition to the ordinary rt.xed hold ven-
tilators, hatches should be opened, if
possible, in fine weather, at any rate
during the early part of the voyage.

Coal emits an inflammable gas, par-
ticularly immediately after loading
and when newly-worked or freshly
broken, which gas, when mixed with
a certain proportion of air, will quick-
ly explode if brought into contact with
a spark or light.

The heating of coal, and consequent
risk of spontaneous ignition, does not

proceed from the presence of the gas,
such being caused by absorption of
oxygen from the air, the absorption
being greater at high than at low tem-
perature, this in time causing more
gas to be evolved.

No additional risk of fire need be
ap])rehended on account of coal being
shipi)ed in a wet condition or becom-
ing so in the course of the voyage.

Coal taken on board during wet
weather will sometimes turn out as
much as 3 per cent short.

How would you stow a cargo of
coffee?

Coffee is the fruit of the coffee
tree, which is cultivated in hot cli-
mates, and is largely used as a bev-
erage.

The great bulk of the world's sup-
ply conies from Brazil, and is usually
shipped in bags in full cargoes. When
carried as part of a mixed or general
cargo, care must be used to stow it
well away from any cargo such as
tur])s, guano, etc., which would easily
damage it by taint. It should be well
dunnaged, matted and ventilated.

A sharp lookout should be kept for
slack bags, especially when receiving
from lighters, which should be well
searched for hidden bags before sign-
ing mate's receipt.

What precautions must be taken
with a cargo of copra?

It has a stale oily smell that would
damage food products if stowed near
them. Shipped in bulk, bales, bags and
cases, it must be loaded in a dry state,
and in consequence of being very in-
flammable, precautions must be taken
against fire, though this cargo does
not appear to be more liable to .spon-
taneous combustion than many others.
Copra when carried in bags is some-
times sliced into small pieces. It usu-
ally loses 2 to 3 per cent in weight
on a long voyage.

When ship[)ed in bulk, coi)ra mav
be treated as an ordinary bulk cargo,
with the exception that great care
nuist be taken as regards ventilation.

A small insect called the copra bug
breeds prolifically in .some cargoes of
copra, and they have been known to
make life almost unbearable for ship's
crews. It is advisable upon the first
signs of these in.sects appearing to
cover all ventilators, etc., with wire
gauze or muslin.

How would you stow cotton, and
what precautions would you take to
prevent fire?

Adequate dunnage and mats should
be used, and all iron in the compart-
ment to be used for cotton .should be
well covered with burlap or mats.
Care should be taken to stow bales of
cotton well away from any oily or
greasy goods, and if the hold has been
recently painted, it must be ascer-
tained that this is thoroughly dry be-
fore taking any of the bales on board.

Cotton which is or has been in con-
tact with oil or grease is very liable
to spontaneous combustion, for which
reason holds, and especially spar ceil-
ings, should not be painted shortly be-
fore loading cotton, unless it is cer-
tain that there is sufficient time for
the paint to harden before cotton is
stowed up against it.

Wet cotton, if stowed in a confined
space, will heat and deteriorate, but
no danger of spontaneous ignition is
to be apprehended.

During the loading, all ])recautions
must be taken against fire, hoses
should be connected and ready for
u.se, "No Smoking" notices exhibited,
and all galley funnels should be gauze-
covered to prevent .sparks reaching the
cargo.

Before commencing to receive cot-
ton, the steam or chemical fire extin-
guishers should be thoroughly over-
hauled, and one should be fitted on
e\ery cotton carrier.

In the event of a fire breaking out
in a cotton cargo at sea, prompt meas-
ures are necessary. Batten down and
close all apertures by which air may
find its way into the holds; turn on
the steam, which should be kept go-
ing continuously; do not play water
to cool the decks when they get hot
(as they will do), as this only con-
denses the steam, and by producing a
partial vacuum causes circulation of
air in the hold, which will a.ssist and
spread the fire; for the same reason,
water should nr)t be played into the
hold while steam is in use.

In all cases, bales of cotton require
to be carefully stowed, and the hold
measured before and during the oper-
ation in order to ascertain how many
heights will fit in, so that arrange-
ments can be made to stow the bales
on their flat, edge or end, to ensure
the greatest number being carried fti
the compartment.

OCTOBER, 1940

For New Tankers of Texas Company

The Babcock & Wilcox two-drum
marine boilers for four new Texas
Company tankers have several fea-
tures of design not previously incor-
porated in boilers of this type. There
are two boilers per vessel, each hav-
ing a normal capacity of 41,000
pounds of steam per hour at 450
pounds pressure and 750 degrees
steam temperature at the superheater
outlet. Either boiler can deliver 82,000
pounds of steam for operation of the
vessel at normal power, with prac-
tically the same pressure and tempera-
ture conditions at the superheater out-
let. This was a requirement in the
specifications for the boiler equipment
for these tankers, and, with the design
used, this capacity can be met satis-
factorily and dry steam passed to the
superheater over the entire range of
operation.

The boilers, which are fitted with
economizers, are of the single gas-
flow type, without baffles of any
kind. Elimination of baffles in the
design minimizes the accumulation of
soot and other deposits, and permits
the gases to flow across all the tubes,
thus utilizing the entire boiler surface
to the best advantage for maximum
heat absorptifjn with resultant higher
efticiency.

The steam drum of each boiler is
46 inches in diameter and the water
drum is 30 inches in diameter. They
are connected by a generating bank
consisting of 2-inch diameter tubes in
the waterscreen below the superheater
and lJ4-inch diameter tubes above the
superheater.

For water cooling on the sides and
roof of the furnace, Babcock & Wil-
cox stud-tube water-wall construction
is used, with the pattern suitably ar-
ranged to maintain the proper furnace
temperature for high combustion effi-

ciency. Front and rear walls are
fitted with Babcock & Wilcox Junior
Firebrick. A row of tubes connecting
the water drum and the single water-
wall header, with firebrick covering
the tubes, composes the furnace floor.
The superheater is arranged with
the headers at the rear of the boiler,
and sufficient space is provided at the
front of the boiler for inspection and
replacement of any of the tubes. Su-
perheater tubes are of the "U" bend
type, expanded into the superheater

headers with the tubes arranged in-
line so that they can be cleaned ex-
ternally. These tubes are supported by
a water-cooled support connected be-
tween the upper and lower drum and
the tubes maintained in alignment by
an alloy spacer plate.

A Babcock & Wilcox design econ-
omizer is installed in the boiler uptake
with the headers located at the rear
of the boilers. The tubes extend the
depth of the setting and are arranged
in-line. They are one-inch in diameter.

Babcock & Wilcox two-drum marine type water tube boilers as installed on
Texas Company tankers.

I' A (; I I' I C MARINE R E V I E

of the "U" bend type, and of a wall
thickness that will insure long life. In
general, the design is similar to that
of economizers that have been in
service for eight years, and have given
exceptional service without any main-
tenance cost.

These boilers are double cased, and
the air for combustion passes down
the back, side and below the floor of
the boiler to the burners.

Arrangement of the heating sur-
faces, including water wall, boiler and
economizer, together with the air cas-
ing around the boiler, results in a unit
that is highly efficient, accessible, and
at the same time comfortably cool for
the operator.

Setting the boilers in the fireroom
is arranged with the drums fore and
aft. There is a 4-foot aisle between
the two boilers, which permits access
to all sides of the boiler. Inspection
panels are fitted on the inboard side
casing of each boiler in the zone of
the lower drum. These can be readily
removed in the aisle between the boil-
ers to permit inspection and cleaning
of the external surface of the lower
drums and the tubes where they are
expanded into these drums. The two-
drum type of boiler requires inspec-
tion along the entire length of the
drum at intervals to prevent excessive
soot deposits that might eventually
cause corrosion of the drum and tube
surfaces, or become a fire hazard.
Suitable access doors are installed in
the zone of the furnace, superheater
and economizer for inspection of these
surfaces.

In order to insure dry steam and
satisfactory circulation characteristics
over the entire range of operation, the
boilers are fitted with Babcock & Wil-
cox cyclone steam separators in the
steam di"um. The.se steam separators
not only insure solid water for the
downcomers, but permit considerable
variation in the water level without
affecting the quality of steam. The
cyclone separators eliminate water
carryover into the superheater, and
thus preclude scale forming in the
superheater tubes, which would even-
tually cause failures if the tubes were
not kept clean.

Each boiler is fitted with four Todd
oil burners for operation with forced
draft, and the entire unit is operated
under Bailey Automatic Combustion
Control.

The exterior of the surfaces is
cleaned mechanically by Diamond soot
blowers, using four Valv-in-Head
soot blowers in the generating bank
and two in the economizer of each
boiler. There are also two retractible
soot blowers mounted in the furnace,
one located in the roof and the other
in the rear wall. These retractible soot
blowers will keep the water screen
and superheater surfaces free from

slag deposits, inasmuch as they will
clean the surfaces on the furnace
face, where slag and other deposits
usually collect.

l'"eed water regulators of tiie Bailey
Thermo Hydraulic type are used to
control the feed water.

The first of these new tankers, the
.S. .S. Ohio, is now in service, and all
indications point to a highly success-
ful ()])eration.

^U^ SoLoiax^ ^i/ve ^ItA^eai

by John Kidde

With Anu-rica's industrial structure
already being weakened bv fire at the
rate of more than $10,000,000 a
month, and with the threat of "speed-
up" and sabotage fires greater than
at any time in American history, this
year's Fire Prevention Week, from
October 6 to 12, has a far greater
significance than ever before.

No country that accepts foreign war
orders can hope to escape sabotage
fires. Factories engaged in our own
national defense orders are also the
target of saboteurs and foreign agents,
and because these "torches" are bet-
ter organized and more ingenious than
ever before, industry must perfect its
fire defenses lest its military defense
program bog down. With their sur-
prising knowledge of America's inde-
pendent production set-up, saboteurs
can tie up entire industries by put-
ting the torch to a "bottle-neck" plant,
or merely to a department performing
a single vital operation on a product.

The effectiveness of fire as an in-
dustrial wrecker is shown in the tac-
tics of European bombers. Incendiary
bombs are used even more widel}- than
high explosives, and their targets are
almost always factories. And the
"bombs" of saboteur.s^ — ingenious de-
vices such as self-obliterating lead
tubes containing fire-setting chemicals
— have an even better chance of
achieving their purpose because they
are totally unexpected.

Speeded up ])roduction is another
source of fire danger which factory
men should watch. During periods of
frantic war preparation when new
])lants are put up almost over night,
and management concentrates on

maximum output, normal ])recautions
are often ignored and fire hazards are
allowed to exist.

Although most of America's indus-
trial fire loss so far has been the work
of "General" Carelessness, many man-
ufacturers depend upon antiquated ex-
tinguishing equipment, which has been
rendered obsolete by vast changes in
our industrial production methods.

Synthetic rubber, lacquers, high-
test gasoline, diesel fuels, new sol-
vents, chemicals used in plastics, syn-
thetic finishes, acetate and rayon
yams and the infinite variety of sol-
vents and petroleum products, are a
few of the materials and processes
which have posed new problems in
fire protection in recent years. And
when one adds to these munition
plants, airplane and engine plants and
a host of chemical factories, all work-
ing at top .speed, the opportunity for
crippling fires is immensely broad-
ened.

Manufacturers are urged not to em-
bark on "witch-hunts" among their
employees, but rather to follow three
simple steps.

First, institute a campaign for top-
notch plant housekeeping, to eliminate
unnecessary hazards and careless
habits.

Second, teach employees how to
fight fires, organize fire bridgades
and stage frequent fire drills.

Third, analyze the hazards in plants
and warehouses, and adojjt the most
advanced fire safeguards. In this last
step, the advice of insurance men, fire
dei)artment officials and manufactur-
ers of fire protection equipment can
be of grcal helii.

OCTOBER, 1940

Radio- Ti/i^uH^

for Today's Merchant Vessels

Radio wiring has become a standard
feature of the modern cargo ship. No
better contirmation of this statement
could be found than the installations
now being made on Maritime Com-
mission ships under construction in
San Francisco Bay. And in other
shipbuilding centers as well, ship after
ship is being provided with radio wir-
ing whereby the usual broadcast re-
ceiver or all-wave set may be plugged
into a convenient outlet for ideal re-
ception, while the ship's deck and
superstructure are kept clean of that
maze of wires which would otherwise
be required in entertaining the crew
while in port or far out at sea.

The multicoupler-antenna system is
nothing new. at least so far as its land
application is concerned. For years
past, the better apartment houses have
served their tenants with radio outlets
for the required antenna-ground con-
nections of their sets. A dozen to fif-
teen outlets operate off a single neat
aerial on the roof, which accounts for
the disappearance of the erstwhile
jungles of poles, wires, guys and other
dangerous and unsightly obstructions.

Some time back, the multicoupler-
antenna system was tried aboard ship.
The standard equipment did work,
and promised to be the answer to ma-
rine radio entertainment, but it soon
became a[)parent that certain changes
would have to be made to meet the
peculiar and extra-rigorous conditions
involved. Provisions would have to be
made for the constant vibration and
high winds to be withstood by the
aerial. The corrosive action of salt air
and sul])hurous fumes from the near-
by ship's funnel would have to be
countered by the use of suitable wire
and metal fittings. The proximity of a
powerful radio transmitter likewise
called for special antenna transform-
ers with extra insulation between
windings, so as to overcome the volt-

by F, A. Klingenschmitt

Amy, Aceves & King, Inc.
Engineer Specialists in Antenna Systems

age breakdowns encountered in the
earlier installations. And so the ma-
rine multicoupler-antenna system was
developed. With over seventy installa-
tions already completed or contracted
for, the system is no longer an experi-
ment, but has become standard marine
wiring practice, especially aboard
Maritime Commission ships of the
C-1, C-2 and C-3 classes, as well as
many oil tankers.

Now the idea of the multicoupler-
antenna system is simply to make a

single, neat, highly-efficient aerial
, serve a number of individual radio re-
ceivers. Each receiver has full free-
dom of action, being tuned to any de-
sired program, without the slightest
interference with or from other re-
ceivers operating on the same aerial.
Also, the aerial and the radio trans-
mission line bringing the signals to the
plurality of outlets are designed and
installed so as to minimize background
noises or so-called man-made static,
arising from the ship's electrical

OIL TANKER
MULTICOUPLER ANTENNA RIGGING

Cl-B -CARGO SHIP

MULTICOUPLER ANTENNA RIGGING
(TWO AERIALS REQ'O. ONE SHOWN )

C2-CARGO SHIP

MULTICOUPLER ANTENNA RIGGING
(TWO AERIALS REQ'O. ONE SHOWN)

C3- CARGO SHIP
MULTICOUPLER ANTENNA RIGGING

PACIFIC MARINE REVIEW

equipment. This system provides what
is popularly known as "noiseless" re-
ception.

Aside from ideal radio reception of
either broadcast programs while in
port or within the limited service
range of such stations, or short-wave
transmissions when far out at sea, the
multicoupler-antenna system clears
the .ship's deck and superstructure of
troublesome aerials. No longer is the
skipper faced with having his radio
direction finder thrown off by nearby
aerials. With one good aerial serving
up to twenty-one sets, not more than
two or three aerials at most will be
needed for the largest tanker or cargo
ship. Take the tanker Esso Nashville,
for example. This ship has three mul-
ticoupler-antenna system aerials, serv-
ing a total of 33 radio outlets. Two
aerials are strung between the aft
mast and the funnel near the stern,
with the third aerial between super-
structure amidships and the aft mast.
The port side aerial handles 13 out-
lets, the starboard aerial handles 11
and the forward aerial 9.

The installation of the multicoupler-
antenna system can be handled by
usual marine electricians. First comes
the aerial, which follows good marine
radio practice. 7/18 phospor bronze
wire is used for the doublet antenna
with its two arms each 30 to 50 feet
long, joined together at the center by
a combination of porcelain insulators,
and connecting with a twisted-pair
downlead of special Dura-cord cable
to withstand severe weathering. The
downlead joins the antenna trans-
former, housed in a galvanized steel
box mounted on a bulkhead stanchion
or mast, and containing the lightning
arrester as well. So much for the
aerial end of the installation.

The radio outlets, conveniently
placed throughout the crew's cjuarters
and in the officers' staterooms, are
joined in parallel by a concentric dual
conductor cable or riser placed either
in the usual conduit or exposed. Sev-
eral kinds of such cable are available
and approved for the purpose. Lead
sheathing over the cable is not essen-
tial, but it does afford better mechan-
ical protection. Such protected cable
requires more care in its installation,
since it must be supported by clamps
every few feet.

The radio outlets comprise the
usual 4- X 4-inch box with ^-inch
cover, to take the outlet transformer

which joins with inner and outer con-
ductors of the radio transmission
line. The face plate has a special an-
tenna-ground receptacle that takes a
sjiecial plug, which in turn connects
with the antenna-ground terminals of
the receiver, as well as two standard
convenience outlet receptacles for
plugging into the ship's power supply.
Although other outlets are available,
about 75 per cent of the installations
so far utilize the radio and duplex
outlet receptacle arrangement men-
tioned.

In order to keep the runs between
radio outlets as short as possible, the
radio lines are ingeniously zigzagged
from spot to spot and from deck to
deck. Owing to the great variation of
marine architecture, no set forms gov-
erning actual installation can be
given. It is advisable, therefore, that
blue prints of a given ship be sub-
mitted to the radio engineers so that
a correct wiring layout may be sup-
])lied.

The importance of radio wiring
aboard ship can hardly be exagger-
ated. Use of radio receivers on ship-
board has become almost universal.
However, the satisfactory use of sets
requires special planning. Boats trav-
eling to distant points make proper re-
ception of short-wave transmissions a
necessity.

On shipboard, loops and other built-
in antennae will not operate, due to
the almost perfect screening of radio
waves by the all-metal construction of
the vessel. External aerials must be
used, and nothing but the most effi-
cient kind of aerial will do if satis-
factory short-wave reception is to be
enjoyed far out at sea.

With the multicoupler-antenna sys-
tem, the crew and officers are assured
of satisfactory results from their
broadcast or all-wave receivers. Fur-
thermore, the sets may be taken from
one part of the ship to another, and
plugged in for the same satisfactory
uniform reception results.

Type MCf6T COtKtnfr^
cable or equ'^lent

7jpe mil HanJHtm^U
''ntctphKl* *»"• "GH-OJP

CorCA wtHt Jfridtr plait b^rrtf

■/ '14 CvJuckri h Its- *c
ship a pootf suppfy m

MULTICOUPLER ANTtNNA SYSTtM

FOIt
U.S. MARITIME COMMIiSION SHIPS

Mil ./rvi« S-16IM

OCTOBER, 1940

linine Weil G4/vc44iati04i.

Tliere has been a tendency lately
toward using a separate coil in each
well for cooling the fish cargoes of
the tuna clippers. This system was
worked out nearly two years ago to
compete with the Pak-Ice system.

Table 5 of the November, 1939,
article in Pacific Marine Reviezv gave
the figures cooling 3 batches in the
brine tank. The purpose is to cool
17,000 pounds of sea water from
86 to 28 degrees for the well where
the fish are to be stowed. Toss in the
fish, keeping the water cool by circu-
lating it through the coil. A second
batch of sea water (17,000 pounds)
is cooled in the brine tank and put in
the well when the first batch is
pumped overboard. A third batch
(19,0(X) pounds) of 22 per cent brine
is cooled in the brine tank and put in
the well when the second batch of sea
water is pumped overboard.

Nothing is gained by using any fur-
ther changes, unless the fishermen go
back to the system of cleaning the
fish by removing the head and en-
trails, such as was done several years
ago. Cleaning the fish produces the
light-colored flesh.

The coil system is less efficient
than the Pak-Ice system if both are
installed properly, because 1 pound of
sea water or 22 per cent brine has a
cooling effect of less than 1 British
Thermal Unit per degree Fahrenheit,
while melting 1 pound of ice from the
Pak-Ice machine is equivalent to
144 B.T.U.

Hence it is necessary to circulate
considerably more sea water using the
coil system than with the slush ice
system. Two methods of installing
the coils are shown. In each case three
Frick double V.W. coils are placed
one above the other with the valves
in the alleyway.

On one side is shown the down
draft system by using the circulator
to draw the water from the coil and
force it up through the fish, and on
the other the circulator takes the
water from the lower inboard corner
of the well and forces it up through

On Baby Tuna Clippers

by David W. Dickie, N. A.

the coil. The down draft system is
more convenient in so far as the ar-
rangement of the valves in the alley-
way is concerned.

The principle of the circulator was
discussed in the May, 1940, Pacific
Marine Review, and it will circulate
over three times the water, using the
same power as can be obtained with
a pump. It requires more power for
the circulator with deep submergence
than when it is near the surface. A
three-horsepower motor is shown.

When the individual coil system
was first proposed, no difficulty was
anticipated in transferring the heat
from the brine to the refrigerant in
the coil, as it was possible to secure
lively circulation of the brine past the
coil by installing it in a restricted pas-
sage and arranging baffles to dis-
tribute the flow evenly over the coil.

The design of the well was changed
so that the top surface became about
80 square feet, and a depth of one foot
gave 80 cubic feet, of which 64 cubic
feet will be fish and 16 cubic feet
brine, or 120 gallons of brine. There-
fore the quantities of water necessary
for various rates of flow will be those
indicated in the table herewith.

Ft. Per Gals. Per Ft. Per Gals. Per

Minute Minute Minute Minute

1 120 10 1200

2 240 11 1320

3 360 12 1440

4 480 13 1560

5 600 14 1680

6 720 15 1800

7 840 16 1920

8 960 17 2040

9 1080 18 2160
When the brine circulator which

delivers 1950 gallons per minute with
3-horse|)ower was worked out, it be-
came possible to get a perceptible
movement of the brine through the
fish, but if a pump delivers only 600

gallons per minute, the velocity is
slow and the theoretical heat trans-
ference from the fish to the brine is
low.

A cube was laid off with the fish
in it, and it was found that for each
cubic foot in the well there was 5.6
square feet of fish surface. As the
fish are in contact with each other, not
all of the fish surface is available to
transfer heat from the fish to the
brine, but 3 square feet of active fish
surface per cubic foot of stowage
would be a closer approximation.

The velocity of the brine past the
coil is 90 to 100 feet per minute, while
the velocit)' of the brine past the fish
is 16 feet per minute. The surface of
the coil is 438 square feet, while the
surface of the fish in the well is 1860
square feet, or about 4 to 1.

There should be no trouble with
this system, provided that:

(1) The fish are actually brought
down to zero. When the 22 per cent
brine shows a temperature of zero it
does not necessarily mean that the in-
terior of the fish all through the well
has been brought down to zero. There
may be pockets here and there that
have not been properly cooled.

(2) The attractive feature of the
coil system, notwithstanding its ineffi-
ciency as compared with the slush ice
system, is the fact that the 22 per cent
brine can be pumped overboard and
the fish brought home dry. The 50 to
60 tons capacity saved by pumping
brine overboard can either be used to
bring home more fish or lighten the
boat and increase her speed.

The fish dry out somewhat in
transit, as it is difficult to regulate
the humidity in the well. The circula-
tor is kept running when the well is
pumped out to circulate air through
the fish and coil to maintain the low
temperature.

PACIFIC MARINE RKVIEW

(3) If the fish are not properly
frozen, the pressure of the fish from
above, and the rolHng of the boat,
will cause considerable loss from
grinding, and the bruised fish will
start to decay in spile of the low tem-
perature.

(4) If the \nyaf,'e lasts 20 or more
days after the first fish are caught,
the coil will ice up solid from the ac-
tion of the air from the circulator, and
it will require to be thawed with water
from the fire hose when the well is
discharged.

(5) If the fish have not been prop-
erly coated with a film of ice, the air
will oxidize the fat and oil, producing
free fatty acid, and when the fish are
exposed to light and air the fats will
turn rancid.

Ventilation

\'entilation of the engine room is
always a problem on a tuna boat. The
outside air temperature is 100 degrees,
and with three diesel engines adding
heat and releasing gases, additional
air is a necessity. The lower engine
room contains 5000 and the upper en-
gine room 3500 cubic feet.

If we figure to change the air in
the lower engine room once every
minute approximately, or both engine
rooms once every two minutes, one
blower delivering 4400 cubic feet per
minute and one exhausting the same
amount or a little more is necessary.

Only 2 to 2y2 horsepower can be
spared from the electrical supply to
be used for the blowers, and to get a
blower with the fan wheel mounted on
the motor shaft, we adopt 855 r.p.m.
Such a blower is about 4 feet high,
and obviously there is no room in the
engine room for two of them.

The drawing shows two fans
mounted in the stack aft of the radio
room. The u]iper fan takes the air in
on the port side of the stack and de-
livers it through a 20" x 20" duct to
the engine room, and the lower blower
exhausts air from the bottom of the
engine room through a 20" x 26" duct
and delivers it out through the star-
board side of the stack.

As noise is objectionable near the
sleeping quarters, the cut-off plates
are omitted from the blowers, which
reduces the amount of air and the re-
(|uirefl horsepower a little.

Ceiling Insulation

The easiest practical way to insulate

the wells against the entrance of heat

from the sea water is to increase the

thickness of the ceiling. This is bene-

TUNA CLIPPER

BRINE WELL CIRCULATION
ENGINE ROOM VENTILATION
CEILING INSULATION

ONE BLOWER
ONE EXHAUSTER

BACKWARD CURVED BLADES
DIAMETER FAN WHEEL 24

REVOLUTIONS PER MINUTE 855
CUBIC FEET PER MINUTE 4370
HORSEPOWER .78

STATIC PRESSURE I' TO i'

OMIT CUTOFF PLATE

FRAMES

DOUBLE 8" AND

8" SPACE 24" CENTERS

SINGLE

AND DOUBLE CEILING

CONTIN

UOUS STEM TO STERN

STOPWATERED AT BULKHEADS

SINGLE

CEILING EDGE FASTENED

LENGTH

SINGLE DOUBLE

FEET

THICKNESS THICKNESS

100

5" 2i-2|'

lis

5i" 3i-2j

12S

6- 3 J- 2;"

135

6 J" 3.-'-3j"

ficial in two ways : heat absorption is
retarded, and by carrying the ceiling
the same thickness from bow to stern,
it strengthens the boat in the way of
the engine room and the propeller
.shaft, where some of the boats have
had trouble. The ceiling has to be
stopwatered where it passes the
bounding timbers of the bulkheads.
There is a choice of using one thick-
ness of ceiling edge fastened, or two
thicknesses, the seconfl thickness be-
ing fastened through the first into the
frames.

As long as tiie wells are designed to
hold 20 tons (2240 pounds) of sea
water holding 16 short tons of fish
and 4 .short tons (2000) of sea water
to allow for expansion, the electrical
load and refrigeration remain the
same as given in the articles, regard-
less of the size of the boat from 85
feet to 125 feet long overall.

When 125-foot length is exceeded,
the size of the wells has to be in-
creased to provide space on the deck
for the hatches, and to save cutting
the boat into such small compart-
ments. This changes the method of
fishing so only one well at a time can
be stowed instead of two, thereby en-
abling the same or even a little less
refrigeration to serve the larger boat.
In fact, at about 125 feet length over-
all it is advisable to give wide consid-
eration to the sizes of the wells, be-
cause more bait is needed for a great
many small catches than for a less
number of larger catches. Two wells
hold 32 tons of fish, while one large
well will hold 22 tons, and in the long
run the same amount of bait will catch
32 tons as 22 tons, if they can be
caught from a less number of schools
of fish.

OCTOBER, 1940

0^

iU<H

SHIPS in THe mRKiPG

LATEST NEWS FROM AMERICAN SHIPYARDS

For September developments in Pacific Coast shipbuilding see lead article on page
24 of this issue. Pacific Coast now has over $700,000,000 in contracts and allocations
of new ship construction.

Ridi, 1^ Ocean Jbo*fUttioH.
e-2 VeUeU

The Maritime Commission an-
nounced on September 11 the receipt
of bids for the construction of three
modified C-2 type with passenger ac-
commodation, single-screw cargo ves-
sels to be built for the Ocean Domin-
ion Steamship Corporation, as fol-
lows :

• Bethlehem Steel Co., New York
City (Sparrows Point, Md., Yard)

1 Ship 2 Ships 3 Ships

Each Each

Fix. P $3,972,000 $3,704,000 $3,575,000

Adj. P 3,454,000 3,221,000 3,109,000

Time for construction : first ship,
730 days ; second ship, 760 days ; third
ship, 910 days.

• Sun Shipbuilding & Dry Dock
Company, Chester, Pa.

1 Ship 2 Ships 3 Ships

Each Each

Fix. P $3,325,000 $3,225,000 $3,190,000

Adj. P 3,075,000 2,975,000 2,940,000

Time for construction : first ship,
450 days; second ship, 480 days ; third
ship, 660 days.

• Moore Dry Dock Company, Oak-
land, California (3 bids)
First Bid

1 Ship 2 Ships 3 Ships

Each Each

Fix. P $3,400,000 $3,300,000 $3,200,000

.Adj. P 3,150,000 3,050,000 2,950,000

Time for construction : first ship,
450 days ; second ship, 480 days ; third
ship, 660 days.

Second Bid

1 Ship

2 Ships
Each

3 Ships
Each

Fix.

P...

.$3,350,000

$3,250,000

$3,150,000

Adj.

P...

. 3,100,000

3,000,000

2,900,000

T

me

for construction : f

irst ship,

600 day

s ; second

ship, 630 days; third

ship

810 days.

Third Bid

1 Ship

2 Ships

3 Ships

Fix. P....

Adj. P....

Time

Each

.$3,300,000 $3,200,000

. 3,050,000 2,950,000

for construction :

Each
$3,100,000
2,850,000
first ship.

730 days ; second ship, 760 days ; third
ship, 910 days.

The general specifications for the
ships are : length overall, 442 feet ;
beam, 62 feet ; draft loaded, 25 feet ;
sustained sea speed, 17 knots; passen-

SHIPBUILDING CONTRACTS IH EXISTENCE FOR PRIVATE INTERESTS

VESSELS OVER 1,000 GROSS TONS EACH

EXCLUSIVE OF VESSELS FINANCED BY MARITIME COMMISSION PROGRAM

Type

Ho.

Gross Tons

Steam

Tuibo-Elec.

Diesel

Diesel Elec.

No.

H.P.

No.

H.P.

No.

H.P.

No.

H.P.

Cargo

7

52.180

5

40.000

-

-

2

.!.400

—

-

Tanker

55

519.810

42

280,6(K)

2

10,000

n

59.200

-

-

Ferry

2

5,470

1

3,840

-

-

-

-

1

•150

Carferry

1

6.000

1

6,000

-

-

-

-

-

-

ger capacity, 38 ; cargo capacity, 353,-
000 cubic feet, including 7,800 cubic
feet of refrigerated space. The ves-
sels are especially designed for the
carriage of bauxite for the Aluminum
Company of America, and will be op-
erated from North Atlantic and Gulf
Ports to the Caribbean.

SeoiUe-^Jacatna
Bid o*iP-44.

The Maritime Commission an-
nounced on September 10 the receipt
of a bid from the Seattle-Tacoma
.Shipbuilding Corporation, Seattle,
Wash., for construction of two trans-
pacific luxury liners for operation
from San Francisco to the Orient.

On a fi.xed price basis, the bid was
$28,458,000 for each of two; and on
an adjusted price basis, $23,715,000
for each of two. Time for construc-
tion of first ship, 1080 days; second
ship, 1445 days.

General specifications of the ships
are : length overall, 759 feet ; beam on
the water line, 98.2 feet ; trial displace-
ment, 35,500 tons ; sustained sea speed,
24 knots ; passenger carrying ca[)acity,
approximately KXX); ship's personnel,
about 500; cargo space, approximately
535,0(X) bale cubic feet; offset .smoke
stacks making them quickly convert-
ible into aircraft carriers in an emer-
gency; ])i"opulsion twin screws driven
tliRjugh double-reduction gearing by
tri])le-exi)ansion turbines. These ships
will be among the largest ever built
in an American yard.

shTpbuTlders

and ENGINEERS

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

SAN FRANCISCO OFFICE and PLANT

Machine Shop

and General Repairs

1100 SANSOME STREET
Tel.: sutler 0221

ALAMEDA PLANT

Machinery, Hail

and Industrial Repairs

Two Dry Docks

3,000 tons and 5,000 tons capacity

FOOT OF SCHILLER STREET

Tel.: ALameda 8585

GENERAL ENGINEERING
and DRY DOCK COMPANY

Qfui4ftfA, Old ya^

% Be l^e4uoed

A new firm was incorporated un-
der the laws of the State of Pennsyl-
vania on July 16, with the name
"Shipyards Inc." This name has
recently been changed to "Cramp
Shipbuilding Company."

James Reed (well known on the

Pacific Coast as constructor in
charge at Mare Island Navy Yard
during war days, and later as man-
ager Los Angeles Shipbuilding and
Dry Dock Company, manager of
the Golden Gate Bridge, and direc-
tor of the American President
Lines) has resigned his connection
with the A.P.L., and accepted the
:u)pointment as president of this re-
vived Cramp Shipbuilding Com-
pany. H. Birchard Taylor is to be

MERCHANT VESSELS OVER 2,000 GROSS TOWS EACH COMPLETED IN 1940 PP TO SEPTEMBER Isl. 1940

Turbo-Electric

vice president ; Comm. R. D. Weyer-
bacher, U.S.N. (Ret.), is to be vice
president and general manager; and
Joseph P. Ripley, chairman of the
board.

The other directors are E. Roland
Harriman and Richard H. M. Rob-
inson.

For more than a century, Cramp
was a very honorable name among
American shipbuilders, and this re-
vival will find a welcome response
in the minds of all the oldtimers.
The new firm is negotiating for na-
val contracts under the national
defense appropriations.

COMPLETED IN AUGUST AND INCLUDED IN ABOVE TOTALS FOR Y

EAR TO DATE

Name

Type

Gross

TOQS

Horse
Steam

DieVel

Owner

Builder

Detorleans

Pass-Cargo

7,987

8,600

-

Mississippi Shipping Co.

Relhlehcm Steel Co., Sp. Pt.. Md.

Ewo Nashville

Tanker

7.943

4.000

-

Standard Oil Co. of N.J.

Bethlehem Steel Co., Sp. Pi., Md.

Sea Wilch

Cargo

6.021

-

6.000

Maritime Commission

Tampa S. B. & Engr. Co.

Exemplar

Cargo

6.736

8.800

-

Export Lines

Bethlehem Steel Co. .Quincy, Mas*.

Totals

4

2«,6fl7

21.400

6.000

LAUNCHI

NGS IN M

ONTH OF AUGUST VESSELS OVER 2,000 GROSS TONS EACH

President Monroe
American Manufacturer

Cargo
Pass.-Cargo

9.200
6.400
8.900

Scattle-Tacoma S. B. Corp.

Federal S. B, & D. D. Co.

Bel hiehem Steel Co.. Quincy, Mast
Bethlehem Steel Co., San Fr., Cal

Tampa S. B, & Engr. Co.

Ingallt S. B. Corp.
Moore Dry Dock Co.

VeUel liiJU

Admiral L. O. Colbert, director of
the U. S. Coast and Geodetic Sur-
vey, announced on September 7 that
the following bids were received for
the construction of an 88-foot wooden,
twin-screw, diesel-powered auxiliary
(Page 58, please)

Tables comiiiled by
the American Bui^au
of ShippiriK.

and the Shipping Industry

hy G. H. Helmhold^

Director Operations & Trajfic U. S. Maritime Commission

No basic industrial effort has been
more disturbed and disorganized by
present untoward conditions than
transportation by sea. The commodities
of today's ocean commerce are not
those of yesterday, either in kind or
in quantity. They do not move by the
same routes nor from the same sources
nor to the same destinations. Many
of our ocean trade routes of necessity
have been temporarily suspended, and
many commodities that formerly
moved in quantity no longer move at
all. Many commodities are now being
transported from sources formerly
considered unavailable, for the need
is now imperative, and distance and
transportation expense are not now
controlling factors. Today ocean
movements of ships and commodities
are probably controlled in greater
measure by national necessity than by
commercial requirements.

We are governed by new condi-
tions, confronted with new problems,
motivated by new and vital necessi-
ties. We are even accustoming our-
selves to a new trade nomenclature.
We now talk mostly in terms of stra-
tegic materials, namely, those mate-
rials essential to national defense, pro-
duced in whole or in part outside of
Continental United States.

There are about 17 of these mate-
rials, and .six are especially vital be-
cause of present or anticipated con-
sumption and because of greater stra-
tegic necessity. They are chromium,
manganese, rubber, tin, wool and
manila fiber. Our national require-
ment of many of these strategic ma-
terials came from countries which are
now blockaded or embraced in zones
forbidden to our .ships. New sources

•Ab»tract <>t paper read before the 29th annual
convention of the American AHDociation of Port
Authorities, Long Beach, Cal.. Sept. 12.

of supply when found may not be
served by American tonnage or by
sufficient tonnage of any flag. As a
result, we have been compelled to re-
route our vessels from trades now
closed to them, to furnish them new
employment, and at the same time
provide for the movement of strategic
materials from new-found sources
and in tremendously increased quan-
tities.

Rubber Imports

Public attention was first directed
to this subject about a year ago this
summer, when the United States en-
tered into an agreement with Great
Britain for the exchange of cotton for
rubber of an equivalent total value.
It was agreed that approximately half
of the total quantity of each commod-
ity should be carried by ships of our
respective nations. The closing of the
British Isles to our vessels by the
Neutrality Act made a revision of
that agreement necessary. As a result
we are now transporting all the rub-
ber, and Great Britain all the cotton.
The revenue accruing to the two na-
tions from these movements is prac-
tically the same. The advantages of
such an arrangement are obvious
when we consider that tlie United
States is the world's largest consumer
of rubber, all of which must be im-
])orted, whereas Great Britain is one
of the world's largest consumers of
cotton, and her importations from the
United States will now be greatly in-
creased. This exchange arrangement
has necessitated the shifting of Amer-
ican flag tonnage to transpacific trade
routes, since foreign flag vessels for-
merly carried approximately 70 per
cent of our annual rubber require-
ments, and much of this foreign ton-
nage has been diverted under war con-

ditions. At present, the greatest quan-
tity of crude rubber is produced in
British Malaya and the Dutch East
Indies. Some quantities come from
French Indo-China and Ceylon. Stor-
age facilities must also be provided at
American ports of discharge for a
considerable portion of this rubber.
With the large rubber manufacturing
industry that has grown up in this
nation in recent years, this movement
undoubtedly will be noted at many do-
mestic ports. The volume of this
movement will not be inconsiderable.
Our rubber imports in 1938 were
427,200 long tons, which is somewhat
less than our normal importations.

Rubber importations for our indus-
trial consumption have in the past
been on a somewhat hand-to-mouth
basi.s — that is, we seldom have had a
reserve stock sufficient for more than
three months. Because of unsettled
world conditions, we must maintain
larger stocks of rubber, as well as of
other strategic materials, to protect us
against any interruption in the source
of our supply. This movement now
taking place must cover not alone our
normal consumption, but also the
quantity our Government determines
must be stored to give the nation an
adequate reserve. This reserve will
probably approximate a normal year's
importation, and will be held, in part,
at ports of discharge, and, in part, at
interior points at or adjacent to the
cities where manufactured.

Tin Movements

Tin is another strategic commodity
which is being purchased and stored
in quantities beyond our normal re-
quirements of ap[)roximately 50,000
tons annually. This commodity also
comes almost exclusively from the re-
gion of the Straits Settlements and
from Bolivia, and its movement has

I' A C I r 1 C MARINE REVIEW

had to be anticipated from a vessel
tonnage standpoint.

Manganese Ore

However, by far the more radical
change in the source and movement
of any of these strategic commodities
has arisen in connection with man-
ganese ore. ^\'e consume an enormous
t|uantity of this metal in our steel in-
dustry, approximately 650,000 long
tons of which is imported annually.
The largest manganese producing
country is the Soviet Union — approx-
imately one-half of the world's pro-
duction coming from the Black Sea
region. In past years a very consider-
able portion of our requirement was
imported from that country. This
source of supply has now been en-
tirely eliminated for American flag
vessels, and other adequate sources
have had to be developed. We are
now obtaining additional quantities of
this commodity from the Philippine
Islands, African Gold Coast, Brazil,
India and Cuba, and we are also fur-
ther developing production within the
United States wherever practicable.

Before the present war began, over
65 per cent of our imports of man-
ganese was carried in British bottoms.
This tonnage being no longer avail-
able for this trade, the diversion of
American tonnage has been required
in order to insure the movement of
an adequate supply for our industries.
Neither chromium, wool, nor manila
fiber has presented quite so much of
a problem with respect to transporta-
tion from sources of supply as these
other commodities mentioned. Chro-
mium is produced chiefly in South
Rhodesia and the Union of South
Africa, as well as Soviet Russia and
Turkey in Asia. Australia is the larg-
est producer of wool, but the United
States, Argentina and South Africa
also are important sources of supply.
Manila fiber comes almost entirely
from the Philippine Islands. Without
further change in world conditions,
there should be no difficulty in secur-
ing adequate supplies of these com-
modities and ships for their transpor-
tation.

Sales of Shipping

In view of the present importance
of the merchant marine, and our in-
creased dependence upon United
.States flag vessels, some of you may

have wondered about the transfer of
many of them to foreign ownership
and registry. It has been a subject of
much discussion, critical and other-
wise, in the public press. Such trans-
actions are placed under the jurisdic-
tion and within the discretion of the
Maritime Commission by a provision
in the Shipping Act of 1916, namely,
Section 9 as amended. Congress did
not intend that it should be exercised
in a routine or perfunctory manner.
Each application for transfer is han-
dled on its individual merits after
careful investigation of all the facts
involved. In reaching a decision, a
number of factors are taken into con-
sideration. For example, the value of
the particular vessel to our national
defense, its value in connection with
the development of an efficient Amer-
ican merchant marine, and especially
its age ; also the elifect of the transfer
upon the business welfare of the
American owner, the availability of
or plans for replacement tonnage, the
proposed foreign employment of the
vessel, and the effect of such transfer
and future employment upon the gen-
eral welfare of our people. All of
these considerations are weighed care-
fully, and especial consideration given
to the intent of Congress when it
placed in the Commission's hands
such wide discretionary authority to
impose limitations upon the exercise
of the citizens' ordinary property
rights.

From last October through June 30,
1940, transfers to aliens have been
approved for practically all types of
vessels, but commercial cargo vessels
of over 1000 gross tons have predomi-
nated in number. The average age of
such vessels has been in excess of the
twenty years normally considered as
tlie economic life of a vessel. Many of
those sold had actually been laid-up
because they were unfit for further
normal service. The sales prices of
these commercial vessels, numbering
approximately 132, has exceeded
$40,(XXXO()0, and I am pleased to say
that at least one-half of this amount
has been pledged for the construction
of new and modern ships for opera-
tion under the flag of the United
States. This represents real progress
in the development and rehabilitation
of our merchant marine and the per-
petuation of our .\merican shipping
industry.

In some instances, transfers have

been made to the nationals of bellig-
erent nations. The advantages of these
transfers should be obvious. Agree-
ments were secured in advance that
the vessels so transferred would be
utilized in trades between United
States and foreign ports to which
American vessels were barred by the
Xeutrality Act. Such transfers were
instrumental in assuring American
producers and shippers continued
transportation facilities. In all such
cases, however, special caution has
been observed to insure that the ves-
sels shall not be employed for bellig-
erent purposes.

The trades from which some of the
transferred vessels were drawn were
the protected intercoastal and coast-
wise trades. Many operators in these
trades have for a long time rendered
very excellent service without a reas-
onable return on their investment, and
others have sustained large losses.
The fundamental cause for these con-
ditions has been an excess of tonnage
in these trades. Since the war began,
these operators have been seriously
handicapped. Their operating ex-
penses have increased without com-
mensurate increase in freight rates.
The Commission has felt, therefore,
that approval of the applications of
certain of the owners for the sale of
their vessels engaged in these trades
would not only reduce surplus ton-
nage, but would enable such owners
to improve their financial position
through sales at war prices and ulti-
mately permit the introduction of new
replacement vessels. The Commission
gave consideration to the fact that its
authority over the.se trades is limited.
It could not, under its statutory au-
thority, require the maintenance of the
existing services, nor prevent the
withdrawal of the vessels for opera-
tion in foreign trades, or their sale to
American citizens, their lay-up or
scrapping. The removal of vessels
from the coastwise trade has naturally
produced some curtailment in service.
For the particular localities affected,
this is of course unfortunate, but our
coastwi.se and intercoastal operators
receive no Government aid in the
form of subsidies, and they must ob-
.serve, therefore, the law of supply and
demand.

The Maritime Commission is
charged with providing the nation
with an adequate and well-balanced
fleet. The Congress had in view cer-

OCTOBER, 1940

MARINE DEPARTMENT

AETNA INSURANCE CO.

QUEEN INSURANCE CO.

MATHEWS & LIVI]\GSTOIV

MARITIME INSURANCE CO., LTD.

•

FIDELITY PHENK RRE INS. CO.

Marine Underwriters

C«rainercial Hull DepL

200 BUSH ST. SAN FRANCISCO

AUTOMOBILE INS. CO.

Offices at: Caiman Bldic. - Seattle III West 7th St. - Loi Angelei

tain detinite purposes when it author-
ized the Commission to carry out this
mandate. It sought to foster and pro-
tect our foreign trade, to develop our
domestic trade and to furnish a naval
and military auxiliary in time of war.
It prescribed a method of accomplish-
ing these ends, embracing studies of
our shipping needs by definite trade
routes, of the types of vessels that
would best meet those needs, of struc-
tural elements to serve naval and mil-
itary requirements. The steps taken by
the Commission to carry out the in-
structions of Congress are well
known. Fortunately, in view of subse-
quent world events, the Commission's
construction program is considerably
ahead of schedule.

Provisions of the shipping acts that
now define the jurisdiction of the
Maritime Commission and authorize
its various activities mandate the
Commission with certain regulatory
jurisdiction over terminal properties,
variously owned and operated. We
have noted from the proceedings of
the last two meetings of your Asso-
ciation that representatives of the
Commission discussed at length the
Commission's authority in this re-
spect, the recommendations that have
been made to the Congress, and the
various measures that have been in-
troduced affecting that authority by
way of clarification, extension or
diminution.

While the Commission's attorneys
may not always agree with the views
of your committee members, the ex-
haustive analysis and discussion of the
various shipping measures embraced
in their report to you can serve only
a helpful purpose in mutual efforts to
clarify the acts in question.

The Maritime Commission is di-
rectly responsible, and now operates,
through lessees, terminals located at
Boston, Philadelphia, Norfolk and
Hoboken. These were transferred to
the former United .States .Shipping
Board from the War Department
after the close of the Worlrl War.
They are very extensive properties,
representing a large investment of

public funds, and serve more than
half of the ocean tonnage calling at
the ports where located, except that
at Hoboken in Greater New York.
The Commission also formerly con-
trolled one-half of the terminal facil-
ities of the Army Base at Brooklyn,
but the Army has resumed operation
of this terminal in order to meet its
emergency needs for transport service.
In the management of these proper-
ties, the Commission's interests run
parallel with your own. However, we
desire to advise you that the Commis-
sion imposes upon its terminal lessees
the same rules of conduct as to rates,
regulations and practices that it con-
ceives Congress had in mind when it
vested the Commission with general
regulatory authority over terminals
operated by its citizens. Rates must be
maintained in harmony with those
generally prevailing in the ports
where the terminals are located, and
discriminatory practices and unethical
competition of every nature are spe-
cifically forbidden. These various mat-
ters are controlled by lease provisions.

Section 8 of the Shipping Act of
1920 lays down a broad foundation
for mutual helpfulness between port
and terminal institutions and the Fed-
eral Government. It provides for
studies and reports by the War De-
partment and the Maritime Commis-
sion upon all phases of the transfer of
goods between ships and land trans-
portation facilities, and especially of
the means employed in such transfer.

There is one provision of this Sec-
tion 8 referring to a matter whose
more .serious consideration might re-
sult in material mutual benefit. This
clau.se reads as follows :
"* * * to investigate the sitbject of
water terminals, including the neces-
sary docks, warehouses, apparatus,
equipment, and appliances in connec-
tion therewith, with a view to devising
and suggesting the types most appro-
priate for different locations and for
the most expeditious and economical
transfer or interchange of passengers
or property between carriers by water
and carriers by rail; * * *"

It is an old maxim of the shipping
business that the difference between
a profit and a loss of a sea venture
is represented in the time of the
vessel in port. That maxim is prob-
ably more true today than when it
was first written. iThe largest ex-
pense item in vessel operation today
' is that of cargo handling, embracing
all the functions from the time it is
received on the pier until it is
stowed in the ship's hold, and vice
versa. That expense rises and falls
according to the efficiency of termi-
nal operations, but that does not
tell the entire story. The turn-
around time of the ship is contin-
gent upon that same efficiency, and,
if a day or even a few hours can be
saved in port, it substantially helps
the credit side of the owner's ledger.
That is the reason we should all be
interested in the following words in
the clause we have just quoted:

"* * apparatus, equipment and ap-
pliances in connection therewith *."
We who operate ships are vitally in-
terested, not alone in the construction
of terminal properties designed for
their most efficient operation, but in
their equipment and in their appli-
ances that increase the speed with
which cargo can be handled in and
out of ships, and which decrease the
turn-around time of the vessel.

Some of the best engineering brains
our country affords have been em-
ployed in designing and constructing
piers and cargo sheds. We should as-
sure ourselves that we have utilized
equal ability in equipping and appli-
ancing our terminals to produce the
most efficient results. We suggest that
the clause quoted above furnishes a
basis for cooperative study along this
line. When peace is restored, we an-
ticipate the severest competition
among maritime nations again seeking
a place in the commercial sun. Con-
sequently, we must be prepared to
handle the transportation facilities for
which we are mutually responsible as
efficiently as is humanly possible. To
this end the Maritime Commission is
always ready to cooperate.

PACIFIC MARINE REVIEW

PACIFIC
MARINE

Keoieiui

QofU. Mc2>(uuell
Jfeadi %

At a recent meeting of the Board
of Directors of the Enterprise Yov^w-
dry Company and its Ensjine and
Oil Burner Divisions, Captain C. S.
McDowell, U.S.N. Retired, was ajj-
pointed its new ])resident and gen-
eral manager. Charles Hoehn, for
many years president of this 54-
year-old San Francisco firm, was
elevated at the same meeting to the
board chairmanship.

In announcing the appointment of
the new president and general man-
ager, Mr. Hoehn said: "We feel that
Captain McDowell's wide experi-
ence both as an engineer and as an
executive will be a tremendous as-
set to the Enterprise organization.
His appointment marks an impor-
tant step forward in our program of
expansion in both personnel and
production facilities to meet the rap-
idly growing demands on western
heavy industry." Captain McDowell
was formerly Shipbuilding Con-
sultant at the Consolidated Steel
Company, Los Angeles, and pre-
vious to that time has held such po-
sitions as manager of the Pearl Har-
bor Navy Yard, Engineer Officer at
Mare Island, and Supervising Engi-
neer of Design of the 200 inch tele-
scope and Director of Construction
of the Palomar Mountain Observa-
tory.

In commenting on recent and
]irospective business developments,
Hoehn stated that activity in the
various divisions of the Enterprise

OCTOBER, 1940

Foundry C(im])an\' has shown a
very steady and healthy growth
during the past months and that
pros]jects look very bright for the
future, especially in the Engine Di-
vision which, due to the National
Defense Program, has been most
active in building Diesel engines.
Further personnel additions are
contem])lated for the near future.

DONALD S. MACKAY

Ranald Mciakaif. ^auU ^e/xxxca

The recent appointment of Donald
S. Mackay as Marine Engineer of
the Te.xas Company at San Fran-
cisco will pro\e interesting news to
his many friends on the Coast and
in Gulf ports.

Don assumes the duties of sales
and service in the Bay districts for-
merly supervised by Fred Cordall.
He takes over the marine responsi-
bility with an excellent background
of ship lubrication training by rea-
son of his service in the engine
rooms of many big liners.

During Shipping F)oard days, back
in 'ly to '21, he was associated with
the J. H. \V. Steel Company in New
Orleans, at that time one of our
largest shipi)ing concerns. Later he
joined uj) with the Mississippi Ship-
ping Company as Chief E^ngineer of
Delta Line ships.

His next connection was with

Lykes Brothers Steamship Company
with Xew Orleans again his home
port. Signing up in 1927 with
Swayne & Hoyt, Ltd., he began
making his first trips to the Coast.
During the years that followed he
has been serving as chief engineer
on just about every one of the Gulf
Pacific liners until his appointment
one month ago to the Texaco ma-
rine sales post here in San Fran-
cisco.

Don is back in his native Califor-
nia (he was born in Berkeley) after
all these years of steaming . . . and
is beginning to like it all over again.
He lives in San Francisco. There's
a Mrs. Mackay — AND a baby
daughter.

He's too busy on his new job to
indulge any of his hobbies right now
and tells us he never enjoyed work-
ing .so much before.

Ferris J. ("Freddy") Cordall, sa-
luted as ■"Limey" by just about every
engineer entering the Port of San
Francisco, departed these shores Aus-
tralia-bound during the month of Au-
gust ... to take up the important post
of Marine Superintendent of the Car-
penter Overseas Shipping lines.

Fred Cordall has been the Texaco
marine lubricating authority in the
Bay area for twelve years, during
which time he must have gone aboard
hundreds of deep sea vessels calling
at local ports ... to say nothing of
his intensive work with operators of
small craft in San Francisco Bay
waters.

He came to the Texas organiza-
tion after many years of seagoing.
From the days of his apprenticeship
with Harland & Wolff at Southam-
ton, he served in many an engine
room— his first ticket aboard the
White Star Liner Baltic, as junior.
Followed years with the United States
Line (then known as the American
Line ) with the United American Line
. . . where he was senior second as-
sistant engineer on the Reliance and
thence to the Mount Carroll as Chief.

This latter vessel was purchased by
Matson Navigation Company along
with the Mount Clinton, and Cordall
was detailed to bring the two liners
to the West Coast. His next connec-
tion brought him to Swayne & Ho)t
as chief of the Shipping Board ships
the line was then operating. Before
joining up with the Texas Company,
he was with the Nelson Line, pioneer
Coast ship operating firm.

Freddy has hosts of pals through-
out the marine world . . . both Pacific
and Atlantic Seaboards. Some of
them will have the opportunity of
splicing the main brace with him on
putting in at Sydney down under.

He takes up his new duties with
keen enthusiasm, we know . . . be-
cause we had a serious talk with him
before he embarked on the T. S. rKfV
miral Day. With the Carjjenter Line,
headed by Sir Walter R. Carpenter,
he will over.see the engine records of
eleven vessels running between Aus-

tralia and Pacific American ports and
in the local coastwise trade.

Here is our latest communication
from him, written en route :

August 24, 194U.
En Route to Honolulu, T. H.,
TS "Admiral Day,"
Carpenter Line, Sydney, Australia.

Dear Bern and All the Gang:

Hello, everybody. Just a few lines
to let you know that we have arrived
on the second leg of our voyage and
so far have had a fairly decent trip.
Of course you can expect to have a
few troubles after the big overhaul
we had, but as these were looked for
we were able to forestall any major
troubles developing.

I sure want }'ou to know that I
appreciate the wonderful send-off I
received. It was something to rc-
memlier.

We had a rough trip with the light
ship to \'ancouver, but since she is
loaded she is fairly good. We stoj)
at Honolulu for fuel only, and then
on to Sydney via Suva, that is, at
least I hope so, as we have just
received a message to be on the watch
for two German raiders that are loose
in the Pacific somewhere. We travel
under entirely blackout at night and
are under the orders of the British
Route office who direct us on our
courses.

I have sailed with a lot of men but
this gang have got it all over anyone
I have sailed with. They are so non-
chalant about the risk, etc., you would
think we are on a buggy ride. It is
this spirit that Hitler can never break
. . . the same spirit that prevails in
all the British race. I noticed it while
around Vancouver, B. C. We made
four or five ports there, and the same
spirit jjrevails, calm, cool, collected,
defiant, determined to win out or go
down at least giving them more than
they can hand out.

Don't forget to give my best re-
gards to all and tell them I said hello
aiul cheerio.

F. J. CORDALL,
Marine .Su])t., W. R. Carpenter Line,
.Sydney, Australia.

Aewd o^ tUe MoniU

The members of the Bilge Club,
Los Angeles Harbor's Shipping fra-
ternity, gathered at the Marine Room
of the Hilton Hotel in Long Beach
on Friday evening, September 20,
for a "Super Special" dinner and en-
tertainment.

After loading "liquid stores," the
members sat down to dinner served
by the Hilton's staff. At the conclu-
sion of dinner President Lloyd Moore
welcomed the assembled members and
then turned the evening over to the
entertainment chairman, John Idom,
who had provided an excellent bill of
entertainment which was well re-
ceived by those present.

After the entertainment the mem-
bers who desired to do so engaged in
a tournament of cribbage and domi-
noes.

The Women's Traffic Club of San
Francisco is holding its birthday
party at the Clift Hotel Saturday
afternoon, September 28. Sophie M.
Gallagher, of American President
Lines, President of the Club, will
preside. Mabel Delucchi, Entertain-
ment Chairman, is in charge of the
affair. After luncheon, cards and
dancing will be enjoyed.

The Women's Traffic Club was
formed August, 1925, and was the
second of its kind in the United
States. Fred A. Hooper, of Ameri-
can-Hawaiian Steamship Co., was
founder of the clubs, and at the pres-
ent every large city boasts of a simi-
lar organization.

The Women's Traffic Club of San
Francisco is a member of the Asso-
ciated Traffic Clubs of America.

Members are composed of women
working in transportation compa-
nies or in traffic departments of in-
dustrial firms.

Sonya S. Marks is Publicity
t'hairnian of the group.

PACIFIC MARINE REVIEW

October, 1940

PACIFIC MARINE REVIEW

55

LOOK OUT
FOR TROUBLE

THIS ROPE'S AS DRY
AS A BONE!

O

o

o

^^- out on a- '°'' ^'^G'NEER
';'« iooked it ov

corrortoj "ires may bo >, , y°"-
^"bricfrif^^® "'^' rope = „

^ours

^^

<f

EXCELLAY

W^M^^W^M^'^^M^^m

WIRE ROPE

BY keeping your wire ropes prop-
erly lubricated, you save money
two ways: You protect the rope from
premature failure; and you reduce
friction.

Proper lubrication is an effective
deterrent to corrosion. It protects
both mside and outside wires against
destructive rusting. It keeps all wires
free to slide over each other, as they
must do when the rope bends over
sheaves and drums. It minimizes fric-
tion and wear between individual
wires, and between the rope and
sheaves or guides through which it
passes. It is the safest, surest method
of preventing excessive wear inside
the rope, where you can't see it.

See that all wire ropes are properly
lubricated at regular intervals. In-
sure greater safety — prolong rope life
— reduce lost time — get the benefits
of fewer replacements. For specific
recommendations on wire rope lu-
bricants and lubrication practice, see
tine Tiger Brand Wire Rope Engineer
who contacts vou.

COLUMBIA STEEL COMPANY

Sim Francisio .C-'^\ 1

AMERICAN STEEL & WIRE COMPANY ^

Cleveland. Chicago and New York

In, lid Siaif^ Sietl lixp.irl i;umpain. Nl-« "i ..rk

Frank Foisie, president of the
Waterfront Employers Association,
presented startling facts before an
absorbed audience at the September
luncheon meeting of the Port of San
Francisco held at the Palace Hotel
on September 17th.

Speaking "within the family," Mr.
Foisie brought a picture of the pres-
ent-day Coast shipping situation
which gave his listeners consider-
able food for thought. A rising ova-
tion was tendered the guest speaker
for the sincerity, keen insight and
intelligence with which he acquaint-
ed us with the problems his organ-
ization and all allied Coastal groups
are striving to solve.

The meeting was presided over b}'
Frazer Bailey, who conducted the
annual business at hand as a very
capable last-minute substitute for
President Tirey L. Ford.

Eugene Hoffman reported the
club's financial record for the first
year. Encouraging figures !

The annual election of new offi
cers and directors resulted in a
unanimous vote for the following:

Charles L. Wheeler

President

J. E. Gushing

First Vice-President

A. B. Poole

Second Vice-President

Hugh Gallagher

Third Vice-President

Eugene V. Hoffman

Hecretary-T reusurer

One-Year Governors:
J. E. Gushing
Fred L. Doelker
A. S. Gunn
Roger Lapham
Ira Lillick

Two-Year (iovernors:

F. A. Bailey
E. H. Harms
Marshall Levis
A. B. Poole
Ghas. L. Wheeler

Three-Year Governors :
Henry Blackstone
Hugh Gallagher
George Jordan
Gapt. Lewis Mesherry
Jos. A. Moore, Sr.

Newly elected president Charles
Wheeler took over the gavel and de-
livered well-chosen remarks about
his ambitions for the club's welfare
during his administration. In turn
he introduced our speaker of the
day, taking the occasion to compli-
ment him and his associates for the
tremendous work they are accom-
plishing.

R. E. Biggers, organizing
President of the Propeller
Club, Port of Chattanooga,
accepting CHARTER for the
Propeller Club, Port of Chat-
tanooga (Port No. 74), from
Arthur M. Tode, Honorary
President of the Propeller
Club of the United States, at
Charter Meeting held on
board the U.S.S. "Colbert"
at Chattanooga on September
6, 1940.

Po4^ o^ ^aoanui

September 21, 1940
Mr. Bernard De Rochie
Pacific Marine Review
500 Sansome Street
San Francisco, California
Dear Mr. De Rochie:

Please note attached copy of the
minutes of the first meeting for the
new season of the Propeller Club.
Port of Tacoma, which was held on
Tuesday evening, September 17, at
the Tacoma Club.

I sincerely hope this information
will be of some interest to you in
connection with your publication.

May I, at this time, extend my
best wishes for the success of the
Port of San Francisco in obtaining
the 1941 Convention of the Propeller
Club of the United States.
Most sincerely,

Gharles G. Gramp.

The first fall meeting and dinner
of the Propeller Glub, Port of Ta-
coma, for the year 1940, was held at
the Tacoma Glub in the Washing-
(Continued on page 60)

PACIFIC MARINE REVIEW

October, 1940

PACIFIC MARINE REVIEW

57

Peerless Vacation

in

World -desired m

HAWAII

• First, because H:
out an equal. Second, because
her peace is without a flaw.
Third, because the way
and back is a passage of peace,
on safe American ships. That's
the one. two, three of a peer-
less vacation.

Fares: (each way\
California to Honolulu

FIRST CLASS from $125
CABIN CLASS from $85

MATSON SOUTH PACIFIC CRUISES. Personally-escorted every
four weeks to New Zealand and Australia via Hawaii. Samoa, and
Fiji. Over 17.000 miles ... 48 days ... 12 thrill-full shor
All-inclusive-cost, complete cruise. First Class, from $775.

SHIPPERS: Economically fast, efficient freight service, up-to-the-
minute refrigeration, via the LU KLINE and MATSONIA to
Hawaii ; via the MARIPOSA and MONTEREY to New Zealand
and Australia, by way of Samoa and Fiji. Besides, frequent regular
freighter sailings from Pacific Coast ports.

MATSON NAVIGATION COMPANY
THE OCEANIC STEAMSHIP COMPANY
Francisco, Loa Angeles. San Diego,
Seattle, Portland

NEWZEAIANDAUSTRAUA

S

Rust's clawing fingers forever seek out
the flaws in your ship's armor of protec-
tion. Keep them out with tough, flexible

DUTCH BOY QUICK-DRVING

RED LEAD

ASK THE NATIONAL LEAD MAN

SHELL STERN TUBE LUBRICATION
CUTS OPERATING COSTS

NEW OPERATING ECONOMIES have been brought
about by Shell's new method of Stern Tube
Lubrication.

This system provides a tough water-resistant
grease coating to exposed metal surfaces . . .
seals out all friction-causing sand, mud and salt
water.

Gland packing troubles are ended . . . wear on
tail shaft and bearings is reduced . . . Lignum-
Vitae bushings last 2 to 3 times longer.

For complete information on cost and installa-
tion, phone nearest Shell office. Or write Industrial
Lubricants Division, Shell Building, San Fran-
cisco, California.

MARINE LUBRICANTS

LIDGERWOOD

DEPENDABLE • EFFICIENT
DECK AUXILIARIES

EQUIPMENT NOW UNDER

CONSTRUCTION

FOR INSTALLATION ON

NEW VESSELS FOR

ATLANTIC REFINING COMPANY

C-l MARITIME VESSELS

C-3 MARITIME VESSELS

AMERICAN EXPORT LINES

ROBIN LINES

MAIN OFFICE and PLANT

LIDGERWOOD MANUFACTURING CO.

ELIZABETH, N.J.

and BliipJuuMUKf,

(Continued from page 27)

quantities being mininuini estimates in
round figures :

200 water tube boilers.
145 turbines.

145 reduction gear sets.
56diesel engines (main propul-
sion).

80 diesel generating sets.

201 steam-turbo generating sets.
638 winches.

103 windlasses.

1 8(X) pumps.

5(X;)0 electric motors.

In addition to these, there will be
many miles of manila and wire rope,
electric wiring, piping and tubing.
Thousands of tons of mild steel in
plates and shapes. Thousands of ven-
tilating fans, lighting fixtures, elec-
tric lamps, wiring accessories, hun-
dreds of ammunition hoists, furniture,
decking, carpets and rugs, linoleum,
tiling, plumbing fixtures, navigating
instruments, bedding, paints, oils, gal-
ley equipment, tableware, and the
thousand and one articles required for
modern life at sea.

At its peak, this program will em-
ploy approximately 35,000 men on di-
rect shipyard pay rolls, and will be
indirectly res])onsible for the employ-
ment of at least as many more in out-
side plants, supply houses and gen-
eral business.

Ott tlte Wcutfl

(Continued from page 49)

surveying vessel which will be used

in Alaskan waters :

.\mount Time

Xame of I'.idder Mid (days)

.Astoria Marine Con-
struction Company,
A.storia, Oregon $166,600 360

Lake Union Dry
Dock & Machine
Works, Seattle,
Washington 164,150 280

.S. E. Sagstad, Se-
attle, W^ashinglon 149,990 360

Seattle .Shipbuilding
& Drydock Corp.,
.Seattle, Wash 15x,777 .W)

Tacoma Boat Build-
ing Company, Ta-
coma, Wash.' 156,689 360

Ballard Marine Rail-
wav Company, Se-
attle, \\'ash. ..'. 199,837 360

ScUei, ^onxx. SUifU
^o^ Scaolll

K. M. Reid, district sales manager
for Scoyill Manufacturing Com-
l)any, covering Pacific Coast terri-
tory, with headquarters in .San ,
Francisco, reports the following
changes in Scovill sales organiza-
tion, effective September 1 :

Herbert B. Schalk, who has been

associated with the San I'Vancisco
office in sales of brass and copper
mill products, has been transferred
to the New York office, to continue
on the same type of work in the
New York metropolitan area under
George D. Engle, sales manager for
that district.

Herbert D. Udelmann has been
transferred from the Los Angeles
office to the San Francisco office,
where he will work on sales of brass
and copper mill products and manu-
factured goods to the marine, man-
ufacturing and jobbing fields.

E. F. Steffan has been transferred
from the .^an F'rancisco office to the
Los Angeles office, to work on ma-
rine, manufacturing and jobbing
sales of brass and copper products.

The General Electric Company has
announced a new line of 500-ampere
a-c arc welders offering advantages
in performance and economy resulting
from mechanical improvements and a
new electrical design which incorpo-
rates power-factor correction.

This built-in feature makes possible
a greatly-increased power - factor,
which jn-actically eliminates the useless
lagging current drawn by conventional
designs. Hence smaller primary cable,
line switches and fuses can be used.
This often results in a saving on in-
stallation costs, and makes possible the

addition of more welders to existing
feeders without causing overload. Any
tendency toward an unbalanced load
is reduced by one-third.

When operated below half load,
this welder provides leading reactive
kva for improvement of the shop pow-
er-factor; and when operated at no
load, there is 19.5 kva available for
this purpose.

Other advantages offered by this
new G-E arc welder include finger-
tip adjustment by means of an easily-
turned current-changing crank ; a
large, easily read current indicator ex-
tending up the side of the transformer
case ; protected output terminals ac-
cessible through holes in the insulating
lianel ; and fan-forced ventilation, pro-
viding cool, dependable operation even
at high currents or high-duty cycles.
This refinement in design permits a
reduction in size, weight and floor-
space requirements. Hence the new
welder is less than four feet in height,
only 21 inches in diameter, and has
a net weight of ')00 jiounds.

The only maintenance rec|uired is
hilirication of the fan and current-
adjuster every 12 to 18 months. The
case, however, is easily removable so
tli.'if inspectifjti can be made, if de-
>ire(l.

58

I' A C I K I C M A K I N E REVIEW

EO. E. S WEH & CO., C

IRinf-lllDUSTRIflL SALES 8 StRVICt

lales and Ser^'ice

ONSOLIDATED ASHCROFT
ANCOCK CO., INC.

Consolidated Safety Valves, Ashcroft Dura-
gauges, Hancock Valves, American Tem-
perature Instruments.
A.RRIER-BRUNSWICK
JTERNATIONAL, INC.
Refrigeration and Air Conditioning Equip-
ment.

'ARREN STEAM PUMP CO., INC.
Centrifugal and Steam Pumps for All
Services.

.G ELECTRIC VENTILATING CO.
Blowers, Fans, Unit Heaters.

FISHER GOVERNOR CO.

Reducing Valves, Pump Governors and
Control Specialties.

MARKEY MACHINERY CO., INC.
Deck Machinery, Steering Gears.

DORAN COMPANY

Air Whistles, Acid Resisting Valves and
Fittings.

KINGSBURY MACHINE WORKS, INC.
Thrust and Journal Bearings.

WATEROUS COMPANY
Waterous Rotary Pumps

DIAMOND POWER SPECIALTY CO.
"Diamond" Soot Blowers, Gauge Glasses,
Smoke Indicators.

CUNO ENGINEERING CORP.

"AUTO-KLEAN" Mechanically Cleaned
Filters.

DAVIS ENGINEERING CORP.

Paracoil Water Heaters, Evaporators, Heat
Exchangers.

YORKSHIRE COPPER WORKS, LTD.
"Yorcalbro" Aluminum Bronze Condenser
Tubes.

MARINE EQUIPMENT

Evaporators - Oil Heaters - Oil Coolc rs - Grease Extractors - Water Heaters
Distillers - Feed Water Heaters - Exhaust Gas Boilers - Heat Exchangers

DAVIS ENGINEERING CORPORATION

Plant and General Offices, Elizabefh, N. J.

George E. Swett & Company
San Francisco

V. S. Jenkins Company
Seattle

The
Allan Cunningham Line

Winches - Windlasses
Capstans - Steering Gears

bSiLaiiajai

Hyilraulic Safety Steering Telemotor — as
supplied to the U. S. C. & G. S. "Explorer."

MARKEY MACHINERY CO.

INC.

Seattle, Washington
MARINE AUXILIARY MACHINERY

Manganese Bronze PropellerS

''Cunninghann'' Air and Steam
WHISTLES

DORAN COMPANY

Manufacturers
SEAHLE, WASH.

5 New Tank Steamers for The Texas Company

Equipped with WARREN PUMPS

^ The S. S. Ohio and four sister ships will rely on Warren years' standing. . . Write "Warren" into your pump

for dependable, low-cost puniping: 19 Warren Centrifu- specifications.

gal and Reciprocating Pumps on 15 Separate services

assure it. The future performance of these pumps has WARREN STEAM PUMP COMPANY, INC.

already been proved in Warren service records of thirty warren. Massachusetts

MAIX STREET • SUTTER »»00 • SAI^f FRANMStO

Pant o^ *7aco*Ha — co*U.

ton Building, on Thursday evening,
September 17.

The meeting was called to order
by President J. L. Moore, who ex-
tended a greeting to all of the mem-
bers in attendance on the first "get-
together" since last Spring.

The President gave a resume of
correspondence received during the
Summer months. One particular
letter was given special considera-
tion. This letter was received from
the Secretary of the Propeller Club,
Port of San Francisco, and had to
do with their efforts to have the
1941 Convention of the Propeller
Club of the United States held in
their city.

The Port of San Francisco is
asking for our cooperation in these
efforts and it was moved and sec-
onded by our members that we get
behind them in every way possible.
The matter of our joining with
the Transportation Club of Tacoma
to celebrate the annual "Old Timers'
Night" was discussed by the mem-
bers. It was decided that we join
with the Transportation Club as
usual in this special meeting which
will be held sometime in November.

The Propeller Club, Port of
San Juan, welcomes the new
S.S. "AMERICA" on the
vessel's arrival at San Juan,
Puerto Rico, on August 14,
1940.

(Reading left to right);
Francis R. MacMahon, Past
President, Propeller Club,
Port of Havana; Jack Kentis,
President, Propeller Club,
Port of Havana; Captain
Giles C. Stedman. Command-
ing the S.S. AMERICA;
Arthur M. Tode, Honorary
President, The Propeller Club
of the United States; Hugo
Hartenstein, Vice President,
Propeller Club, Port of
Havana.

The new S. .S. America of the
United States Lines sailed from New
York on her maiden voyage to the
West Indies on August 10th and the
Propeller Clubs at San Juan, Port-
au-Prince, Havana and Miami, took
the lead in welcoming the new Queen
of the .Seas in their respective har-
bors.

The Propeller Club, Port of .San
Juan, arranged a monster reception
for the ves.sel on her arrival August
14th.

A banner reading "Welcome Amer-
ica— Propeller Club, Port of San
Juan," greeted the 8fX) passengers of
the vessel when they came ashore.
The officers and the Board of Gov-
ernors of the Club gave a luncheon
at the Hotel Condado in honor of Mr.

Arthur M. Tode, honorary national
president of the Propeller Club of the
United .States, and Mrs. Tode, who
were making the maiden voyage on
the S. .S. America, and also Mr. A. J.
McCarthy, vice president of the
United States Lines; Captain (iiles
C. .Stedman, master of the S. S.
America; Mr. Vancortland .Short,
assistant to Mr. McCarthy; and Mr.
Walter P. Jones, Publicity Director
of the United States Lines.

While at Port-au-Prince, Haiti, on
,'\ugust ITjth, the America was greet-
ed by Mr. William E. Bleo, president,
and Mr. Jack L. Berliant, secretary
of the Propeller Club, Port-au-Prince.

Under the direction of Mr. Jack
Kentis, president, and Mr. Francis \l.
MacMahon, ])ast president, the Pro-

peller Club, Port of Havana, wel-
comed the America on the morning
of August 18th. The entire dock and
its entrance had been decorated with
greens and flowers by the Club and
a large banner, "Welcome America —
Propeller Club, Port of Havana," was
prominently displayed. Through the
efforts of the Club many offices of
the waterfront and in the main shop-
ping centers had their facades adorned
and posters welcoming the America
were distributed among establishments
of Havana's principal streets.

At the invitation of the Propeller
Club, Port of Miami, the United
.States arranged for the America to
stop off a short while off-shore from
Miami while en route to New York.
A flotilla of boats of every de-
scription enthusiastically welcomed
the S. .S. America, largest ship in
America's merchant marine, off Mi-
ami r.each that morning.

Sleek pleasure craft, mingled with
snub-nosed tugs, speed boats, char-
ter fishing boats and even light 14-
foot skiffs with outboard motors, dur-
ing the hour and a half the America
mimeuvered between government cut
and a ikjIhI five miles up the coast.

1' .\ C 1 !■ I C M A K I N E REVIEW

October, 1940

PACIFIC MARINE REVIEW

WITH VIKING ROTARY PUMPS

Compact in deBign. Vikine
requires only a minimum
of room for quick installa-
tion. NO WASTE SPACE!

^ Buill specifically for the ^
^ job it is intended to do.
Viking performs with
greater efficiency, greater
accuracy. NO WASTE MO-
TION !

PACIFIC COAST DISTRIBUTORS

Employing only 'J n
parts. VikinK o P e r
longer at less cost.
WASTE POWER!

Bulletin 2100-3.') give
just the real fact
specifications on V
Pumps for Marine
nal. Barge and T
service. NO "W
READING!

Termi-

nke I

A STE

Vikins Pump Co.
2040 S. Santa Fc

D< Laval Pacifii

Loi Angeles, Calif. San F

IN^

PASSENGER VESSELS * CARGO VESSELS
TANKERS * TUGS * YACHTS

Air Conditioning

Refrigeration

Heating

SAN FRANCISCO

GEO. E. SWETT & COMPANY

.58 Main Street - SUtter 8800

LOS ANGELES

GAY ENGINEERING CORP.

2730 E. lllh Street - ANgeles 1-1141

Vessels of every type and tonnage today carry
passengers in greater comfort, and perishable
cargoes at increased profit — thanks to Carrier
Marine Equipment.

On the Pacific Coast, Carrier experience is
available through two leading firms: Gay En-
gineering Corp. of Los Angeles, and George E.
SwETT & Co. of San Francisco. No refrigeration,
air conditioning or heating job is too large or
t(io small for them. They have the engineering,
in.'^tallation and service facilities to deliver the
kind of work you want — right here on the Pacific
Coa.st where you want it.

Furthermore, they are backed by the Carrier
Marine Department, with its experience gained
in more than 4000 ship-board installations of

evt-ry type. Inquiries are welcome.

The Majority of Ships are
* CARRIER EQUIPPED *

CUp/p^e^ SlUp Hed ^djchet

(Continued from page 35)

"We hove to again at niglit. Next
ilay, Saturday, was for the most part,
a (lead cahn, and we were carried back
with the current : not a lireath of
wind; the day most beautiful; clear
sky and ])ieasant, only the air sharp.
Icebergs were, however, still seen.
Next day, Sunday, we passed a num-
ber more, which was the last ice seen."

Under the British Flag

On arri\al at l,i\ i.-r|i(i(il the Red
Jacket was ])urcliased by Pilkingtcjn
& Wilson for the White Star line; re-
ported price, 3().0(K) pounds sterling.
.She continued as a regular packet in
this line, in connection with the Brit-
ish or Colonial built clippers White
.Star, -Shalimar and Mermaid for a

POWELI QUALITY

CALL THEM "CRYSTAL GAZERS"

IF YOU LIKE . . . bui fhe kind o\ future they
"see" lot POWELL VALVES is based
on accurate scientific analysis!

• The .Speiiograph is in no sen.se a fortune teller's
"■(•rvstar. but in the hands of trained metallurgists,
like the Powell technicians shown above, it plays
a key role in assuring long life and trouble-free
servire for all Powell products. It alone can detect
minute quantities of detrimental impurities in
the melaLs lo be employed which even chemical
analyses can't always reveal and which, after years
of service, often cause failure, or needless mainte-
nance expense, for the ultimate buyer.

Looking at a valve, fresh from its wrappings, it is
natural that you would expect considerable re-
search and laboratory experimentation had accom-
panie.l its manufacture. The degree, however, to
which such lare is taken to assure maximum in-
herent quality is. in our opinion, a factor far loo
important to leave lo the buyer's imagination.
We give you. therefore, this picture of the Specto-
graph so that you can have further concrete evi-
dence of the underlying quality we are thinking
of when we say, "Powell valves are quality
through and through"!

^ ou need more than u
phnlograph of the fin-
ished product to see all
the qualities that make
Powell Valves uniquely
able lo better serve your
requirements.

POWELL VALVES

THE WM. POWELL COMPANY • CINCINNATI, OHIO

number of years and was always a
favorite with the traveling public.
Captain Milward took the Red Jacket
and had the satisfaction of beating
the Lightning six days on the run
out to Melbourne (75 against 81),
.'^e])temher-November, 1855. The Red
Jacket ajipears to have been a con-
sistently fast passenger-maker, gener-
ally around the 80-day mark, although
it is stated that her wings were clipped
in the late 50's and she was finally put
into other business. In 1865 we find
her running to Calcutta, and she also
made some trips to New Eealand.
In 1868 she is listed as owned by
Wilson & Chambers of Liverpool ;
shortly thereafter she was again sold,
and went into the timber trade be-
tween Quebec and London, and was
.so engaged as late as 1882. Eventu-
ally she, in company with the old Black
Bailer, Donald Mackay, went to Cape
\'erde as a coal hulk, and as one
author states : "How many of the
L^nion-Castle passengers knew when
the}' cast their eyes pityingly, or per-
haps disdainfully, on the grimy look-
ing hulk floating a cable's length or
so away from their spotless liner ; that
they were looking upon a crack pas-
senger ship of their grandfather's
day ?"

Soled' C'X^eoutlue.

Anker Winthcr has lieen made as-
sistant general sales manager of the
York Ice Alachinery Corporation, ac-
cording to an announcement by John
R. Hcrtder, general sales manager.

Mr. Winther is a native of Brook-
lyn, N. Y., born there in 1905. He
went to -Stevens Institute of Tech-
iiology, where he pledged Theta Xi
and obtained his "B.S." in mechan-
ical engineering in 1928. On leaving
college he entered the York student
course.

.Since 1930 he has been connected
with the York Cincinnati, Ohio, of-
fice as a .sales engineer, and during
this period has worked on important
industrial refrigeration and air con-
ditioning projects. He has sold and
engineered a number of large-scale air
conditioning installations, and has been
associated with early dry ice develop-
ment.

PACIFIC M A R 1 N K REVIEW

October, 1940

PACIFIC MARINE REVIEW

SPECIFIED FOR >LL
REQUIREMENTS

26ifm. ail, I
hawser laid Wa,
Manila -16,000 lbs.
Small coil standard
200 fm. coil 3" Wall
Manila.

ADDITIONAL CARGO "V^^f ADDITIONAL INCOME

NON-REVENUE producing space on your SHIP, now used for carrying FRESH

WATER, can be UTILIZED to transport ADDITIONAL CARGO instead!

INSTALL OUR

LOW PRESSURE EVAPORATORS

The manifest advantages are — tfiat with steam to the coils at a gauge pressure of
Write for 5 to 10 lbs. — you can make ALL the FRESH WATER required aboard ship from

, J , now WASTED STEAM. The apparatus is AUTOMATICALLY CONTROLLED

complete data _^^^^ ^^^^^ becomes SELF SUFFICIENT.

Agents in nil
principal ports

CONDENSER SERVICE & ENGINEERING CO., INC.

HOBOKEN, N.J., U.S.A.

EFFICIENCY AND
OPERATING COSTS

Are largely dependent upon the quality of material in the
wearing parts of the cylinders.

For increased engine efficiency, low fuel consumption and
maintenance costs, apply liners, pistons and piston rings of
HUNT-SPILLER AIR FURNACE GUN IRON.

Steam or Diesel — H. S. G. I. parts, either rough or
finished, supplied for any type of engine

HUNT-^SPILLER?V^(k GdRPORATION

383 Dorchester Ave. South Boston, Mass.

V. W. ELLET
Pre*. & Gen. Mgr.
383 Dorcheiter Ave.

N. B. Robbfais

1920 Clemena Rd.

OakUnd, CaNf.

E. J. FULLER

Vice Preaidcnl

South Boston, Ma«s.

Thoa. G. Baird

l« California Street

KR-n42

San Francisco

Hunt-Spiller

Air
Furnace

Gun Iron

Building in
American Yards

Pacific Coast

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

(Union Plant)

San Francisco

NEW CONSTRUCTION:

Hulls Nos. 5360-5364, five C-1 cargo ves-
sels for U. S. Maritime Commission, 595' x
60' X 37'6": 6400 gross tons each: 4000 H.P.
Full scantling steam propulsion type. Keels
laid. No. 5361, March 4, 1940: No. 5362,
August 8, 1940. Launching dates. No. 5360,
August 6, 1940; No. 5361, October 4, 1940.

Two destroyers for U. S. Navy.

DRYDOCK AND ROUTINE REPAIRS

Tug H. T. Haviside. Haviside Barge No
4, Huguenot, Torres, U,S.C.G.C. Daphne
Associated, Maya, Brimanger, Aztec, Califor-
nia Standard. Maliko. Conversion of de-
stroyers Thornton, Gillis, Greene and Bal
lard into seaplane tenders.

COMMERaAL IRON WORKS
412 Southeast Stephens St.
Portland. Ore.
NEW CONSTRUCTION:
One all-welded steel hog fuel barge
36' -x 134'. Completed September 30, 1940.
One 45 tug. Completed September 30,
1940.

Four anti-submarine net tenders.
DRYDOCK AND ROUTINE REPAIRS:
Panama Express.

C<")NSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.

NEW CONSTRUCTION:
Hulls Nos. 156-159, four C-l-BT, full
scantling, turbine propulsion cargo vessels

for U. S. Maritime Commission. Keel laying
dates June 3, June 17, December 9, 1940,
and March 5, 1941: launching dates. No.
156, October 31, 1940; February 19, April
28 and July 24, 1941; delivery dates March
3. June 2, September 4 and November 4,
1941.

FELLOWS AND STEWART, INC.
Wilmington, Calif.

NEW CONSTRUCTION:

Gayle, 44-foot standardized sloop, "Island
Clipper" class. Launched July 13, 1940.

Javelin, 44-foot standardized sloop, "Island
Clipper" class. Launched August 6, 1940.

Ripple, 55-(oot ketch-rig yacht. Launched
-August 29, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Aafje, Zoe H., Argyle, El Vida. El Pcr-
rito. Adventure, Privateer, Astrild, Saxon
III; 40 smaller boats.

GENERAL ENGINEERING & DRY
DOCK CO.
Foot of Schiller Street
Alameda, Calif.
DRYDOCK AND ROUTINE REPAIRS:
Noyo, Oil S. Galicia, Yacht Idalia, Olym-
pic, Lumbertown, Gas S. Aurora, Ryder
Hanify, Midway, Etolin, Dredge Pacific, Cut-
ter Alert.

HARBOR BOAT BUILDING CO.
Berth 264, Fish Harbor
Terminal Island, Calif.
NEW CONSTRUCTION:
Hull No. 65, tuna bait boat for Van Camp
Sea Food and Balestreri partners; length
100', breadth 25', depth 11'; 150 gross tons;
Fairbanks-Morse diesel, 300 H.P.; 10 knots
speed: cost $160,000. Delivery date Octo-
ber, 1940.

LAKE UNION DRY DOCK 8C MACHINE

WORKS

Fairview and Galer Streets

Seattle, Wash.

DRYDOCK AND ROUTINE REPAIRS:
U. S. C. G. C. Rose, Kailua, Leviathan,
Lightship No. 88.

LAKE WASHINGTON SHIPYARDS

Houghton, Wash.
NEW CONSTRUCTION:
Order placed for construction of four anti-
submarine net tenders.

LOS ANGELES SHIPBUILDING &
DRY DOCK CORP.

Los Angeles Harbor
San Pedro, Calif.
DRYDOCK AND ROUTINE REPAIRS.
Yachts Mariner and Contender, La Puri-
sima, W. H. Berg, West Coast, Iselin, Fish
Boat Superior, General Petroleum Barge No.
3, Anchor Barge Olympia, Eidanger, Dag-
mar Salcn, Lahaina.

MARE ISLAND NAVY YARD
Mare Island, Calif.

NEW CONSTRUCTION:

Tuna, submarine (SS203); keel laid July
19, 1939.

Gudgeon, submarine (SS211); keel hiid
November 22, 1939.

Fulton, submarine tender (ASll); keel
laid July 19, 1939.

Y044 and Y045, two fuel barges; Y044
launched September 17, 1940.

YSD14, seaplane wrecking derrick; keel
laid July 17, 1940.

Sperry, submarine tender (AS12); order
placed June 12, 1940.

Silversides (SS236), Trigger (SS237),
Wahoo (SS238) and Whale (SS239); four
submarines: order placed June 28, 1940.

SS281 and SS282, two submarines; order
placed September 9, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Phoenix, Houston, Palmer, Hogan, Mc-
Farland, Farragut, Dale, Monaghan, Ayl-
win, Howard, Stansbury, McDougal, Davis,
Jouett, Ramapo, Platte, Vireo, Montgomery,
Chewink, Vega, Sturgeon, Sargo.

THE MOORE DRY DOCK CO.
Oakland, Calif.
NEW CONSTRUCTION:
Hull No. 196, Mormacsea, cargo vessel for

U. S. Maritime Commission; LOA 492' 0",
LBP 465', breadth molded 69' 6", depth
molded 42' 6", SHP normal 8500, SHP max.
9350, dis. 17,600 tons, deadweight 11,926
tons; steam turbine propelled. Launched De-
cember 22, 1939: approximate delivery date
October 20, 1940.

Hulls Nos. 197, Mormacstar; and 198,
Mormacsun, two C-3 vessels for U. S. Mari-
time Commission LOA 492' 0", LBP 465',
breadth molded 69' 6", depth molded 42' 6".
Launching dates. No. 197, June 11, 1940;
No. 198, August 28, 1940. Approximate
delivery date, No. 197, January 17, 1941.

Hull No. 199, caisson gate for Drydock
No. 2, Pearl Harbor, Bureau of Yards and
Docks. 150' long, 22' beam, 57' high.
Keel laid August 12, 1940.

DRYDOCK AND ROUTINE REPAIRS:

W. S. Miller, J. C. Fitzsimmons, Jacob
Luckenbach, Zaca, Pomona, Klipfontein,
President Polk, Pennsylvanian, Gracie S.,
Flying Cloud, Texan, Wilhelmina, Komoku,
Yacht Barbara Jean, Kim, J. A. Moffett,
Quinault, Pacific Ranger, Jalapa, H. T. Har-
per, Dagmar Salen, Saliwati, Etolin, Tan-
gier, Mexican, Lumbertown.

PACIFIC DRY DOCK 8C REPAIR CO.

Foot of 14th Ave.

Oakland, Calif.

NEW CONSTRUCTION:
One all-welded steel oil barge 148' x 38'
X 9'; 300,000 gal. capacity.

PACIFIC M A R I N K REVIEW

October, 1940

PACIFIC MARINE REVIEW

Are your vessels affected by these deck-jilue prob-
lems— Does hot weather cause softening and runnni^
over the seams? Does cold weather cause a brittle dry-
ness? If you are bothered with these or other deck-
repair prohlenis. write for FREE data on how to solve
them economically, efficiently.

Jeffry's Ship Glue conforms to all temperature changes
and is consistently strong, long-lived and elastic, under
all conditions.

i99 Albany street - Est. IS73- Boston.Mass.

ANOTHER DULUX SHIP
ON THE HORIZON, CAP'N

MANY BIG LINERS ARE

USING IT-
DULUX SAVES MONEY

• More and more ship operators are specifying DULUX be-
cause this durable finish can take it. DULUX saves money on
ships because it needs fewer repaintings . . . keeps paint
overhead costs lower than ever before. DULUX keeps its fine
appearance in spite of battering seas, hot sun, salt spray, salt
air, discoloring harbor gases. It is resistant to chipping and
cracking.

For full information, see your Du Pont representative, or
write: E. I. du Pont de Nemours 85 Co. (Inc.), 235 Second
St., San Francisco. 2419 South Grand Avenue, Los Angeles.
525 Boren Avenue North, Seattle.

^m wm^^ MM

MARINE
ISHES

Boston.Mass.

CHAPTER XXXVI ON AMERICAN COMMERCE

TELETYPEWRITER

IN anrieni times the patriarch Job asked his friends,
"can'st thou send out lightnings, that they may go
and say unto thee, 'here we arc'"" Benjamin
Franklir with his ^'te harnessed these lightnings.
Samuel Morse fir-it sent them out. Today business
employs a modem miracle to not only say "here
we are!", hut also to -sav "when — where — and
how'! This miracle is the teletypewriter.

In 1^43 the idea of the teletypewriter was first
reduced to crude niachine form as a private line
development of telegraphy. The unit had a piano
keyboard and used compressed air to operate the
mechanism. Rut not until 1'331 was exchange serv-
ice provided. Now in sixty seconds you can reach
any other teletypewriter subscriber in the nation;
your message typed on the sending machine is
simultaneously reproduced in typewritten form by
the receiving machine. Contact is two-way — pro-
vides accurate copies of every word exchanged.

The McComiick .Steamship Company is equipped
with teletypewriter service. Speed is the essence
of efficient business, yours and ours. Be sure your
shipments intercoastally. Pacific Coastwise, and to
Puerto Rico, are handled with care and dispatch —
contact McCormick.

M'^CORMIDK

STEAMSHIP

461 MARKET ST.. SAN FRANCISCO COMPANY
DOuglas 2561

THE PUGET SOUND NAVY YARD

Bremerton, Washington

NEW CONSTRUCTION:

Charles F. Hughes (Destroyer No. 428);
standard displacement 1600 tons. Launched
May 16, 1940; cominissioned September 5,
1940.

Monssen (Destroyer No. DD436).
Launched May 16. 1940.

Ala (YT139). Launched November 6,
1939.

Bamegat (AVPlO). seaplane tender; keel
laid October :7, 1959.

Biscayne (AVPll), seaplane tender; keel
laid October :7, 19J9.

Casco (AVP12), seaplane tender; keel laid
May 30, 1940.

Mackinac (AVP13), seaplane tender; keel
laid May 50. 1940.

Seaplane wrecking derrick (YSD15); keel
laid September 10, 1940.

Ships authorized: Halford (DD480),
Leutze (DD481). DD592-DD597. eight de-
stroyers; YSD18. (Y'SD24-YSD26), four sea-
plane wrecking derricks.

dates, February 5, February 19, August 15,
November 10, 1940; and March 1, 1941.
Launching dates, August 8, October 8, No-
vember 10, 1940; March 15 and July 15,
1941. Delivery dates, January 16, March 17,
May 16, July 15 and September 13, 1941.

Hulls Nos. 1492-1493, two tankers for
Sinclair Refining Co.; 15,450 tons dwt.

Hulls Nos. 1494-1497, four heavy cruisers
for U. S. Navy.

Hulls Nos. 1498-1501, four light cruisers
for U. S. Navy.

SEATTLE-TACOMA SHIPBUILDING
CORP.

Foot of Alexander Ave..
Tacoina, Wash.

NEW CONSTRUCTION:

Hulls Nos. 1-5, five C-1 cargo vessels for
U. S. Maritime Commission. Single screw;
full scantling diesel propulsion type. Two
General-M.A.N. 2,100-H.P. diesels; 14 knots
speed. Keel laying dates. March 5, April 15,
August 12, October 5, 1940, and February
10, 1941. Launching dates, August 1, Sep-
tember 28, November 30, 1940; February
1 and May 1, 1941. Delivery dates, Janu-
ary 1, February 1, June 1, July 1 and Octo-
ber 1, 1941.

TODD SEATTLE DRY DOCKS, INC.

Harbor Island

Seattle, Wash.

DRYDOCK AND ROUTINE REPAIRS

Quillayute. William Luckenbach, Grenan-

ger, U. S. A. T. Liberty, U. S. S. Harris,

Northwestern, Koei Mam, U. S. S. Zeilin.

Brandanger, Liloa, Paul Luckenbach. Coast

Trader, Coldbrook, West Portal.

WESTERN BOAT BUILDING CO., INC.

2505 East 11th Street

Tacoma, Wash.

NEW CONSTRUCTION:

Hull No. 143, Western Queen, purse seine
fishing boat for Spiro Babich, Gig Harbor,
Wash.: 95' x 25'; 400-H.P. Atlas engine.
Launching date, June 1, 1940; delivered Sep-
tember 1, 1940.

Hull No. 144, purse seine fishing boat,
95' X 24', for stock. Keel laid September
10, 1940.

Hull No. 145, fishing boat, 115' x 26'.
Keel laid October 1, 1940.

DRYDOCK AND ROUTINE REPAIRS:

Fishing boats Sitka, Robert B., Gladiator.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.

NEW CON.STRUCTION:

Hulls Nos. 57-61, five C-1 cargo vessels
for U. S. Maritime Commission. Full scant-
ling diesel propulsion type; single screw; two
Busch-Sulzer 2,100-H.P. engines. Keel laying

Atlantic, Lakes, Rivers

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.

NEW CONSTRUCTION:

Four sand barges 148' x 36' x 15' 6" for
Panama Canal.

Ten coal barges 175' x 26' x 11' for stock.

Fifteen freight barges, 280' x 48' x U'
for Inland Waterways Corp., St. Louis, Mo.

THE AMERICAN SHIPBUILDING CO.
Cleveland, Ohio

NEW CONSTRUCTION:
Twelve net tenders for U. S. Navy.
DRYDOCK AND ROUTINE REPAIRS:
CHICAGO PLANT: D. W. Cook.

CLEVELAND PLANT: Dredge Mogul.

LORAIN PLANT: G. A. Boeckling, John

Halst.

BATH IRON WORKS
Bath, Maine

NEW CONSTRUCTION:

Hulls Nos. 1 80-181, DD429, Livermore,
and DD430, Eber'.e, two 1620 ton destroyers
for U. S. Navy. Delivery dates October and
December, 1940.

Hulls Nos. 182-183, DD437, Woolsey, and
DD438, Ludlow, two 1620-ton destroyers for
U. S. Navy. Delivery dates May and July,
1941.

Hulls Nos. 184-187, four cargo ships for
American Export Line; 400' x 60' x 39'. De-
livery dates September, October, 1941; April
and June. 1942.

Hulls Nos. 188-189, DD457 and DD458.
two destroyers for U. S. Navy. Delivery
dates December, 1941. and February, 1942.

Hulls Nos. 190-195, DD449-451, 467-469.
six destroyers for U. S. Navy.

Hulls Nos. 196-206. DD507-DD517, elev-
en destroyers for U. S. Navy.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

NEW CONSTRUCTION:

Hulls Nos. 1470, Benson, and 1471, Mayo,
two 1,600-ton destroyers for U. S. Navy.
Launched November 15, 1939, and March
26, 1940.

Hull No. 1478, Massachusetts; 35,000-ton
battleship for U. S. Navy. Keel laid July 20,
1939.

Hulls Nos. 1479, San Diego, and 1480.
San Juan, two 6,000-ton cruisers for U. S
Navy. Keels laid March 27 and May 15.
1940.

Hulls Nos. 1481-1484, four cargo vessels
for U. S. Maritime Commission: 450' B.P. x
66' X 42' 3"; 161/2 knots: geared turbines and
water tube boilers; 14,500 tons. No. 1481
launched June 22, 1940.

Hulls Nos. 1485-1487, three tankers 502'
X 68' X 37'; 21,000 tons.

Hulls Nos. 1488-1491, four tankers for
Sinclair Refining Co.; 10,700 tons dwt.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
Sparrows Point Yard
Sparrows Point, Md.

NEW CONSTRUCTION:

Hull No. 4331, Esso Albany; 16,300 dwt.
ton tanker for Standard Oil Co. of N. J.; 18
knots speed. Launching date April 27, 1940.

Hull No. 4339, Deltargentino, passenger
and cargo ship for Mississippi Shipping Co.
Launching date, July 13, 1940; delivery date,
'December 1. 1940.

Hulls Nos. 4341-4343, three cargo vessels
for Seas Shipping Co.; LOA 485', LBP 450',
beam 66', draft 43'.

Hulls Nos. 4344, James Lykes, 4345-4348,
five C-1 cargo vessels. LOA 417 , LBP 395',
beam. 60', depth 37' 6". No. 4344 launched
July 27, 1940.

Hulls Nos. 4350-4352, three cargo vessels
for Seas Shipping Co.; 450' x 66' x 34';
6300 H.P.; 8500 gross tons.

Hulls Nos. 4353-4356, four oil tankers for
Socony Vacuum Oil Co.; 487'6" x 68' x 37';
12,000 H.P.; 9,800 gross tons.

Hull No. 4357, oU tanker for Union Oil
Co. of Calif.; 442' x 63' x 34'10"; 3500
H.P.; 8000 gross tons.

Hulls Nos. 4358-4359, two oil tankers for
Socony Vacuum Oil Co.; 487'6" x 68' x 37';
12,000 H.P.; 9800 gross tons.

Hulls Nos. 4360-4361, two oil tankers for
Union Oil Co.; 442' x 64' x 34'10"; 3500
H.P.; 8000 gross tons.

Hulls Nos. 4362-4364, three cargo and
passenger vessels for Mississippi Shipping
Co.; 465' x 65'6" x 39'9"; 8600 H.P.; 8300
gross tons.

Hull No. 4365, oil tanker for Richfield
Oil Co.; 442' x 64' x 34'10"; 3500 H.P.:
8000 gross tons.

Hulls Nos. 4367-4368, two oil tankers
for Panama Transport Co.; 487'6" x 68' x
37'; 7000 H.P.; 9800 gross tons.

Hull No. 4369, oil tanker for Continental
Oil Co.; 442' X 64' x 34'10"; 3500 H.P.;
8000 gross tons.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division
Staten Island Yard
Staten Island, N. Y.

NEW CONSTRUCTION:

Hulls Nos. 8015-8019, five cargo vessels,
C-l-B design, for U. S. Maritime Commis-
sion. Length O.A. 417' 9", breadth 60' 0",
depth 37' 5". Launching dates October 3 and
December 1, 1940; and April 1, July 1 and
September 1, 1941, respectively. Delivery
dates April 1, June 1, August 1, November
1, 1941; and January 1, 1942, respectively.
All above dates tentative.

Hulls Nos. 8021-8022, two destroyers for
U. S. Navy.

Hulls Nos. 8023-8032, ten destroyers for
U. S. Navy.

I' .\ C I K I C; M A R I N F. REVIEW

October, 1940

PACIFIC MARINE REVIEW

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK

BOSTON

CHICAGO

311 CALIFORNIA STREET. SAN FRANCISCO ^^sHINGTON. a C
Offices and agents throughout the world LOS ANGELES

Specify FRANCE Metal Packing for
Marine Engine Piston and Valve Rods

Nearly half a century of experience guarantees maximum
pft\oima.n.ct at minimum expense for high, intermediate
and low pressure service.

To obtain renewals or replacements, furnish the number
stamped on case and diameter of rod. Write for new
catalog M-6.

Sole Authorized Representatives:

San Francisco— H.

ment & Rubber Co.. .'i.'iO - 3rd

Street — EXbrook 257.1
Seattle — Guy M. Thompson. 1241

South Alaskan Way — Phone

MAin 1870
Norfolk— C. E. Thurston & Sons.

56 Commercial Place — Phone

Norfolk 2-6040

Angreles— A. C. Elder. 2714

South Hill St.— PRospect 9529
New York City— France FackinK

Co., Room 107-E. 30 Church

St.— COrtlandt 7-6827
New Orleans — R. M. Shad. 43a

Florida Ave. — Phone Galvez

1503

THE FRANCE PACKING COMPANY
Tacony, Phila., Penna.

Original FRANCE

Hourly

transportation
to the fair

Our doorstep in Philadelphia is the doorstep to
The Fair — at least that's the opinion of distin-
guished travelers who are connoisseurs of comfort
and luxury. Discover for yourself how much more
convenient it is to make your "Fair Headquarters"
away from the rush and hustle — at

SIpcfay

niTTENHOUSE RQUAHE

.4rthur T Hurra), HiinoilliK (llrrclnr

I' H I I * n h I P H I A

U. S. NAVY YARD
Boston, Mass.

NEW CONSTRUCTION:

DD425. Madison, 1600-ton destroyer.
Launched October 20, 19?9; completion date
September 2. 1940.

DD426. Lansdale, 1600-ton destroyer.
Launched October 20, 19J9; completion date
November 1, 1940.

DD433, Gwin, 1600-ton destroyer.
Launched May 25, 1940; completion date
March 1, 1941.

DD434, Meredith, 1600 - ton destroyer.
Launched April 24, 1940; completion date
May 1, 1941.

DD441, Wilkes, 1600 - ton destroyer.
Launched May 51, 1940; completion date
July 1, 1941.

DD442. Nicholson, 1600-ton destroyer.
Launched May 31, 1940; completion date
September 1. 1941.

DD461, 1600-ton destroyer. Completion
date February 12, 1942.

DD462, 1600-ton destroyer. Completion
date .^F"! 1-- 1^42.

DD472, 1600-ton destroyer. Completion
date March 1, 1943.

DD473, 1600-ton destroyer. Completion
date May 1, 1943.

DD474, 1600-ton destroyer. Completion
date July 1, 1943.

DD475. 1600-ton destroyer. Completion
date September 1, 1943.

DD476, 1600-ton destroyer. Completion
date January 1, 1943.

AVP21, Humboldt, seaplane tender. Com-
pletion date October 12, 1941.

AVP22, Matagorda, seaplane tender. Com-
pletion date December 12, 1941.

YP258, covered lighter. Launched August
9, I940;completion date September 1, 1940.

YSDll, seaplane wrecking derrick.
Launched July 22, 1940; completion date
November !.■>, 1940.

YSD20, seaplane wrecking derrick. Com-
pletion date May 1. 1941.

YSD22, seaplane wrecking derrick. Com-
pletion date January 1, 1941.

YSD23, seaplane wrecking derrick. Com-
pletion date March 1, 1941.

BROOKLYN NAVY YARD
Brooklyn, N. Y.

NEW CONSTRUCTION:

BB 55, North Carolina, battleship; L.B.P
714' 0", beam to outside armor 108' 0",
std. displ. 35,000 tons; geared turbine en-
gines; express type boilers. Launched June
13, 1940; contract delivery, September I.
1941; estimated delivery date, October 15,
1941.

BB 61, Iowa, battleship; LOA 880', beam
108'; 4500 tons standard displacement,
geared turbines. Keel laid June 27, 1940.
Contract delivery date August 1, 1943.

BB 63, Missouri, battleship; LOA 880',
beam 108', 4500 tons standard displacement;
geared turbines. Order placed June 12,
1940.

805 H.P. engine; for U. S. Navy. Delivery
date September, 1940.

Two 82' diesel tugs each powered with
573-hp F-M engine.

One 90' diesel tug; 805-hp F-M engine.

Two 77' diesel tugs; 450-hp F-M engines.

One 100' diesel tug; 805-hp F-M engine.

Two wooden deck scows for Tri-boro Scow
Co.; 118' X 36' X 10'.

One wooden dry dock section for Bethle-
hem Shipbuilidng Co., Brooklyn.

DEFOE BOAT & MOTOR WORKS

Bay Citv. Mich.
NEW CONSTRUCTION:
Hull No. 167, Sub-chaser, PC-452, length
174', for U. S. Navy. Keel laid March 14,
1940.

Hulls Nos. 168-170 (YT145-YT148),
three 100' harbor tugs for U. S. Navy.

IRA S. BUSHEY & SONS, INC.
Foot of Court Street
Brooklyn, N. Y.
NEW CONSTRUCTION:
Steel tug 90 X 23 X 10 ; Fairbanks Morse

THE DRAVO CORPORATION

Er:gineering Works Division
Pittsburgh. P.T.. and Wilmington, Del.
NEW CONSTRUCTION:
Hull No. 1659. one welded steel oil bartje
148' X 38' X 9' for Pacific Dry Dock fe? Re
pair Co., San Francisco, Calif.; 426 cross
tons.

Hull No. 1678, one caisson for Panama
Canal Bureau of Yards and Dock.s, Navy
Dcpt.. Washington, D. C; 1598 gro.ss tons.
Hull No. 1689, one 760-H.P. twin screw
diesel towboat 135' x 27' x 11' 9" for Key-
stone Sand Division, Dravo Corp.; 290 gross
tons.

Hulls Nos. 1695-1701, seven welded steel
car floats 250' x 34' x 9' 1" for Pennsylvania
R.R.: 4 158 gross tons.

Hulls Nos. 1710-1711, two tvpe W-7
welded coal barges 175' x 26' x 10' 8" for
stock: 943 gross tons.

Hull No. 1712, one 760-H.P. twin screw
diesel towboat hull 135' x 27' x 11' 9" for
Semet Solvay Company: 290 gross tons.

Hulls Nos. 1729-1735, seven tvpe W.7
welded bulk cargo barges 175' x 26' x 10' 8"
for stock: 3 304 gross tons.

Hull No. 1736, one welded steel oil fuel
storage barge for Brooklyn Edison Co.; 375
gross tons.

Hulls Nos. 1740-1749, ten type W-7
welded coal barges 175' x 26' x 10' 8" for
stock: 4720 gross tons.

Hull No. 1750, one 1300-hp twin screw
diesel towtoat 176' x 36' x 10' for stock; 590
gro.ss tons.

Hull No. 1751, 760 H.P. twin screw die-
sel towboat 145' X 26' x 8' for stock; 318
gross tons.

Hulls Nos. 1752-1756. five welded steel
gasoline barges 195' x 3 5' x 9'9" for stock:
2990 gross tons.

Hulls Nos. 1757-1759, three welded coal
barges 134' x 34' x 17' for M. 6? J. Tracy,
Inc., New York City: 2 301 gross tons.

Hulls Nos. 1760-1767, eight welded sand
and gravel barges, deck type, 130' x 34' x
10', for Warner Co., Philadelphia, Pa.; 3616
gross tons.

displacement 1475 tons; launched March 27,
1940; delivered August 27, 1940.

Hull No. 39 Gar (SS206); standard dis-
placement 1475 tons: keel laid December 27,
1939.

Hull No. 40 Grampus (SS207); standard
displacement 1475 tons; keel laid February
14, 1940.

Hull No. 41 Grayback (SS208); standard
displacement 1475 tons; keel laid April 3,
1940.

Hull No. 42, Mackerel (SS204); standard
displacement 800 tons; keel laid October 6,
1939.

THE FEDERAL SHIPBUILDING
AND DRY DOCK COMPANY

Kearny, N. J.

NEW CONSTRUCTION:

Hull No. 161, Keamy, torpedo boat de-
stroyer for the United States Navy. Launched
March 9, 1940; delivered September 12,
1940.

Hulls Nos. 166, Howell Lykes; and 167;
two C-3 cargo vessels for U. S. Maritime
Commission. No. 166 launched July 13,
1940; delivered September 9, 1940.

Hulls Nos. 168-169, CL51, Atlanta, and
CL52, Juneau, two 6000 ton cruisers for
U. S. Navy. Keels laid April 22 and May 27,
1940.

Hulls Nos. 170, Edison, and 171, Ericsson,
two torpedo boat destroyers for the United
States Navy. Keels laid March 18, 1940.

Hulls Nos. 172, Joseph Lykes; 173-176,
five C-1 cargo vessels for U. S. Maritime
Commission. Keels laid, Nos. 174-175, June
6, 1940; No. 176, August 12, 1940; Launch-
ing date, No. 172, August 3, 1940; No. 173,
October 5, 1940.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

Hulls Nos. 187-188, two C-3 cargo ships
for Matson Navigation Co.

Hull No. 189, one tanker for Pan Ameri-
can Petroleum and Transport Co.; 13,000
dwt. tons.

Hulls Nos. 190-193, four tankers for Sin-
clair Refining Co.; 15,000 dwt.

Hulls Nos. 194-197, four destroyers for
U. S. Navy.

Hulls Nos. 198-203, six destroyers for U.
S. Navy.

Hulls Nos. 204-205, two destroyers for
U. S. Navy.

GULFPORT BOILER & WELDING

WORKS, INC.

P. O. Box 1179

Port Arthur, Texas

NEW CONSTRUCTION:

Hull No. 153, tugboat for General Motors
Corp. 100' X 24' x 12' 4"; 1000 shp CM.
diesel and auxiliary.

Hull No. 157, tugboat. 70' x 18' x 10' 3";
400 hp Atlas diesel and auxiliary.

Drill barge for W. T. Burton Co., Sulphur,
La. 118' x 44' X 16' hull with superstructure.

ELECTRIC BOAT CO.
Groton, Conn.

NEW CONSTRUCTION:

Hull No. 37, Thresher (SS200); standard

THE INGALLS SHIPBUILDING CORP.
Yards: Pascagoula, Miss.; and Decatur, Ala.

NEW CONSTRUCTION:

Hulls Nos. 253 to 256, four C-3 cargo

vessels. Completion dates November, 1940;
and January, March and May, 1941.

Hulls Nos. 265 to 268, four C-3 IN pas-
senger and cargo vessels for U. S. Lines. De-

I' A C I K I (; M A R I N K R E V 1 K W

October, 1940

PACIFIC MARINE REVIEW

TOUMEY

Representing
BENDIX AVIATION CORPORATION

Successors fo

CHAS. CORY CORPORATION

Signaling, Communieafing and Lighting Equipment

PNEUMERCATOR CORPORATION (N.w Yorl)

Gauges: Liquid Level, Ships Draft, Pressure,

Boiler Water Level

PLANT MILLS DIRECTION INDICATOR

AND ENGINEERS ALARM

GArfield8l02 SAN FRANCISCO 1 15-1 17 S+euart S+.

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING .... POWER BOAT EQUIPMENT . . . .
SOUND POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

THE

IDEAL TAFFRAIL LOG

j^ Walker's
£} "CHERUB" LOG
yy (Mark III)

jM Walker's Ship- Logs
Hj^^ measure the Trade
WT Routes of the World

^^^

g^_. 0/ all Nautical Instrumenl Ue

ahrs

^

Thos.WalkerI& Son, Ud..

S8. O.ford Strfrl,*-4^Birmlnrhim. Enp.

Pacific
Marine Review

. . your direct line to the
Pacific Coast

Shibuiiding
Market!

SAVE TIME and MONEY

Speed up loading and un-
loading with Cliiksan Ball-
Bearing Swing Joints and
Dock Risers. Pressure and
vacuum light. Turn easily in
all weather. Never require
tightening or adjustment.
5 styles; 4" and 6" sizes in
malleable iron; i" to 10"
sizes in steel.

DiSTRIBUTKD BY CrANF Co.

CHIKSANTOOLCO.iri^^w^^

T. S. Neii-son, President

D. S. Neilson, Vice-l'res.

Berkeley
Steel Construction Co., Inc.

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Specification to Lloyds, American Bureau of Shipping
or A.S.M.E.

Second and Camelia Sts. - - - Berkeley, California
Phones BErkeley 1662-34-5

Contributing to your overhead economies!

PLYMOUTH

KO* *■ • • • offers longer life

mf Xl • • • offers longer life
'■'SvoT'N ^^^ greater depend-

''■^i^Ni-^ ability in hard service
because of its unsur-
passable QUALITY

PLYMOUTH CORDAGE COMPANY

NORTH PLYMOUTH • MASS

H

In tube cleaners as in every-
thing else, nothing takes the
place of experience.

ELLIOTT COMPANY

LAGONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

F«cfory Sales and Service Meinteined

813 RIALTO BLDG.. SAN FRANCISCO

Phone SUHer 5213

Los Angeles, 1732 E. 7«li Sf. Seettle, Wn., 414 Vane* BIdg.

livery dates March 15, April 15, June 15 and
August 1, 1941.

Hull No. 274, river towboat for Socony-
Vacuum Oil Co., N. Y., N. Y. 147' x 35'
X 7' 6". Estimated completion date, Septem-
ber 1, 1940.

One oil tanker for Husky Transit Corp.,
Minneapolis, Minn.; 235' x 35' x 14'. Esti-
mated completion date January 3, 1941.

One derrick barge for Dunbar & Sullivan
Dredging Co., Detroit, Mich.; 100' x 43' x
10'. Estimated completion date November 1,
1940.

Three steam turbine vessels for American-
South African Lines; 492' long, 69' 6" beam;
9500 shp; 18,000 tons dis.; 19 knots speed.

MANITOWOC SHIP BUILDING CO.

Manitowoc, Wis.

NEW CONSTRUCTION:

One steel twin screw carferry, 406' x 57'
X 23.5'. Approximate dates, launching date,
September 18, 1940; delivery date, January
4, 1941.

One steel twin screw diesel towboat,
140' x 35' x 8' 6". Delivery date, Novem-
ber, 1940.

THE MARYLAND DRYDOCK CO.

Baltimore, Md.
DRYDOCK AND ROUTINE REPAIRS:
Tender Beech. Deer Lodge, West Celeron.

JOHN H. MATHIS CO.

Camden. N. J.

NEW CONSTRUCTION:

Four anti-submarine net tenders for U. S.
Navy.

One bulk carrier tanker 265' long for
Thos. Bowes, N. A.

DRYDOCK AND ROUTINE REPAIRS:

U. S. N. Tug.

NEWPORT NEWS SHIPBUILDING &:
DRYDOCK CO.

Newport News, Va.

NEW CONSTRUCTION:

Hull No. 372, Esso Columbia, oil tanker
for Standard Oil Company of New Jersey;
gross tonnage about 11,500 tons; L.B.P.
525', breadth molded 75', depth molded
39 '. Keel laid February 5, 1940; launched
September 18, 1940.

Hull No. 378, battleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379, 380, 381, 382, 383 and
584, six single screw combination passenger
and cargo vessels for U. S. Maritime Com-
mission; length 465', breadth 69' 6", depth
42' 6", gross tonnage about 9100 tons. Keels
laid. No. 381, December 26, 1939; No. 382,
February 5, 1940; No. 383, June 10, 1940;
No. 384, August 12, 1940. Launching dates,
No. 379, June 7, 1940: No. 380, August 7,
1940; No. 381, October 4, 1940.

Hull No. 385, aircraft carrier No. 8,
Hornet, for U. S. Navy. Keel laid September
25, 1939.

Hull No. 386, single screw combination
passenger and cargo vessel for U. S. Mari-
time Commission; length 465', breadth 69'
6", depth 42' 6"; gross tonnage about 9100
tons. Delivery date May, 1941.

Hulls Nos. 387-388, two single-screw
cargo vessels for Matson Navigation Co.

Length 465', breadth 69' 6", depth 42' 6";
gross tonnage about 7,700. Keel laid. No.
387, August 12, 1940. Delivery dates May
25 and July 1, 1941.

Hull No. 389, one single-screw cargo ves-
sel for International Freighting Corp., Inc.
Length 435', breadth 63', depth 40' 6";
gross tonnage about 8,000. Delivery date Au-
gust 1, 1941.

Hulls Nos. 390-391, (CL62-CL63), two
light cruisers for U. S. Navy.

Hulls Nos. 392-394 (CV9-CV11), three
aircraft carriers for U. S. Navy.

Hulls Nos. 395-398 (CV12-CV15), four
aircraft carriers for U. S. Navy.

Hulls Nos. 399-400 (CL80-CL81), two
light cruisers for U. S. Navy.

THE NEW YORK SHIPBUILDING
CORPORATION

Camden, N. J.

NEW CONSTRUCTION:

AV4, Curtiss, seaplane tender for U. S.
Navy; launched April 20, 1940.

AV5, Albemarle, seaplane tender for U. S.
Navy; keel laid June 12, 1939.

BB57, South Dakota, battleship for U. S.
Navy. Keel laid July 5, 1939.

AR5, Vulcan, repair ship for U. S. Navy.
Keel laid December 26, 1939.

CL55, Cleveland, and CL56, Coliunbia.
two cruisers for U. S. Navy; order placed
March 23, 1940.

CL57 and CL58, two cruisers for U. S.
Navy. Order placed June 12, 1940.

AV7, Currituck, seaplane tender for U. S.
Navy.

CL59-CL61, three cruisers for U. S. Navy.

U. S. NAVY YARD
Portsmouth, N. H.
NEW CONSTRUCTION:
Submarines SS201, Triton; SS202, Trout;
SS209, Grayling, SS210, Grenadier; SS205,
Marlin; SS228, SS229, SS230, SS231,
SS232, SS233, SS234, SS235.

THE PUSEY & JONES CORP.
Wilmington, Del.

NEW CONSTRUCTION:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp.; 1600 gross
tons; 300' x 65' x 20'; steam Una-Flow pro-
pulsion; 3600 H.P.; 16-knots speed; cost
$1,000,000. Launching date September 16,
1940; delivery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U, S. Maritime Commission; 5000
gross tons; 413' x 60' x 37' 6"; turbine pro-
pulsion; 4000 H.P.; 14-knots speed; cost
$1,928,000. Launching date November 1,
1940; delivery dates January and March,
1941, respectively.

Hull No. 1079, tug for Long Island R.R.
Co.; 105' X 24' X 12' 11"; 210 gross tons;
Una-Flow steam machinery; 800 S.H.P.; 11
knots speed. Launching date October 15,
1940; delivery date December, 1940.

Hulls Nos. 1080-1081, two automobile and
passenger ferries for Delaware-New Jersey
Ferry Co.; 206' x 65' x 16'; 750 gross tons;
Una-Flow steam machinery; 1400 S.H.P.; 15
m.p.h. speed. Launching date December,
1940; delivery date 1941.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.

NEW CONSTRUCTION:
Hulls Nos. 186-189, four C-3 single screw
combination passenger and cargo vessels

465' X 69' 6" X 42' 6"; diesel propelled;
equipped with Sun-Doxford engines. De-
livery dates May, July, August and October,
1941.

Hull No. 193, one tanker for Standard
Oil Co. of Calif.; 375' x 57' x 29'; 7,000
dwt. tons. Delivery date March, 1941.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co. of N. J.; 18,000 dwt. De-
livery dates March and June, 1941.

Hull No. 196, one tanker for Sun Oil
Co.; 18,000 tons. Delivery date December 1,
1940.

Hull No. 198, one tanker for Texas Co.;
13,785 tons. Delivery date July, 1941.

Hulls Nos. 199-206, eight cargo vessels
for U. S. Maritime Commission: 7,500 tons.
Delivery dates June, August, October, De-
cember, 1941; January, March, May, July,
1942.

Hull No. 207, diesel tanker for Panama
Transport Co.; 18,000 dwt. Delivery date
August, 1941.

Hulls Nos. 208-210, three tankers for
Petroleum Shipping Co.; 16,400 dwt.; steam
turbine. Delivery dates October, Decem-
ber, 1941; February, 1942.

Hull No. 211, tanker for Atlantic Refin-
ing Co.; 19,400 tons. Delivery date Au-
gust, 1941.

Hull No. 212, tanker for Sun Oil Co.;
18,000 tons. Delivery date June, 1941.

Hulls Nos. 213-215, three tankers for
Panama Transport Co.; 18,000 tons; steam
turbine. Delivery dates June, November,
1943; September, 1942.

Hulls Nos. 216-220, five diesel tankers for
Panama Transport Co.; 18,000 dwt. Deliv-
ery dates March, June, September, 1943;
April, September, 1944.

Hulls Nos. 221-222, two tankers for Key-
stone Tankship Corp.; 16,400 tons; steam
turbine. Delivery dates June and July, 1942.

Hulls Nos. 223-225, three 16-knot tankers
for The Texas Co.; single screw steam tur-
bine; 13,285 tons dwt. Delivery dates Au-
gust, September, October, 1942.

Hulls Nos. 226-228, three tankers for Key-
stone Tankship Corp.; 16,400 tons; steam
turbine. Delivery dates November, 1942;
January, February, 1943.

Hull No. 229, tanker for Atlantic Refin-
ing Co.; 19,400 tons.

TAMPA SHIPBUILDING 8C

ENGINEERING CO.

P. O. Box 1838

Tampa, Fla.

NEW CONSTRUCTION:

Hulls Nos. 34-36, three C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons; diesel pow-
ered.

Hulls Nos. 37-40, four C-2 type cargo
vessels for U. S. Maritime Commission; 459'
X 63' X 31' 6"; 9291 dwt. tons.

PACIFIC MARINE R K V I F, W

^RCIFIC
TlARinE

review

Sfueedtf A ecu li<uutd tUe WaM jHu^e/i

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INTEGRITY

Another bidden plin talue bchim
Tubbs and Portland Marine Rope

: WJiAjI'-^tjiP^''

When you buy a product such as rope — upon
which often depends the safety of life and cargo
— you purchase more than mere equipment.
You purchase in addition that most important
of all hidden plus values — the integrity of the
manufacturer.

Tubbs and Portland Cordage Companies are
proud of the background of generations of
rope making achievement that stands behind
their product. It is this background of integ-
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^ /'"ftirpx^l. '

Oiiicial Organ

Pacific American
Steamship Association

•
Shipowners Association
of the Pacific Coast

PACIFIC

mnnine
Review

Contents - IVo^ember, 1940

Editorial Comment 2 5

Pacific Coast Shipping Notes 26

Southern California Shipbuilding 28

Los Angeles Shipbuilding and Dry Dock Company Prepares

for Large Ship Construction Program 30

Consolidated Steel Corporation 34

River's Finest 38

Towboat St. Paul Socony

Steady As You Go! 42

By "The Skipper"

Your Problems Ans-wered 45

By "The Chief"

Pacific Northwest Marine Review 48

Latex Tile Binder Saves Weight on S. S. America 51

On the Ways 52

Latest News from American Shipyards

Fire Protection and Good Housekeeping — Ste^vard's

Department 5 5

Progress in American Shipyards 68

Miscellaneous: Deck Officers' Licenses for September, 42; Engineers'
Licenses for September, 47; Tremendous Expansion for Turbine
Plant, 47; Vibro-Insulator Application, 47; Literature of the In-
dustry, SO, 56, 62, 74; "Utilitruc" Piles Up the Sacks, 56; Patriotic
Slogan, 56; Magnetic Brakes for Marine Service, 64; Automatic
Emergency Generating Plants, 64; Synthetic Tubing for Hard Serv-
ices, 64; A New Insulation, 64; Wear-Resistant Ball Joints for
Dredge Lines, 66; Light-Weight Sound-Level Meter, 66; Ultra H. F.
Transmitter-Receiver, 74; Radio Interference Filter, 74.

PUBLISHED AT 500 SANSOME STREET.... SAN FRANCISCO

Entered as second class matter June 20, 1913, at the post office, San Francisco, under the Act of March .3, 1879, Published on the 1st of each month.

.Advertising and editorial forms close on the 15th. Subscription price, one year: Domestic, $l..'iO; foreign, S2..'iO; two years: Domestic, $2.50;

foreign, $4.00; three years: Domestic, $3.00; foreign, S.'J.SO; single copies, 25c. New York Office, Rooms 202-203. 170 Broadway; Telephone

COrdlandt 7-3579. Los .Angeles Office: 816 West 5th Street; Telephone Michigan 1680.

In New York City copies of Pacific Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash, 17 Battery
Place; Philip Mandara, Greenwich Street and Battery Place. In Washington, D. C, at the news stand of the Carlton Hotel, ibth and K Streets.

4 ^

J. S. Hines B. N. DeRochie Paul Faulkner Alexander J. Dickie F. Dryden Moore

President and Publisher Assistant Publisher Advertising Manager Editor Assistant Editor

18

PACIFIC MARINE REVIEW

November • 1940

MOTOR-GENERATOR SETS

for PREPAREDNESS

These special purpose Diehl Motor-Generator Sets, forerun-
ners of many more to follow, are on the way to take their
place in the ranks of equipment for national preparedness.
They typify, in general, industry's ability to supply needed
apparatus for the defense of the nation. Specifically, they
typify the exceptional facilities in the Diehl organization
for the efficient development of electric motor and ventilat-
ing equipment with unusual design or operating features.

DIEHL MANUFACTURING COMPANY, Elizabethport, N. J.
Electrical Division of THE SINGER MANUFACTURING CO.

THOMAS A. SHORT

575 HOWARD STREET

SAN FRANCISCO, CALIF.

VOLUME 37
No. 11

PACIFIC
mflRIDE

Review

NOVEMBER
1940

The backlog of orders for naval and mercantile
vessels to be built in Pacific Coast shipyards is now
well over $750,000,000. Nearly $600,000,000 of this
is due to National Defense measures, and is for naval
use and under naval supervision.

This huge program means that during the next
five years the shipbuilding centers of the Pacific
Coast will be dispensing wages of approximately
$350,000,000 above their normal pay roll of the past
two years. It means also large increase in employ-
ment in general business and in the industries cater-
ing to the needs of shipbuilding.

While this is an emergency boom, it is superim-
posed on large natural demands for replacement
tonnage. This natural demand must yield priority to
National Defense measures, but in the meantime the
need for replacement is being intensified as the satis-
faction thereof is being deferred. This intensifica-
tion process is now getting quite a boost from the
Navy through the buying up of new and old mer-
chant tonnage for naval auxiliary purposes. Every
ship so purchased means reconditioning and altera-
tion work for shipyards, and means probably the
building of more new commercial tonnage at the end
of the National Defense emergency building.

In other words, all signs point to a long period of
prosperity for American shipyards and the indus-
tries that produce the machinery, equipment and
materials for ships.

The Secretary of the Navy, recognizing the need
for speed in the National Defense program, has
authorized the allocation of some $96,000,000 of
Federal funds in the expansion of existing shipyard
plant. Of this total, some $20,000,000 is said to be
allocated to Pacific Coast shipyards.

Three new shipyards are definitely under way.
These are: the new Seattle-Tacoma Shipbuilding
Corporation destroyer-building plant on Harbor
Island, Seattle, alongside the Todd-Seattle Dry
Docks, which will cost approximately $5,000,000;
the new plant of the San Francisco Yard of the
Union Plant of the Bethlehem Steel Company Ship-

building Division, which for site, structures and
equipment will cost $10,130,000; and the new plant
of the Southern California Shipbuilding Company
on Terminal Island, Long Beach, cost of which has
not been announced.

In addition to the above new yards, there are:
being revived at a cost of $2,756,000 the San Pedro
Works, Bethlehem Steel Company Shipbuilding
Division, which has an order for six destroyers; and
the yard of the Los Angeles Shipbuilding and Dry
Dock Company.

The active shipyard capacity of the Pacific Coast
is being more than doubled in the expansion projects
now under way.

Maritime Commission chairman Emory S. Land,
Rear Admiral, U. S. N. (Ret.), recently sent the
following message to the Marine Section of the
National Safety Council Convention, which met in
Chicago on Monday, October 7 :

"/ am very pleased to greet the members of the
Marine Section of the National Safety Council in
convention, and to congratulate them upon the excel-
lence of their program and upon the marked im-
provements in safety aboard ship which have been
made during the past few years as a result of their
activities.

"Increasing safety on shipboard has been, ever
since the founding of the Maritime Commission, one
of the primary aims of my colleagues and myself. I
think it can safely be said that as a result of the work
of our technical experts in ship design and equip-
ment, Commission-designed vessels are today the
safest in the world.

"That this increase in the safety factor of Amer-
ica's merchant marine has been achieved at insignifi-
cant increases in the costs of construction and opera-
tion of our ships is a tribute to the efficiency and the
truly .American ingeniousness of our shipbuilders and
operators, as well as to the scientific standards of our
designers.

Tacific Coast

SUltifiUu^ and

Some Notes on the Doings of Ship Operators
and of Maritime Organizations

San Francisco

Marine Exchange Committees

The Marine Exchange of the San Fran-
cisco Chamber of Commerce is, through
strong committees, keeping careful watch
over legislation and regulations affecting
Pacific Coast shipping. These committees
carry on their duties with quiet efficiency,
and occasionally make reports of progress.
During the past month two interesting
bulletins have been issued by the Ex-
change, each of which deals with the re-
cent work of one of these committees.

First we hear from the "Dangerous
Commodities Committee," a group whose
duty is a very serious one under the pres-
ent international situation.
Dangerous Commodities Committee

This committee is composed of:
Bert D. Robertson (chairman). Standard

Oil Co. of California.
C. E. Dole, General Petroleum Corp.
W. B. Gribble, W. P. Fuller Co.

F. M. Jacobs, Union Oil Co.

J. \V. Jory, Marine Board of Under-
writers.

W. M. Minor, Joint Conference Commit-
tee.

Roy S. Xorlon, Shell Oil Co.

C. A. Reali, General Steamship Corp.

G. J. Schlenkel, J. A. McXear Co.

A. E. Stow, American Hawaiian S. S. Co.
J. R. Wagner, .American President Lines.
G. F. Williams, Grace Line.
A. L. Wise, Kerr S. S. Co., Inc.

This representative group is at present
interested in House Resolution 7357, the
"Dangerous Cargo Act," which, after
many alterations by Congress, following
its introduction, was signed by the Presi-
ident on October 9, 1940.

It is an enabling act, giving the Bureau
of Marine Inspection and Navigation of
the Department of Commerce authority
to enforce certain provisions contained in

the .Act, as well as detailed regulations to
be prepared by the Bureau.

The .Act itself will go into effect on .April
9, 1941. The initial detailed regulations,
in accordance with the .Act, shall be pro-
mulgated within ninety days of the sign-
ing of the -Act; that is, within ninety days
of October 9, 1940.

The Dangerous Cargo Committee of
the Marine Exchange has asked the Bu-
reau of Marine Inspection and Navigation
to send it copies of the proposed regula-
tions as soon as they are available. The
committee will make a thorough study of
these regulations on their receipt from
the Bureau, and report its findings to
members of the Exchange.

The Customs Committee

The other committee is that charged
with the study of customs legislation,
rules and regulations. This committee in-
cludes:

R. C. Robinson, Chairman, Harper-
Robinson Co.

Ray Demora, Interocean S. S. Corp.

Capt. E. N. W. Hunter, Matson Nav-
igation Co.

D. Lindstedt, Balfour-Guthrie & Co.

E. J. Judge, Grace Line.

M. J. McCarthy, Stanton & Berry.
W. M. Minor, Pacific Foreign Trade

S. S. .Association.
Bert D. Robertson, Standard Oil Co.

of California.
R. S. Van Duyne, Thornley & Pitt.
Capt. L. H. Westdahl, .American Pres-
ident Lines.
John P. Williams, Pacific .American

Shipowners .Association.

This committee is new. It fulfills a very

important function in the maritime life of

the port. From the text of the bulletin, we

gather that the committee is quietly as-

suming full responsibility for its function,
and is getting results. The text of the
bulletin follows:
Twenty-foiir-Hour Customs Service

The committee first met in June oj this
year upon receipt of a notice from the
Collector oj Customs that the long-estab-
lished twenty-jour-hour service jar the
boarding oj incoming vessels by customs
officers was to be discontinued.

The committee decided to protest the
change, and called on the collector to col-
laborate with it in arriving at a method
by which the service could be continued.
Through the cooperation oj the collector
and his staff, the notice was rescinded.
The service is not only being maintained
as theretojore, but has been improved.
Immigration Retains Downtown Office

Recently the members oj the Marine
Exchange learned that the Immigration
and Naturalization Service planned to
move its entire jorce, including officers
temporarily quartered in the Customs
House, to the jormer Salvation Army
Training College Building at 801 Silver
.1 venue, in the southern part oj the city.
The committee convened to discuss the
resulting inconvenience that would jollow
the move, and subsequently met with the
District Director oj the Immigration and
Naturalization Service to review the mat-
ter. The Director assures us that he will
retain an office in Room 107 oj the Cus-
toms House jor the purpose oj handling
all tvpes oj inquiries, as well as the hand-
ling oj applications jor reentry permits,
seamen's identification certificates, exten-
sions oj stay, the receiving oj reports re-
quired to he filed by steamship companies,
including changes in crew and passenger
lists and the supplying oj jorms.

The committee decided that in view oj
the retention oj an office in the Customs
House, it would not protest the temporary
location oj the staff oj the Service at Silver
Avenue, where it will remain jor about
two years. Thereajter the Service will be

26

PACIFIC MARINE REVIEW

Pant AciliHii^i

located in the new appraisers building on
Sansome Street, where the old building is
now being demolished.

Other Committee Activities

( 1 ) The committee has now undertaken
the securing of continuous twenty-jour-
hour service, instead of from sunrise to
sunset, from the Bureau of Entomology
and Plant Quarantine .

(2) Removal of the offices of the Ship-
ping Commissioner from the present in-
convenient site in the old Mint Building
to the Customs House.

(3) The locating of the Public Health
Service's Quarantine Station on the San
Francisco waterfront, instead of, as at
present, on .Angel Island, from which
point occasional delays are caused incom-
ing vessels, particularly in foggy weather.

American Mail
Line Expansion

Establishment of an American-flag ship
service from Columbia River ports in
Oregon to the Orient was approved by the
United States Maritime Commission on
October 2.

The new service will be operated by
the American Mail Line, now running
from Puget Sound ports to the Orient.
Regular American-flag service from the
Portland, Oregon, region has not been
available since 1937.

Commission approval was given to a
$20,000,000 program for nine new ships
for the expanded Pacific Northwest-Ori-
ent run of the American Mail Line. Six
Commission -designed C-2 type, ISJ/j-
knot freighters and three Commission-
designed C-I type, 14-knot freighters will
be placed in service.

The first of the new vessels is scheduled
for delivery to the line in January, 1941,
and is expected to be the Cape Alva, C-1
freighter, recently launched by the Se-
attle-Tacoma Shipbuilding Corp. under
the sponsorship of Mrs. John Boettiger of

Seattle. The Cape Alva is the first ocean-
going merchant vessel to be built in the
Pacific Northwest since the World War
period.

All of the nine new ships will be in
service by 1942, replacing the six older
vessels now being used.

The program provides for a minimum
of 32 sailings a year, 12 of which will be
from Columbia River ports and 20 from
Puget Sound ports. Request has been
made to the Commission for the privilege
of returning by way of California ports,
with restricted tvpes of cargo, on monthly
sailings.

Of the C-2 ships scheduled for the line,
three are now building at the Federal
Shipbuilding and Dry Dock Company,
Kearny, New Jersey, and three at the Sun
Shipbuilding and Dry Dock Company,
Chester, Pennsylvania. Of the C-1 ves-
sels, two are building at Seattle-Tacoma
and one at Bethlehem Steel Company,
San Francisco, California.

The formal agreement with the .-Xmeri-
can Mail Line will be e.xecuted in the near
future.

Ocean Dominion
Becomes Alcoa

The Ocean Dominion Steamship Cor-
poration, a subsidiary of the Aluminum
Company of .America, whose New York
service is rendered under the name .Ameri-
can Caribbean Line, will henceforth be
called the .Alcoa Steamship Company.
Harmon Lewis, president of the line, an-
nounced this change in San Francisco,
where Government and line officials as-
sembled for the launching on Friday,
October 4, of the first of a new fleet of
seven ships for the L'nited States Mari-
time Commission and the company. This
first ship was christened Alcoa Pioneer by
Miss Nancy Lewis, daughter of the presi-
dent of the line.

Completion of the seven ships, at a cost

of $17,000,000, will raise the total of the
company's ships flying the American flag
to 21, with a total deadweight tonnage of
162,962, thus bringing the major portion
of the ".Aluminum Line" tonnage into the
United States Merchant Marine. Four of
the new ships are being built at the L'nion
Plant of the Bethlehem Steel Company,
Shipbuilding Division, and will be com-
pleted within the next ten months. The
other three are being built by the Moore
Dry Dock Company, Oakland, California.

The new ships will be pressed into serv-
ice, as soon as they are ready, to help
implement the country's program of build-
ing friendly trade with countries of South
America and the West Indies. The ships,
in addition to bringing in the principal
raw materials for airplanes, bauxite from
South -America, may well figure in na-
tional defense plans in another way, since
included in the ocean points along their
regular routes will be all of the island
naval bases for which the United States
received rights from England recently in
the deal involving SO over-age destroyers.
Ships of the Line will be well fitted to
handle supplies for the .Army and Navy
going out to America's defense bases in
Bermuda, Jamaica, Antigua, St. Lucia,
Trinidad and the Guianas.

These new ships will result in speedier,
more efficient service. The Alcoa Pioneer
and the next three to follow it are to be of
the C-1, steam-propelled, full scantling
type designed by the L'nited States Mari-
time Commission to carry a cargo capac-
ity of 8,047 tons and eight passengers.
The last three will be a modification of the
C-2 cargo and passenger type, and will
carry 38 passengers in addition to cargo.

L'se of the name Ocean Dominion, and
also American Caribbean Line, the latter
now used for the company's New York
service, would probably be dropped short-
ly in favor of the newly-selected name
-Alcoa. The popular designation — "-Alumi-
num Line " — will probably remain, since
the ships are painted with aluminum paint
and look as though they were made of the
metal itself.

NOVEMBER • 1940

27

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George Sutberlandy general manager^ Los
igeles Shipbuilding and Dry Dock Company

As we go to press, word comes that a
Xational Defense contract to build six
seaplane tenders, at an approximate price
of S6,000,000 each, has been allotted to
the Southern California Shipbuilding Cor-
poration. This brings the total U. S. Mari-
time Commission and U. S. N'avy com-
mitments for shipbuilding in the Los
Angeles-Long Beach harbor area to over
$110,000,000.

Included in this program are:

San Pedro Works, Bethlehem Steel
Company, Shipbuilding Division

6 destroyers §48,600,000

For yard improvements 2,756,000

Los Angeles Shipbuilding and Dry
Dock Company

1 Navy fleet' repair ship 16,000,000

For yard improvements 450,000

Consolidated Steel Corporation

4 C-1 cargo steamers 7.560,000

Southern California Shipbuilding
Corporation

6 seaplane tenders 36,000,000

Total shipbuilding and shipvard

building $111,367,000

This huge program of shipbuilding will
employ thousands of men, and will pay
out at least 555,000,000 for salary and
wage accounts in Southern California
during the next four years.

In addition, one Southern California
firm, the Consolidated Steel Corporation,
has been awarded an allocation of twelve
destroyers, to be built at their Orange,
Texas, yard. This yard will be completely
rebuilt for the purpose by a Los Angeles
contracting firm.

In separate articles in this issue, we
treat the Los .Angeles and Long Beach

One Hundred and Ten Million
and Merchant Ships ordered
the Los Angeles Harbor

plants of the Consolidated Steel Corpora-
tion and the San Pedro plant of the Los
Angeles Shipbuilding and Dry Dock Com-
pany. Both of these firms are working in
shipyards that required more or less sim-
ple overhaul and alteration.

The San Pedro Works of Bethlehem
has for sixteen or seventeen years con-
fined its efforts exclusively to ship repair,
and the shipbuilding part of the plant has
to be recreated de novo.

The Southern California Shipbuilding
Corporation is a new firm, and is building
a new shipyard.

Southern California Shipbuilding
Corporation

This firm holds a 90-acre shipyard site
at the east end of Terminal Island and
facing the west side of the Long Beach
inner harbor entrance channel. Here a
shipyard has been laid out, and a large
crew is working to lay the foundations for
shipbuilding ways and shipyard shops so
that the firm will be ready in a few weeks
to start construction on its first ship.

The site is ideal in many ways. There
is a long deep-water frontage, with ample
width of deep and comparatively clear
water for launching. The foundation is
good at comparatively shallow depth.

Large financial and contracting inter-
ests of Los Angeles are said to be backing
this corporation, and it is claimed that
their plans for the shipyard are some-
what ahead of any existing Pacific Coast
ship-construction plant in convenience of
arrangement, efficiency of material han-
dling and scope of welding assembly fa-
cilities.

The Xavy shipbuilding allocations to
Southern California are all under the di-
rection of the Xaval Supervisor of Ship-

building for the district. Captain H. S.
Jeans. On all of the shipyard improvement
projects for which the U. S. Navy is mak-
ing a grant of cash, there is also complete
supervision, both of the actual work and
of publicity thereon.

Bethlehem San Pedro Works

The San Pedro Works of the Union
Plant of the Shipbuilding Division of the
Bethlehem Steel Company occupies a
strategic position on the east side and near
the outer entrance to the main channel of
Los -Angeles Inner Harbor. This plant,
established as the Southwestern Ship-
building Company early in 1918, has a
long and honorable record as a builder,
repairer and reconditioner of ships.
Twenty-two large seagoing steel cargo
ships, with an aggregate gross measure-
ment of over 130,000 tons, were built and
engined here during the first four years of
the life of this yard.

In 1922 the plant was absorbed by the
Bethlehem Shipbuilding Corporation and
made over into an efficient repair and re-
conditioning yard. Fitted with an excel-
lent sectional floating drydock, and hav-
ing ample outfitting wharves and facilities
for heavy lifts, it has enjoyed a large share
of the ship repair and overhaul work at
Los .Angeles harbor. This repair work has
enabled the yard to maintain a technical
organization and a very considerable
skilled personnel.

The September, 1940, National De-
fense work allocations brought to the San
Pedro Works of the Shipbuilding Division
of Bethlehem Steel Company an award of
six torpedo boat destroyers at a total price
said to be over $48,000,000. The plans for
construction of the six ships call for the
installation of two building ways and two

28

PACIFIC MARINE REVIEW

SMfLM4MU4^ P^jOKf/iajn

Dollars Worth of Naval
from the Yards of
District

<.

finger wharves for outfitting docks. In
connection with these ways and docks,
cranes and other equipment for handling
materials will be installed.

A rearrangement and modernization of
the entire plant is now in process. This
includes:

The realignment of all industrial rail-
way trackage within the plant.

The overhauling of existing electric
wiring, hydraulic piping and pneumatic
piping.

The installation of new wiring and pip-
ing, with adequate outlets for welding and
riveting power on welding racks and ways.

Installation of large welding racks.

Purchase and installation of machinery,
welding equipment and riveting equip-
ment for complete fabrication of the hulls.

Rebuilding of administrative offices to
adapt them for U. S. Xavy inspection and
supervision officials.

Alden G. Roach, vice president it
charge of shipbuilding, Consoli-
dated Steel Corporation

Provision of additional locker and sani-
tary accommodation for workmen.

It is estimated that over $1,500,000
will be expended on this work, and that
when the shipbuilding program is in full
swing, the employed force will approxi-
mate 2000 men for four years.

The Bethlehem yard at San Pedro has
the advantage of being able to draw on
Bethlehem's large technical staff for ad-
vice and support. It is part of the large
Union plant, which has always main-

tained a very capable staff of naval archi-
tects and marine engineers, and for sixty
years has been among the leading steel
shipbuilding plants in America.

The two shipbuilding ways to be built
at the San Pedro Works will be perma-
nent ways with steel trestle-supported
crane runways. They will have ample
space on both sides and on the inshore
ends for welded assemblies, and they will
be of sufficient size to take Maritime
Commission cargo ships.

Inboard profile of C-l full-scantling type cargo steamer. Four of these are under construction at the plant of the Consolidated Steel Corporation

NOVEMBER • 1940

29

Jdo^ Aaxielel
Jbn^ 2>ocA Go-.

Plate storage yard and crane. Machine shop is on the left^
mold loft and plate shop on the right

Prepares for Large Ship

Construction Program

With a contract from the U. S. Navy
on its books, and with final and hearty
Supreme Court approval of its reorgani-
zation plans, the Los Angeles Shipbuild-
ing and Dry Dock Company is now fast
getting its yard into splendid condition to
forge ahead on construction.

Located at San Pedro on the south side
of the West Basin of Los Angeles' inner
harbor, this plant comprises some 57
acres of what was formerly known as
Smith's Island. Here, on May 21, 1917,
the then newly-organized firm started to
develop a shipyard. The plans called for a
six-way yard with adequate shops and
facilities to take care of all fabrication
and erection of hull steel, and the machin-
ing, erection and installation of propul-
sion and auxiliary machinery.

During the decade from 1917 to 1927
this Los .-Xngeles yard was a very busy
shipbuilding plant. In that time 40 steel
vessels were built, with an aggregate gross
measure of well over 240.000 tons. During
that decade also, two large passenger lin-
ers were given a complete new interior,
and large numbers of vessels of all classes
were repaired, reconditioned and/or
painted.

A large sectional floating dock capable
of lifting 12,000 tons was installed in the
early days of the plant, and has been
fairly busy during the whole of its history.

During the twenty-three years of its
history, the work at this plant has con-
tributed to Pacific Coast labor and indus-
try over $100,000,000 for wages, pur-
chase of materials, purchase equipment
and payment of taxes and interest. Of the
total amount, over $45,000,000 went to
yard pay rolls.

Most of the shops and facilities are still
in place. The work now under way, there-
fore, is the reconditioning and realignment
of existing plant, and the purchase and in-
stallation of new equipment to adapt this
shipyard for the modern technique in
shipbuilding.

The newly-organized firm has a group
of progressive business and civic leaders
as a Board of Directors to govern its poli-
cies. W. W. Powell heads the company as
chairman of the Board. Other directors
are Robert L. McCourt, Charles H.
Quinn, Harold English, Maynard McFie,
William Simpson and George Larwill. Of
these men, four are or have been directors
of the Los .•\ngeles Chamber of Commerce.
.McCourt, McFie and Simpson are past
presidents of that body, and English is at
present a member of its Board of Directors.

The executives of the firm are: W. W.
J'owell, president; George R. Larwill,
vice president; J. B. Ingoldsby, secretary-
treasurer; and George Sutherland, gen-
eral manager.

\^'hile 1 5 years have passed since a ship
of any considerable size has been built in
this yard, the Los Angeles Shipbuilding
and Dry Dock Company has during those
years been fairly busy on large ship repair
work, and has constantly maintained a
skeleton organization of competent ship-
yard executives. These men, headed by
George Sutherland, the capable general
manager, are now planning and supervis-
ing the operation of remodeling this yard
into a modern, efficient shipbuildingplant.

The mold loft and plate shop were re-
vamped first. The floor of the loft, which
is the ceiling of the plate shop below, was
raised and leveled and a new floor laid on
top of the old floor. This floor is 380 feet
long by 65 feet wide, and provides ample
well-lighted space for laying out full-scale
templets of all hull steel shapes and plates.
The roof girders over the floor are fitted
with racks for templet storage.

The machinery in the plate shop has
been overhauled and rearranged. A large
Jones and Hillis gate shear has been
added, and the 26-foot plate bending rolls
have been lengthened to 32 feet. Furnaces
and bending slabs at the end of the plate
shop are in good condition and will be
used as is. The furnaces are gas-fired. An
ample equipment of hydraulic bulldozers
serves the bending slab.

Two new overhead bridge cranes will

30

PACIFIC MARINE REVIEW

tsi?^

-^

The mold loft at Los Angeles Shipbuilding and Dry Dock Co. yard is 3*5 feet long by 65 feet wide

The machine shop is over 500 feet long, and is equipped uith ample cranes and with machine tools adequate for all shipyard uork

NOVEMBER • 1940

31

The large rolls in the plate shop are M feet long

The bending slab and furnace equipment for shaping frames, beams and other parts of the ship

structure is a very important equipment unit in the shipyard. The Los Angeles Shipbuilding and

Dry Dock Co. bending slab and furnaces, shown here, are adequate for their work

32

PACIFIC MARINE REVIEW

be installed to serve the plate shop for its
entire length. For serving the various plate
and shape fabricating machines, an effi-
cient layout of roller tables has been de-
signed, and is being built in the yard. A
large plate and shape storage yard lies be-
tween the fabrication shop and the ma-
chine shop, and is served for its full length
by a large electric gantry crane with over-
hung ends, which can swing material into
either shop. Ample industrial trackage
serves this yard and the shops on either
side.

The machine shop in this yard is more
than adequate to take care of all demands
that may be made upon it. The building
is over 500 feet long, and is constructed
with a central bay 60 feet wide and hav-
ing for the majority of its length two side
bays each 42 feet wide. All of the large
special machine tools (such as engine
lathes for turning line and tail shafts, and
large planers and boring mills) are being
completely reconditioned. Two 25-ton
overhead cranes serve the entire length of
the central bay. From 1917 to 1924 this
machine shop built the triple expansion
steam engines and most of the auxiliary
machinery for the ships built in the yard.

In the pneumatic power house, the
compressor plant is in very good condi-
tion, having been in constant use. The
wooden house covering these compressors
is to be dismantled and replaced with a
steel structure.

The fabrication shop lies across the in-
shore end of the ways, with ample room
between for welding assemblies. In this
space the industrial tracks have been
taken up and will be relaid in a position to
allow the maximum of open, unobstructed
area for welding racks.

.\t present only the No. 1 way will be
rebuilt. This is to be a permanent struc-
ture with steel erections supporting run-
ways for overhead bridge cranes. These
runways will be 600 feet long with 91
feet gage, which will class this way among
the largest on the Pacific Coast. Two 25-
ton Shaw- Box bridge cranes will be
mounted on these runways. Together,
these cranes will be of ample capacity to
handle any welded assembly or heavy
casting or forging goitig into any ship that
can be built on this way.

Plans for future development at present
contemplate a total of four building ways.
The waterfront on which these ways are
built faces the main channel of the West
Basin of Los .Angeles' inner harbor with a
straight run of at least a half mile in un-
obstructed deep water.

For handling the installation of heavy
machinery on ships, the outfitting dock is
being equipped with a large Whirley crane
mounted on a portable base spanning the
dockside railway tracks. This crane is
being built by the Colby Steel and Engi-
neering Co. of Seattle, and will have a 25-

ton capacity at 50-foot radius to height
of 85 feet above the dock. Light- and
heavy-weight hooks will enable this crane
to handle all loads up to capacity with
efficiency and dispatch.

All the industrial trackage in the yard
is being overhauled and replaced to expe-
dite material handling. .Ml electric light
and power wiring, all pneumatic and hy-
draulic piping, is being reconditioned, and
considerable new heavy wiring is being
installed to take care of welding machines.

Welding machines will be purchased as
required to bring the equipment up to
modern standards. Flame-cutting will be
extensively used. Both hydraulic and
pneumatic riveting will be in use, and
ample provision will be made in both
types of riveters, and for power with
which to operate the same.

The ship which Los .Angeles Shipbuild-
ing and Dry Dock Company has con-
tracted to build for the L'. S. Xavy is a
fleet repair vessel, a sister ship to the
\'ulcan, now under construction at New
York Shipbuilding Company, Camden,
New Jersey.

According to Navy records, these ves-
sels are 530 feet in length by 71 feet beam,
and will be equipped with all the latest
tools and devices to qualify them as float-
ing shops capable of effecting all ordinary
repairs to machinery and equipment on
naval vessels at sea.

Consolidated Steel Corporation Fabricates C-1 Hulls at an
and Erects them in a Water -side Shipyard Filled with

The Consolidated Steel Corporation
was first among Southern California firms
to obtain a shipbuilding contract from the
U. S. Maritime Commission. This firm
has at Maywood, California, one of the
finest steel fabrication plants on the Pa-
cific Coast, and has long enjoyed an
excellent reputation for reliability and
prompt dispatch in the fabrication and
erection of almost every variety of large
steel structural work.

When they entered a bid for four C-1
t\pe U. S. Maritime Commission cargo

steamers, the proposed program of con-
struction was to fabricate and weld large
assemblies of the hull structure at May-
wood and ship them to Long Beach harbor
for erection on the ways at a part of the
Craig Shipbuilding Yard, which had been
leased for this purpose.

Unfortunately, almost from the start of
actual work the shipyard end of this plan
became involved in a jurisdictional dis-
pute between rival union labor factions,
and almost continuously the yard has
been picketed. Under these conditions.

railroad shipment between the fabrication
plant and the yard had to be abandoned,
'and the assembly welding at the May wood
plant confined in weight and size to the
limits imposed by the capacities of avail-
able trucks and highways.

Considering these handicaps, the work
has progressed very well, and Consoli-
dated Steel is now ready to launch its
first hull, the S.S. Cape Mendocino, on the
morning of November 14.

At the Maywood plant the work of
fabrication is done in much the same way

al penpect

0/ the Long Beach yard of Consolidated Steel Corporation, showing arrangement of nays, buildings and fabr
oil well derricks. This picture was taken on October 3

34

PACIFIC MARINE REVIEW

SUd/fxtfo^ ^Uat 9l ^^menent

Inland Steel Plant,
Producing Oil Wells

as in a shipyard. A "mold loft" was con-
structed, which is not a loft, since it is on
the ground level in its separate building.
This, incidentally, is the first mold loft
we have seen so built. The floor is 270
feet by 70 feet and is covered by a steel
building whose sides are largely glazed
sash, giving an abundance of light. Here
templets are developed full size for all
shapes and plates going into the hull.
From these templets the structural mate-
rial is fabricated, carefully marked for
location in the hull and stored ready for
welding assembly and/or delivery to the
shipyard.

Modern methods and machines of all
types are available for fabrication. A large
plate edge-planer served by automatic
roller tables insures exact fit of plate butt
joints. Automatic flame-cutting machines
are used for economical cutting of light-
ening holes in floors and structural steel
bases for machinery, .\mple batteries of
punches and drills prepare the material
for riveted joints. There is generous pro-
vision of all types of welding facilities,
including oxy-acetylene, carbon arc and
automatic Unionmelt-process machines.

At the shipyard, some 18 miles from
the fabricating plant, the organization in-
cludes an inspector's office that carefully
inspects each piece of fabricated material
and each welded assembly to determine if
it is ready for erection in the hull. This
office also cooperates with the fabricating
plant so that proper priority in fabrica-
tion and shipment is given to those pieces
and assemblies for which erection at the
shipyard is imminent.

When the material has been inspected
and checked by the inspectors' office, it is
stored on racks adjacent to the welding
assembly and fabrication yard. This yard
is adjacent to the shipbuilding way. Two
large cranes are available for servicing
the fabrication yard and the shipbuilding

Aerial closc-iip of the Consolidated Steel Corporation shipyard at Long Beach, showing one and a
half C-l hulls on the building ways. Picture taken on October i

NOVEMBER

19 4 0

35

way. One of these is a bridge gantry span-
ning the building way. This gantry is
supported by a steel leg on each side, each
leg running on a ground rail covering the
entire length of the way. The bridge over-
hangs on the inshore end so that its trol-
ley can pick up material spotted along
the inshore side of the way. The other
crane is a \\'hirley type mounted on a
steel portal type tower and spanning the
industrial trackage through the length of
the fabrication yard. These cranes, singly
or in combination, easily handle any
weights required in the erection of the
hulls.

The shipbuilding way in this yard is
arranged for sidewise launching, and is a
continuous concrete sea wall along a chan-
nel having 35 feet of water. The Consoli-
dated Steel Corporation has approximate-
ly 800 feet of this building way, which
enables them to erect simultaneously a
complete C-1 hull and a little over one-
half of another. Thus there are now on the
way the entire hull of an unnamed C-I,
which will be ready to launch on Xovem-
ber 14, and the stern half of another C-1
hull, which will be rushed to completion
immediately on the launching of the first
hull. .Also, as soon as the first hull is out
of the way, the keel will be laid for the
stern half of Xo. 3 hull, and the process
repeated until the four hulls are finished.

Tivo aerial views of the main deck, of the first
C-1 built by the Consolidated Steel Corpora-
tion^ Long Beach, California, These pictures
were taken on September 25, 1940. This hull
is to be launched on November 14

Working under considerable handicap, Con-
solidated has made excellent progress, and in
fabricated storage has a very considerable part
of the hulls of the next two vessels ready for
erection

36

PACIFIC MARINE REVIEW

The C-1 cargo vessels which Consoli-
dated Steel Corporation is building are at
present allocated to the New York and
Cuba Mail Steamship Company. This is
the third allocation since construction of
these hulls began, and each change of
allocation has brought with it changes in
arrangement and details.

Of the C-1 full scantling, steam turbine
drive type, these ships have the character-
istics indicated in the table herewith:

Length overall 416' 0"

Length B.P 395' 0"

Beam molded 60' 0"

Depth molded S. D.. . . 37' 6"

Draft loaded 27' 6"

Height 2nd to S. decks . 9' 6"

Height 3d to 2nd decks . 1 0' 6"

Sea speed, loaded 14 knots

Normal shp 4,000

Normal crew 43

Passenger capacity .... 8

Gross measurement. ... 6,750 tons

Net measurement 4,800 tons

Weight hull steel 2,365 tons

Outfit 767 tons

Engineering 500 tons

Margin 168 tons

Total Built Weight 3,800 tons

Fuel oil 889 tons

Crew and Stores. ... 35 tons

Fresh water 336 tons

Cargo deadweight 7,815 tons

Loaded displacement . . 12,875 tons
Bale cargo capacity. . . .450,146 cu. ft.
The hulls of these C-ls are riveted on
the longitudinal joints of the shell plating.
The ends of shell plating are butt welded,
and practically all interior hull structure
joints are welded.

The ships will be propelled by a single
screw driven through double speed reduc-
tion Westinghouse gears by a Westing-
house cross - compound turbine taking
steam at 450 pounds pressure and 750° F.
temperature from two Babcock & Wilcox
marine type water tube boilers. This com-
bination normally transmits 4,000 shp to
the propeller shaft at 90 rpm speed on
that shaft. On tests, the turbine and the
boilers must show capacity for continuous
operation at 10 per cent above normal
rating, and for 25 per cent above normal
rating for two hours.

Westinghouse Electric and Manufac-
turing Company are supplying: the con-
densers, the electric motors for the deck
machinery and for part of the engine room
auxiliaries, the steam turbine generating
sets, the switchboard, and the control sys-
tems for electric power.

American Hoist and Derrick Company
are supplying the anchor windlass, the

warping capstans and the cargo winches.

The steering mechanism will be a
Lidgerwood electro-hydraulic gear with
the usual provision for manual and auto-
matic control from the pilot house and the
bridge.

Before the launching date, the boilers
will be erected and the turbines and gears
mounted in the ship practically complete.
The boilers in the one half-ship left on the
ways are over 90 per cent erected.

Many welded assemblies of the tank
tops and floors of the bow end of the ship
number two are waiting ready to be lifted
and spotted in place as soon as Hull No. 1
is off the ways.

The Consolidated Steel Corporation
has become so much interested in ship-
building that they recently purchased a
shipyard in Orange, Texas, and have ne-
gotiated with the United States Navy a
contract to build there twelve torpedo
boat destroyers at a total cost said to be
$97,200,000.

Columbia Steel Company is responsible
for the steel castings and large forgings,
and for anchors. The anchor cables are
the famous Naco cast steel stud link
chain, made by the National Malleable
and Steel Castings Co.

The boilers are fitted with: Diamond
soot blowers, Buffalo Forge Company
force draft blowers, Bailey combustion
control, Leslie steam pressure reducing
valves, and Wager CO.^ indicators.

Built into the turbine casing, a Kings-
bury thrust bearing takes the force of the
screw propeller. Pure lubricating oil will
be insured by a Sharpies centrifuge. The
line and propeller shafts were forged by
Bethlehem, and the propeller shaft bronze

sleeve was cast by Sandusky Foundry and
Machine Co. The engine room telegraph
and the intercommunication system is by
Bendix. Most of the pumps are by Worth-
ington, driven by General Electric motors.
Refrigeration machinery is being sup-
plied by the York Ice Machinery Co., and
insulation both for living quarters and for
the stores and cargo refrigerated spaces
will be by the Cork Insulation Company.

Fans for the ventilation system are sup-
plied by the B. F. Sturtevant Co., air
ports by the Torrey Roller Bushing
Works, and windows by the Kearfott En-
gineering Co.

The fire extinguishing system is by the
C-O-Two Fire Equipment Co. All the
furniture will be of incombustible mate-
rial, and will be supplied by the General
Fireproofing Co. All joiner work is of
metal fashioned by the Martin-Parry Cor-
poration. The linen and bedding will be
furnished by Jas. McCutcheon and Co.
All galley equipment and tableware will
be supplied by the Dohrmann Hotel Sup-
ply Co.

Navigating and safety equipment in-
cludes: Compasses and electric sounding
machine by the A. Lietz Co.; radio and
radio direction finder by the Radiomarine
Corporation of America ; master gyro com-
pass repeaters, gyro pilot and course re-
corder by Sperry Gyroscope Co.: emer-
gency diesel generating set by Buda;
Fathometer echo sounding machine by
the Submarine Signal Co.; life-saving
equipment by the Sculler Safety Corpora-
tion; and lifeboats and davits by Welin.

Manila rope will be supplied by Whit-
lock Cordage Co., and wire rope by the
Bethlehem Steel Company.

NOVEMBER • 1940

37

A .

iJisafft

To u boat St. Paul Socony on her trial

Rwe^ ^Uiedi

AU-Welded, Steel-Hull, Twin-Screw,
Diesel-Drive Towboat St. Paul Socony

by John Wood

Naval Architect, Ingalls Shipbuilding Corporation

On August 10, gaily bedecked with
flags and bunting, and with the traditional
champagne glistening on her bow, the
towboat St. Paul Socony slid down the
ways at the Decatur, .Alabama, shipyards
of the Ingalls Shipbuilding Corp.

Built in the heart of the Tennessee
Valley .Authority district, this modern,
powerful vessel has achieved the unique
distinction of being the most powerful
boat ever constructed on the Tennessee
River.

Sponsored by Mrs. Ray Ruben Irwin,
the launching was high lighted by a short
addre.ss by David E. Lillienthal, director
of the Tennessee \'alley .Authority, in
which he lauded the cooperative spirit of
both Government and private enterprise
in making this achievement possible. Mr.
Lillienthal expressed the thoughts of many
when he said, "Navigation on the Ten-
nessee River has become a reality, and a
century of effort to make the Tennessee
a navigable stream has at last come to
fruition."

The citizens of Decatur and the Wheeler
Dam district were all aware of the impor-
tance of this occasion, and turned out in
large numbers to witness the colorful
event. .Also included among the guests
were many of the country's most promi-
nent naval architects and rivermen.

The continued success and expansion
of Socony's petroleum distribution service
on the Ohio, Mississippi and Missouri
Rivers demanded additional equipment,
resulting in the purchase of the St. Paul
Socony to take its place with Socony's
two other diesel towboats, the Kansas
City Socony and St. Louis Socony, already
well known to rivermen. The St. Paul
Socony is considerably larger and more
powerful than its two predecessors, and
with its rating of 1500 hp it will be one
of the most [jowerful fliesel river towboats
in e.xistence in this country. Embodying
many improvements gleaned from experi-
ence with its predecessors, the new vessel
was completely designed in the Socony-
V'acuum marine department. Even a cur-

sory inspection of the boat will impress
one with the fact that intelligent spending
has not been spared to make this towboat
one of the finest on the river. The com-
pleteness of its mechanical features is
balanced by the comfort and appointment
of the quarters.

The St. Paul Socony was built by the
Ingalls Shipbuilding Corporation at its
Decatur, Alabama, shipyard, and is of
100 per cent all-welded construction, re-
sulting in an exceedingly trim and smooth
appearance on both the hull and super-
structure. The hull is of the twin-screw
tunnel design with modified scow bow,
and has the following dimensions:

Length molded 147' 0"

Beam molded 35' 0"

Depth molded 7' 6"

Load draft 5' 4"

The two main propelling engines and
their auxiliaries are located in a well just
forward of the midships, the remainder of
the hull being reserved for tanks and
buoyancy compartments.

38

PACIFIC MARINE REVIEW

Quarters

Directly below the spacious pilot house,
and running the full width of the upper
deck house, are the captain's quarters,
consisting of a stateroom, private bath
and separate office.

Directly aft of the captain's quarters
is the engine room trunk and upper deck
passageway, and aft of this, in the upper
deck house, are the officers' quarters. On
the port side are two double staterooms
with a connecting bath to accommodate
the pilot and assistant pilots, and directly
aft of this, a commodious stateroom with
private bath for the chief engineer.

On the starboard side are two double
staterooms with connecting bath, accom-
modating the assistant engineer and two
spares; and after this, a lounge comfort-
ably furnished with chairs, table and set-
tees. Aft of the lounge, the main deck
house provides an open deck with arrange-
ments for the spreading of an awning to
give the effect of a veranda.

In the main deck house forward are
the two diesel generator sets, outboard of
which are two deck lockers for stowage
of paint, rope and gear. On the port side,
just abaft the locker, is installed the 100-
cell Edison A-S marine type storage bat-

tery. The generating equipment consists
of two Superior vertical 4-cylinder, 6S-hp
at 500 rpm, 7x9 marine diesel engines,
driving two 45-kw Century mica-insu-
lated marine type generators. In the main
deck house, aft of the engine room, are
the crews' staterooms, opening each side
of a passageway. On the port side are
the crews' bath, stateroom for four oilers,
and refrigeration space, outboard of which
is a double stateroom for the cooks, open-
ing directly into the galley. On the star-
board side is a stateroom for four deck-
hands, double stateroom for two watch-
men and another for two tankermen. At
the aft end of the passageway are located
the galley and a stateroom for two mates.

Extending across the full width of the
aft end of the deck house is a messroom
divided into two parts, one for officers
and one for crew. The galley is equipped
with an Edison electric range, and the
sink, shelves, lockers and cabinets are fur-
nished in gleaming stainless steel.

Furniture throughout the boat is en-
tirely of steel, finished to represent dark
walnut, and all tables, chairs and stools
are of modern design of chromium tubing
with leather-covered upholstery. Curtains
and upholstery are sunfast and are thor-

oughly practical, both as to color and
material.

Comfort for the officers and crew in
cold weather is guaranteed by a complete
steam heating system consisting of an
.American Radiator heating boiler in-
stalled in the engine room between the
two main engines. The furnace is fired by
a Silent Glow oil burner, and Shaw Per-
kins convector type enclosed radiators are
installed throughout the quarters.

Somewhat unusual are the three sepa-
rate water systems for wash, sanitary and
drinking water. Each system is complete
in itself, consisting of a storage tank and
an automatic electric - driven pressure
water set supplied by the Crane Company
at Birmingham, Alabama.

Of special interest on the new towboat
is the provision made for the comfort of
the personnel through the introduction of
forced air circulating facilities. An ex-
haust ventilating system takes the air
away from under the ceiling, and the
sheathing space throughout the accommo-
dations is vented to circulate the air be-
tween the house insulation and the sheath-
ing as an assistance in maintaining an
equitable temperature in the rooms.

The pilot house is fitted up in the char-

Engine room upper grating, shotting cylinders of main engine. At rear center are the generating sets; at rear right, the switchboard; and at

lower center, the control stand for main engines

NOVEMBER • 1940

39

acteristic comfortable style, with a swivel
chair for the pilot, in front of which are
the engine telegraphs, manufactured by
the Bendix Aviation Corporation, and on
either side are located the steering levers.
On top of the pilot house are two 18-inch
Sperry incandescent searchlights, Perko
navigation lights and. surmounting all.
a full-size steel model of Socony's fa-
mous trade-mark, the flying red horse,
■■ Pegasus."

Machinery

The two 6-inch hydro-electric steerint;
gears manufactured by Thomas McLeod
and Sons are equipped with Quimby con-
stant-flow screw-type pumps, driven by
Century 10- hp totally - inclosed marine
type electric motors.

A high degree of maneuverability is
essential for vessels operating on the in-
land waterways, and this point has been
stressed on the St. Paul Socony. There are
four rudders, one forward and one aft of
each of the twin screws, with the rudders
being so connected that the two on each
side, fore and aft. act together. In addi-
tion to this, the controls may be inter-
locked so that all four rudders can be
operated by one lever. Thus the pilot at
all times may be assured complete control
of the vessel, .\nother distinct innovation
is that in emergency the towboat may be
steered with power from the Edison stor-
age batteries.

On the main deck forward are two
American Engineering Company double-
barrel Western river type capstans, driven
by 15-hp Century marine type electric
motors, and controlled by Cutler-Hammer
controls and starters.

At the aft end of the deck house is a
mast on which is mounted a derrick boom

The pilot hon

for handling the propellers, rudders, and
also the two 18' steel workboats. These
boats are each equipped with a 10-hp
Johnson outboard motor, and were sup-
plied by C. C. Galbraith and Son, Inc.,
Xew York City.

The main propelling machinery consists
of two 8-cylinder Superior vertical diesel
engines, 143^2 -inch bore, 20-inch stroke,
each rated 750 bhp at 300 rpm, giving
the boat a total power of 1500. Each of
the main engines is controlled by a single
lever, which not only acts as a throttle but
also controls the reversing of the engine.
The two levers are mounted at a central
control station in the forward part of the
engine room so that the engineer on duty
may be close to the generator and com-

pressor units. Forced ventilation through-
out the engine room assures comfortable
working conditions under all tempera-
tures.

Worthy of special note is the unusual
arrangement for water cooling of the main
and generator engines. Two complete sep-
arate and independent systems are in-
stalled, each system consisting of heat
exchanger and raw and jacket water
pumps. The systems are so connected, and
of such capacity, that each system in case
of emergency is capable of furnishing the
entire cooling requirement for the boat.
The two heat exchangers were furnished
by the Condenser Service and Engineer-
ing Company, Hoboken, N. J., and each
pumping unit consists of two 4-inch cen-
trifugal pumps manufactured by the
Weinman Pump Company of Columbus,
Ohio, and driven on a common shaft by a
Century IS-hp mica -insulated marine
type motor.

This arrangement guarantees adequate
cooling water under all conditions, and
has the advantage over attached engine
pumps in that the cooling system can be
run after stopping the main engines, thus
providing proper cooling for the ma-
chinery.

In addition to the customary hand fire
extinguishers installed throughout the
boat, the engine room is protected by a
COo manually-operated fire extinguishing
system consisting of hose reel and four
50-pound cylinders of gas, manufactured
by the C-O-Two Manufacturing Com-
pany and supplied by the Smith-Meeker
Engineering Company of New York. Ad-
ditional protection is afforded by a 2-inch
Weinman centrifugal fire pump driven by

A typical stateroom at left; the chief engineer's root!

center; and, at right, a typical shower bath

and lavatory

40

PACIFIC MARINE REVIEW

a 10-hp Century marine type motor, to-
gether with four 50-foot lengths of U. S.
Rubber Company fire hose, installed in
suitable locations on the boat.

High-pressure air for starting and re-
versing is furnished by two 2-stage ver-
tical water-cooled Worthington air com-
pressors located port and starboard in
compartments forward of the engine room
and driven by Century 20-hp marine type
electric motors controlled by Cutler-Ham-
mer controls. Four air tanks supplied b\-
W'm. B. Scaife & Sons of Oakmont, Pa.,
are installed, two in each compressor
room, and of sufficient capacity to guar-
antee a large reserve for starting and re-
versing.

All lighting fixtures throughout the
boat are of modern design chromium
plated, and complete electrical control of
all circuits is centered at a switchboard
installed on the port side at the forward
end of the engine room flat, supplied by
Smith-Meeker Engineering Company of
Xew York. .\11 machinery throughout the
boat is equipped with electric starters and
controls manufactured by Cutler-Ham-
mer Inc., Milwaukee, Wisconsin.

.■\fter completion of decidedly success-
ful dock and running trials on the Ten-
nessee River during the first week of Oc-
tober, the St. Paul Socony left Decatur
on its delivery trip to St. Louis. Of special
note during the trials was a decided lack
of unpleasant vibration throughout the
boat when under way at near top speed.

With her glistening red deck house,
bright green deck fittings and elaborate
equipment, the St. Paul Socony was the

This view in one of the shaft alleys shows some interesting details of the all-welded steel

bully and illustrates the arrangement of bearings and bearing supports for the line

shafting, of the piping systems and of guards for the couplings

subject of considerable complimentary
comment as she passed through the locks
going down the Tennessee. The most pow-
erful and elaborate boat ever to be built
on the Tennessee River, she should be

Socony 's most successful towboat, and a
source of pride for many years to come,
both to the owners, Socony-\'acuum Oil
Company, Inc., and her builders, the In-
galls Shipbuilding Corporation.

'■'^f^

These views of galley and dining rooti

towboat St. Paul Socony illustrate wise investment in crew health and crew comforts

NOVEMBER

19 4 0

KnOUILEDCE li THE STRHICHT

COURSE TO nounncEniEiiT

By "The Skipper"
Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 5 00 Sansome Street, San Francisco, California

CARGO AND STOWAGE V

Mo4£ Oh, *1lie Aeu*

C'XXlHUHXi.iiaH^.

Following the publication last year of
specimen examination papers for all
grades of licenses, numerous inquiries
were received by the Bureau from ships'
officers and others interested regarding the
proposed date of inauguration of the new
examination system.

The new examinations will be put into
effect as soon as possible, but the actual
date will be contingent upon the promul-
gation of the new revised Rules and Reg-
ulations of which the examinations are a
part. The entire Ocean and Coastwise
Rules and Regulations of the Bureau are
in process of revision and, in accordance
with the Bureau's policy, opportunity has
been given to all to study and to comment
upon the proposed changes and amend-
ments. The public hearings will be held
as soon as these preliminary studies have
been completed, and the new examination
system will be issued with the rest of the
Rules and Regulations.

During this necessary interval, pros-
pective candidates are advised to familiar-
ize themselves with the forthcoming syl-
labi and with the type of questions with
which they will be faced. As has been
pointed out in previous Bulletins, the
change consists for the most part of stand-
ardizing the present system and of bring-
ing questions and methods up to date.

It has been very gratifying to the Bu-
reau to note the preponderance of favor-
able comment on the proposals to revise
the examinations and to maintain them in

line with our revitalized merchant marine.
Note : A civil service examination will
be held about the first of the year for
Assistant Inspector of Hulls. "The Skip-
per" has on file the questions asked in the
last examination, which was held April
3-4, 1940. If any of our readers are inter-
ested in obtaining a list of these questions,
send in your request to "The Skipper"
and you will promptly be sent a list.

QUESTION

What precautions would you take
when stowing creosote?

ANSWER

Creosote is a tar oil, usually of yellow
or brownish color, with a pungent odor.
It is an inflammable liquid carried in
barrels and drums, and should be stowed
in an isolated place. It should be handled

Deck Officers' Licenses for September

SAN FRANCISCO
Name and Grade Class Condition

A. M. Balkunas, Jr., Master... SS & MS, any GT RG

D. L. Banks. Chief SS, any GT RG

G. J. Pollard, Chief SS, any GT RG

H. n. McLeod, Chief SS, any GT RG

K. A. Shannon, 2nd Mate SS, any GT RG

W. J. Carey, 2nd Mate SS, any GT RG

J. S. Cole, Jr., 2nd Mate SS, any GT RG

R, L. Bieler, 2nd Mate SS, any GT RG

J. H. Daly, 3d Mate SS, any GT O

U- R. Soares, 3d Mate SS, any GT O

SAN PEDRO

M. F.. Vash, Master SS, any GT RG

R. C. Emmons, 2nd Mate SS, any GT RG

G. H. Lee, 2nd Mate SS, any GT RG

HONOLULU

J. M. Van Orden. Chief SS&MS.anyGT RG

PORTLAND

S. G. Gurganus, 2nd Mate . . . . SS & MS, any GT RG

O. W. Krohn, 2nd Mate SS & MS. any GT O

D. A. Lee. 2nd Mate SS & MS, any GT RG

Abbreviations: SS is steamer: MS is motorship ; GT
is gross tonnage ; O is original license; RG is raise ol
grade. All of these licenses arc for ocean service.

and stowed very carefully to avoid leak-
age, and the greatest care should be taken
to remove all traces of creosote stains and
odors after discharge before shipping the
next cargo. Do not stow creosote in lower
holds, owing to the impossibility of re-
moving traces of leakage from wood
ceiling.

QUESTION
Where -would you stow^ a cargo of
dates?

ANSWER

Dates are the fruit of the date palm, ex-
ported in considerable quantities from
Tunis, Persian Gulf ports, China, etc.,
both in the wet and dry condition. Fine
picked dates are generally shipped in
cardboard boxes packed in cases, and re-
quire good cool stowage. Wet dates are
usually shipped in cases, and require
careful handling, as they are frail. They
should be stowed well away from goods
liable to damage on long voyages, as the
juice often drains from them, and they
frequently cause a lot of sweat in the hold.

Cases of dates should not be stowed
with their ends landed on beams, string-
ers, etc., as there is a certain amount of
"shrinkage" in a date cargo, and it is often
found that cases stowed in this manner
are in pieces and will not bear handling on
discharge.

QUESTION

State ^vhat you know of the carriage
of deck cargoes. What is the special
feature to be careful about?

ANSWER

Cnder this heading we include all goods
that are carried on the open decks of a
vessel, and have no reference to covered-

42

PACIFIC MARINE REVIEW

in deck spaces, such as bridges, poops,
etc., or to tonnage openings.

Deck cargo may be mentioned under
three headings:

( 1 ) Those that are carried on deck be-
cause they are "dangerous."

( 2 ) Those that are of necessity carried
on deck because, owing to their size or
shape, they cannot be stowed underdeck.

(3 ) Those that are carried on deck be-
cause the vessel is full underdeck but not
down to her loadline.

Deck cargo should be at shipper's risk,
to ensure which it is necessary that mate's
receipts and bills of lading be clearly en-
dorsed "On Deck at Shipper's Risk."

Should more cargo have been ordered
than can be stowed below deck, which is
suitable for "on deck" stowage, and that
course be decided upon, it necessarily will
be at ship's risk, which risk should prompt-
ly be covered by insurance.

Notwithstanding that deck cargo is at
shippers" risk, liability for loss of or dam-
age to same may rest with the ship in cer-
tain circumstances, of which the following
are examples:

That due diligence and practical meas-
ures were not observed in securing and
preserving the cargo.

That the stowage was negligent or im-
proper, such as by over-stowing weak
packages with heavy goods, etc.

Should "dangerous goods" be carried
on deck, the packages should not exceed
in size or weight that which can con-
veniently be handled should the necessity
arise to jettison same in the interest of
the safety of crew or ship. When such
goods are carried, care should be observed,
lest by stowing certain commodities in
close proximity, the normal risk to be
apprehended from the several commodi-
ties regarded separately be thereby in-
creased.

If carrying compressed gases in cylin-
ders or other cargo which, under the
action of the sun, is liable to expand to a
degree which increases the risk of acci-
dent, or any other goods which it is de-
sired toprotect from direct heat of the sun,
the use of black or dark-colored covers
should be avoided, as such retain heat.

When deck cargo is carried, access to
all important parts of steering gear, boats,
bilge sounding pipes, etc., should be pre-
served ; and where such is called for, prop-
erly-made and protected gangways should
be provided for the crew.

If heavy articles are carried on deck,
such as castings, forgings, machinery,
etc., they should, if possible, be placed so
that the heaviest part is over the bulk-
head below : the decks should be given ad-

ditional supports by perpendicular shores
placed under and over beams wedged up
hard with fine wedges.

Proper ring or eye-plates firmly riveted
or bolted to the deck or stringer plate
should be provided for lashing heavy
cargo of this kind.

If dunnaging under heavy deck cargo
spread over the deck, the boards should
be laid diagonally at an angle of about 45
degrees to avoid buckling of deck plates.
QUESTION
Where would you stow earthenware,
and ho'^ should it be protected?
ANSWER
This cargo is shipped both in bulk,
either protected by straw binding or to-
tally unprotected, and in large crates.
Loss through breakage is almost unavoid-
able, but unless very carefully handled,
the loss is apt to be serious and produc-
tive of claims.

Earthenware pipes are usually nested
in paris, when the nature of shipment
permits such.

When fairly large shipments of earth-
enware pipes and like ware are made, it
is not unusual for shipjjers to have their
representative in attendance to direct the
stowage, and in some ports it is the prac-
tice for freight to be based on actual space
occupied by the ware, measured after
stowing.

Earthenware should always be stowed
in 'tween deck spaces, and if these are
deep, it is best to stow over a tier or two
of firm cargo laid on deck in order to
reduce the top weight on bottom tier of
earthenware as much as possible. Straw is
usually used for stowing this cargo, and
if light case goods are available, they
should be used for beam fillings, and so
act to secure top tier from movement
when vessel rolls.

QUESTION
Where -would you sto^v a part cargo
of inodorous felt, and what ^vould you
particularly guard against?
ANSWER
Felt is an odorless cloth made from
flax, jute or similar refuse treated with
rosin previously moistened by mixing
with oils of various kinds. Owing to its
liability to spontaneous combustion, it is
classed as dangerous cargo.

Most shipping companies only receive
this for carriage on deck. If stowed below,
stow in a cool place near the hatch where
it is easily accessible.

QUESTION
Where should firecrackers be
stowed?

ANSWER
Firecrackers are shipped in consider-

able quantities from Hongkong, Shanghai
and other Eastern ports. They are usually
packed in very fragile cases covered with
matting, which are quite unsuitable for
over-stowing with other cargo; come in
very handy for beam filling over dry
cargo, but not for broken stowage. To
avoid crushing, they should not be slung
with other cargo. They are classed as
dangerous material, first category, by the
Suez Canal .Authorities, whose Regula-
tions impose severe restrictions on vessels
carrying first and third category goods in
the same hold.

QUESTION

What is flax, and does it require any
special stowage?

ANSWER

Flax is the fiber of the inner layer ol an
annual herb, from which linen is made. It
is grown and shipped from Russia, Italy,
India, Argentina, -Australia, New Zea-
land, etc. In Eastern countries, flax is
chiefly grown for the oil obtained from its
seed, but in colder climates the fiber is
principally used. It is shipped in bales,
and requires no special stowage, but
should be well dunnaged between wool,
copra or articles of an oily nature; in any
case dunnage and mat this cargo well
and take precautions against fire. Care
should be taken not to ship this in a damp
condition, or it is liable to spontaneous
combustion.

QUESTION

What particular care should be
taken in the stowage of flour?

ANSWER

Flour is a delicate cargo carried in
barrels, sacks or bags. It is very liable to
damage by tainting if stowed near to or
in same compartment as odorous goods;
also readily damaged by moisture ; so that
flour should always be stowed apart from
odorous, wet or oily goods, or such as are
liable to heat and throw off moisture, and
should never be stowed on or with newly-
sawn lumber.

Large claims have had to be met for
flour damage as the result of having been
stowed over maize and other cargoes liable
to heat and throw off moisture; such
stowage should be avoided at all costs.

Flour is particularly susceptible to
damage by turpentine and spirit fumes,
and should not be received into a vessel
carrying the latter, unless stowage can be
so arranged that the turpentine, etc., is
separated from the flour by the engine
and boiler-room spaces.

Flour barrels lose a great deal of their
contents if rolled about to any consider-
able extent, which sometimes is done to

NOVEMBER

19 4 0

43

avoid trucking: from this cause, claims
for short weight frequently arise.

Flour barrels should never exceed eight
heights in stowage. The ground tiers
should be well bedded, and light cargo
used for over-stowing.

Bag flour should be well dunnaged and
kept from contact with bulkheads, pillars,
etc.. by the use of mats, etc. The use of
hooks for handling bag flour should be
strictly forbidden.

QUESTION
What is the most essential thing to
be considered in the carriage of green
fruit?

ANSWER
The most important thing to consider
as regards the carriage of green fruit is
ventilation, as no matter in what condi-
tion fruit is shipped, if it is not properly
%-entilated decomposition will soon set in
and it will quickly decay.

For relatively short voyages, through
temperate latitudes, green fruit, if picked
at the right time, carries, with natural
ventilation, without undue loss. Apples
from Xorth America, oranges, lemons,
grapes and onions from the Mediterra-
nean and Xorth Atlantic Islands, form the
bulk of fruit carried under such condi-
tions.

When a mechanical system of ventila-
tion is not provided, it is both necessary
and customary to form large vertical air
shafts, by means of boards and cases,
extending from the hatchways and from
underside of ventilators to the bottom of
compartments, where they connect with
gutters or air passages, formed of cases,
leading to the sides. These in turn connect
with similar air passages leading fore and
aft through the cargo, all being designed
to ensure the best possible circulation of
air through the mass of the cargo, by
which means only can it be kept cool and
the heated air and gases which the fruit
throws off discharged, this being neces-
sary in order to retard the natural process
of ripening. In some trades it is customary
to arrange side and fore and aft air pas-
sages at more than one level.

With onions in bags, these air passages
are formed by introducing wooden open-
sided trunks of the kind used with rice
cargoes.

Further, to assist in the ventilation, the
cases of fruit are loosely and not com-
pactly stowed, air spaces of 8" to 10"
clear being left at and across the bulk-
heads, the stowage stopped 8" or 10"
short of deck beams, and laths laid
athwart, between the tiers. Owing to the
difficulty of adequately ventilating lower
holds, it is seldom that such are utilized

for more than a limited quantity of green
fruit.

Fruit compartments, bilges, etc., should
be thoroughly cleaned and sweetened, and
'tween deck scuppers cleared.

Green fruit should not be stowed with
or over any cargo that is odorous, moist
or liable to heat, as it is likely to receive
damage from such ; while, on the other
hand, edible and delicate goods, such as
tea, coffee, eggs, vermicelli, macaroni,
dried fish, flour, etc., are readily damaged
if stowed with or near green fruit.

Hatch covers should be kept off when-
ever weather conditions permit; some-
times booby hatches are fitted over hatch
coamings so that the hatches can remain
uncovered and, at the same time, ensure
that rain or spray does not wet the cargo.

Decomposed fruit throws off poisonous
fumes, and a number of fatal accidents
have resulted owing to men's having en-
tered ill-ventilated compartments or re-
cesses containing, or which recently had
contained, decomposed fruit.

QUESTION

Where and ho'w would you stow^
galvanized iron?

ANSWER

This is iron coated with zinc. It is usu-
ally in sheets, which are often corrugated,
and are carried in various packings, but
generally in crates and cases. These cases
are very heavy and should be well stowed.
The method of stowing naturally depends
on the available space or position in the
vessel, but the cases must always be

stowed on a flat surface to avoid distor-
tion. It is sometimes the practice to stow
them on their edges in the lower holds,
especially where it is necessary to load
much cargo above them; in such a case
they should be well floored over with
dunnage. It is preferable, however, if con-
venient stowage is available, that they
should be stowed in the 'tween deck on a
good flat surface with only light cargo
above them. When laid on their flats, par-
ticular care should be taken that the cor-
ners or edges of the cases are not "hung
up" on beams, stringers, tunnels, etc.,
otherwise they will be seriously damaged.
Care should be taken that these goods are
not worked in rainy weather, and also
that they are handled carefully, as the
packings are usually frail, and the con-
tents being heavy, considerable damage
may easily be caused by the plates being
bent or buckled, especially at the corners.
It is desirable to ensure that the zinc coat-
ing be perfect, for if the coating be dam-
aged, the iron will rust, particularly if it
be exposed to moisture and varying tem-
peratures.

QUESTION
How would you stow plate or sheet
glass?

ANSWER

This is a very fragile cargo, requiring
great care in handling and stowing to
avoid breakage. Plate and window glass
is packed in strong crates or cases, which
should be devoid of battens on the outside
edges to enable them to rest on deck, etc.,
for their entire length. They should be
stowed on firm ground, on the 'tween
deck preferably, with extra large and
heavy packages in square of hatch for
ease of handling. On no account should
glass be stowed on top of any cargo liable
to settle, such as coke, bagged stufi', etc.

Dunnage should not be resorted to, as
it is preferable for the package to be sup-
ported along its entire length.

Crates and cases of glass should always
be stowed on edge, and in all cases plate
glass should be stowed athwart. The gen-
eral run of window glass will stow satis-
factorily fore and aft, if desired.

It is essential that the crates, etc., be
well chocked off, and all broken stowage
filled with suitable material in order to
reduce to a minimum any movement in a
seaway.

Slings of glass should be made up in
such a manner that the deeper packages
are central and the smaller on the outside,
grading upwards towards the center, thus
avoiding the rope sling straining the
crates, etc., at their upper edges, with dis-
astrous results to their contents.

PACIFIC MARINE REVIEW

U(n4/L (hifUiim Gn&un/itcL

"The Chief's" department ^velcomes questions — Just write "The Chief,'
Pacific Marine Review, 5 00 Sansome Street, San Francisco, Californi;

Marine Boilers —VI

HEATING SURFACES

In our last issue, we discussed circula-
tion as the second fundamental point in
boiler design, and pointed out that the
methods of obtaining circulation were the
principal differences between the standard
designs of marine boilers and the many
new and odd types of designs to be dis-
cussed later. In this issue we discuss heat-
ing surfaces. Fundamentals yet to be dis-
cussed are: bottom drums, selection of
materials, safety factors, accessibility,
directed gas flow, ratings and fittings.

QUESTION
What are some of the design factors
in determining size and shape of the
combustion chamber?

ANSWER

Under the subject of combustion, to be
discussed later, it will be shown that the
mixture of fuel and oxygen must be com-
plete before combustion can take place.
Fuel not in contact with oxygen, but
raised to ignition temperature, may form
other products, such as carbon or soot, of
which there are several forms, many of
which, once formed, will not ignite when
finally in contact with oxygen, or burn
more slowly, so as to be burning after
leaving combustion chamber.

The volume of the combustion cham-
ber must be large enough so that the max-
imum rate of fuel burning will make a
flame which is wholly within the limits of
the chamber or space. The reason for this
is that if the flame is allowed to impinge
on the heating surfaces, which are at

boiler temperature, the temperature of
the flame will immediately be reduced to
a low value, probably below the burning
or ignition temperature, which will leave
unburned fuel in the form of soot or car-
bon monoxide to pass on up the stack.

If the flame impinges on fire brick at
the end of the furnace, the surface of the
brick will be raised to flame temperature,
and eventually flake or melt slightly, or
glass over, which is to be avoided, if pos-
sible. Thus combustion should be com-
plete before the space of the furnace is
left. This leaves nothing but hot gas to
pass through the heating surfaces. The
flame as such is visible because it is filled

with incandescent particles of unburned
carbon or fuel. It must not be cooled
down.

The shape is determined to some extent
by tube arrangement, but mostly by shape
of flame as caused by the burners, their
number and location, k large number thus
causes a broad or high front to the fur-
nace, and may force the hot gases from
one flame to mix or pass through the flame
of another burner. On the other hand, by
increasing the oil-burning capacity of a
burner and reducing the number of burn-
ers, the breadth and height of furnace may
be reduced and length of furnace in-
creased. This is a modern trend.

The Scotch boiler cylindrical furnace is
not the best shape, as far as meeting theo-
retical requirements is concerned. The
flame must make a right-angled bend at
the back into the combustion space, which

^OO BOO /ZOO I600 2000

/}l/otr/3h/e IN or king Press ^/a".
Fig. I.

NOVEMBER

19 4 0

45

is all water-cooled: hence much of the
flame is cooled before complete combus-
tion. Preferably nothing should touch the
flame. Outside the flame envelope we may
guide the gases at will.

Unused volume in the furnace, such as
corners and odd shapes not needed, be-
sides being wasteful of space, give rise to
eddies and possibly gas pockets. If there
are an\' parts of a ship which should be
streamlined, they are the furnace and the
gas passages.

Factors which cause unnecessary pres-
sure drop in the movement of gases
through should be avoided. Thus the gas
velocity should be appro.ximately the
same all the way through. This means
approximately the same sectional area
with allowances for the increase in volume
at combustion, then gradual decrease as
the gases are cooled off. Sudden changes
in velocity lose pressure. Sudden changes
in direction of flow drop pressure.

Obviously the smaller the amount of
brick lining needed in a furnace, the bet-
ter. Thus if not in the flame, the furnace
walls can be cooled by boiler water in the
form of tubes. In one make of modern
boilers two rows of tubes of fairly small
diameter are built into the walls and floor
and roof, faced on the outside with heat
insulation, the floor having refractory
cement over the tubes. Another make
forms the surfaces of the furnace with
fairly large tubes, and connects them with
iron blocks, making good thermal contact
with the tubes, thus presenting an all-
metal surface to the combustion space.
Water-cooled walls, floor and roof pick up
much heat by radiation, thus reducing the
number of tubes in the gas passages, with
the resultant reduction in pressure drop
and weight of tubes and refractory walls.
A furnace must be air-tight. Even the
smallest cracks and air leaks upset the
combustion efficiency and cool the boiler
with excess air. Furnaces at one time were
considered as necessarily operating under
a negative pressure. That is, air from the
room will leak into the furnace. The suc-
tion from natural or induced draft carried
out the gases so fast that there was a suc-
tion on the furnace. This was also consid-
ered important to prevent the flame or hot
gases from blowing out into the room. It
was considered necessary, when mechani-
cal draft was used, either to put entire
fire room under pressure or to induce an
outward draft in the gas passages by the
use of a suction blower. The Howden Sys-
tem was the first marine induced and
forced draft application to Scotch boilers.
With modern boilers, both forced and in-

Fig.E

duced draft blowers will be used, but the
furnace is so constructed that it may be
under slight positive pressure; that is, if
an opening were made, or a door opened,
flame and gases would come out into the
room. Sight holes are covered with Pyrex
glass, sometimes blue colored to protect
the eyes. This does not mean, however,
that it would be safe to allow such a pres-
sure on the furnace that the induced or
suction blowers could be omitted. If all
the draft pressure were concentrated on
the forced or fresh air side of the furnace,
the furnace pressure would be too great
for safety.

QUESTION
What determines the size and ar-
rangement o£ the tubes?

ANSWER

First, as to tube size. Refer to Fig. 1
and note the relation of tube wall thick-
ness as related to tube diameter. Note
also the approximate temperature drop
through the tube wall with different thick-
ness. The diameter versus thickness curve
is taken from the formulas in the General
Rules and Regulations. The smaller the
diameter, the thinner the wall, and the
thinner the wall, the less the temperature
drop through the wall. Thus the smaller
diameter tube appears desirable. Further-
more, since sectional area of tube is .7854
times inside diameter squared, the weight
of water in the tubes is proportional to the
diameter squared. The surface area is
proportional to the diameter. Thus the

smaller the tube diameter the greater the
surface per unit volume and weight of
water.

Boiler design, like all other machinery
units, is a compromise between opposed
controlling factors. There is a limit or
minimum diameter of tube which is prac-
tical from a mechanical and cost point of
view. There is a minimum thickness below
which tubes cannot be rolled tight into
headers or drums. The number of tubes
and cost of installation, as well as cost of
tube per pound, increases with the de-
crease of diameter.

Another limit on minimum tube diam-
eter is area to supply circulation of water
, and prevent steam blocking. When too
small, circulation requires a greater dif-
ferential head, with possibility of not
keeping the upper ends of tubes wet. If
tube fills with steam on overloads, tube
will overheat.

The tube diameter, as found on your
boiler, has been selected after a very care-
ful balance of all opposing factors.

Tube arrangement is important. First,
it must be possible to replace a blown tube
without removing too many good ones.
They must be accessible for inspection
and for soot blowing.

The arrangement must be such as to
thoroughly mix with the hot gases and
prevent any gas from blowing straight
through a bank of tubes without scrub-
bing the surfaces. The rate of heat trans-
fer from a gas to a metal increases rapidly
with gas velocity. Thus the gases must be
blowing on the tubes with considerable
force. One tube should not be in the lee of
another.

When the gas stream is at right angles
to tube length, usually only about one-
half of tube area is effective in absorbing
heat, as the back side of the tube is shel-
tered from the heat blast rushing past and
against the tubes. Some boiler designs are
arranged so that the gases stream along
more or less parallel with the length of
the tube, others scrubbing the tube around
its entire circumference. To get the longi-
tudinal gas flow, however, requires other
restriction, and the trend in designs seems
to be toward higher gas velocities with
the greatly accelerated pickup of heat,
using only the upstream side of tube. The
high velocity greatly increases heat flow
through the principal heat resistance in
the hot gas film. See Fig. 2.

The rate of heat transfer from hot gas
to water per square foot of heating sur-
face has increased many fold with modern
boilers. Three to four pounds of steam at
low pressures were considered good evap-

46

PACIFIC MARINE REVIEW

oration per square foot of heating surface
in the old plants. Today modern boilers
evaporate, at normal ratings, 6, and at
maximum ratings, 9 and more, pounds of
steam per square foot of heating surface
per hour. Comparisons of this character
are misleading, as pressures determine
heat transferred for evaporation, and de-
tails such as the degree of water heating
accomplished outside the boiler, whether
or not superheaters are used, and many
other factors make the comparison diffi-
cult.

To make all corrections and put evapo-
ration on a common basis of from water
212° F. to steam at 212° F., rates are
normal at from IS to 25 lbs. per square
foot per hour. This is equivalent to trans-
ferring about IS to 25 thousand Btu per
square foot per hour through the tube
wall.

This rate may be doubled or doubled
again in transfer through tubes in furnace
walls which receive the heat by radiation.

The design of the entire heat transfer
system is to discharge the gases to atmo-
sphere at as low a temperature as is pos-
sible. In earlier days 800° F. was consid-
ered a low stack temperature. Now the
figure is 300° F. It cannot be lowered
farther, as condensation of moisture in
the stack would occur, with formation of
sulphurous acid from the sulphur content
and water. This would go to sulphuric
acid shortly, and erode the steel of the

Engineers' Licenses for September

SAN FRANCISCO

Name and Grade Class Condition

J. Freeman. Chief SS. any GT RG

G. McCray, Chief SS, any GT RG

D. A. Rowen, Chief SS, any GT RG

E. C. Berlin. Chief SS. any GT RG

A. S. Marshall, Chief SS. any GT RG

J. D. Gillis, Chief SS, any GT RG

H. S. Francis, 1st Asst SS, any GT RG

M. E. Basner, 1st Asst SS, any GT RG

E. F. Nessmith. 1st Asst SS. any GT RG

E. Spencer, 1st Asst SS, any GT RG

W. W. Wheeler, 2nd Asst SS, any GT RG

P. M. Magnari, 2nd Asst SS, any GT RG

J. Robertson. 2nd Asst SS. any GT O

). Layin, 2nd Asst SS. any GT O

M. L. Nelson. 2nd Asst SS. any GT O

C. B. Barton. 3d Asst SS, any GT O

G. D. McBride, 3d Asst SS, any GT O

W. C. Blake, 3d Asst SS, any GT O

A. Beckstrom, Chief MS, any GT RG

I. D. Gillis. Chief MS, any GT O

SAN PEDRO

E. C. Wissing, 1st Asst SS, any GT RG

F. H. Williamson. 2nd Asst.. . SS. any GT RG

A. F. Rico, 3d Asst SS, any GT O

H. H. Bleck, 1st Asst MS. any GT RG

HONOLULU

R. D. Donovan, Chief SS. any GT RG

SEATTLE

F. Mills. Chief MS, any GT O

PORTLAND

M. W. Grauel. Chief SS, any GT RG

P. D. Blanchard, 1st Asst SS, any GT RG

C. F. Nelson, Chief MS, 300 GT O

1st Asst MS, 450 GT

H. E. White. Chief MS. 300 GT O

1st Asst MS. 450 GT

Abbreviations : SS is steamer ; MS is motorship ; GT
is gross tonnage; O is original license; RG is raise of
grade. All of tncse licenses arc for ocean service.

Stack passages. These low temperatures stack to the incoming tresh combustion
are obtained by transferring heat in the air.

Our next article will deal with drums, materials and safety factors.

The Westinghouse Steam Division
Works at Lester, near Philadelphia, Pa.,
will expand present facilities at a cost of
over :j;9,S00,000 to assure on-time delivery
of turbines for 45 fighting ships of the
United States Navy. The Navy vessels in-
clude battleships, airplane carriers, cruis-
ers and destroyers.

Recent contracts to Westinghouse for
steam turbines total over $64,500,000, and
have established a new record backlog of
orders for the Steam Division. In addition
to the Navy equipment, land turbines and
ship propulsion apparatus for the mer-
chant marine are included. This machin-
ery will total about 5,000,000 horsepower,
of which 3,000,000 will be used to drive
Navy ships. Several of these turbines are
destined for marine or land use on the
Pacific Coast, including the 65,000-kilo-
watt turbine ordered recently by Los .An-
geles for power generation.

Payroll of the Steam Division Works
of Westinghouse has reached around
$1,000,000 a month, a new high. This
amount is paid to 4,000 employees, larg-
est force employed since 1921, and 66 per
cent more than were employed there a
year ago.

The plant expansion program includes
a three-story headquarters building, now
under construction, which will be occu-
pied in December. Additional manufac-
turing space will be provided and present
facilities rearranged to permit top-speed
manufacture. Present rate of production
will be increased by four times for some
types of Naval equipment. Over $5,000.-
000 worth of machine tools and other
manufacturing equipment are being in-
stalled as rapidly as they can be obtained.

Manufacture of big power apparatus is
always a matter of months, even years.
This new expansion is in line with the
determination of Westinghouse to keep
deliveries on schedule. In 1940 the Steam
Division will turn out nearly $10,500,000
worth of the machinery now on order. In
1941, delivery of another $22,000,000
worth will be made; and in 1942, another
$25,500,000. Only $6,500,000 of this
backlog is scheduled for 1943 and later.

Contracts for 2 7 1 ship-propulsion steam
turbines for the Navy are among those

being rushed to fulfillment. Their com-
bined 3,000,000 horsepower, if converted
to electricity, could meet the household
electric requirements of all the 30,000,000
homes in the United States.

In addition, the Steam Division will
provide the Navy with many steam turbo-
generating sets and mechanical drive tur-
bines for auxiliaries.

Fifty ship-propulsion turbines also will
be constructed for merchant marine ves-
sels. These machines, totaling more than
250,000 horsepower, will be installed in
17 tankers and 4 cargo ships. Lighting
equipment for 16 merchant marine ves-
sels, and auxiliary apparatus, also have
been ordered.

Orders for 57 shoreside steam turbines,
with a combined capacity of a million kilo-
watts, are being filled. These are the prime
movers used in power plants throughout
the nation. Some of these turbines will
weigh up to 360,000 pounds. Over 70
mechanical drive turbines also are being
constructed for land use.

ViMAo-OH'iuicUo^

Applications of \'ibro- Insulators, the
combinations of rubber and metal used to
eliminate vibration, have had a wide
scope, a recent bulletin of The B. E Good-
rich Company, manufacturer of the de-
vices, declares, k partial list of some of
the more extensive illustrations follows:

Electric motors, large and small; air
compressors; punch presses; internal
combustion engines, gasoline and diesel,
automotive marine, stationary; ventilat-
ing fans and blowers; electric switch-
boards; weighing scales; delicate bal-
ances; compressors for electric refrigera-
tors; radiators for cooling liquids; heavy
mills; vibrating screens; trolley bases on
trackless trolleys; motor-generator sets;
high-speed grinders and buffers; slow-
speed roll grinding machines; wire-draw-
ing machines; business calculating ma-
chines and tabulators; electric typewrit-
ers, or "teletypes"; airplane instrument
panels.

NOVEMBER

19 4 0

47

PaclLlc
NORTHWEST MARINE REVIEW

by Special Correspondent

SUlfXifCiAA QeaieA,

Harbor Island, between the East and
West waterways at the head of Elliott
Bay. Seattle's main harbor, promises to
become the great shipbuilding center of
the city, as differentiated from the situa-
tion during the World War boom, when
the largest of the shipbuilding plants were
located along the main south waterfront
on the city side of the bay. On the island
is already located the great repair yard
of the Todd Shipbuilding and Drydock
Co., now engaged, among other activities,
in a five-million-dollar conversion con-
tract for the Government on the former
American Mail liners President Jackson
and President Grant, and adjacent to it
the site is already being cleared for the
new five-million-dollar shipbuilding plant
of the Seattle-Tacoma Shipbuilding Cor-
poration, which has just been awarded a
contract to build twenty destroyers at a
cost of $137,500,000. -Also on the island
is the plant of the Puget Sound Bridge &
Dredging Co., which recently joined with
the Lake Union Drydock & Construction
Co. in the formation of the Associated
Shipbuilders, which will bid for the con-
struction of seaplane tenders, mine sweep-
ers and mine layers under the thirty-five-
to eighty-million-dollar program the Gov-
ernment has announced for ships of this
class. This plant is already building
5400,000 worth of barges for the Federal
Government.

The Lake Union Drydock plant is lo-
cated on Lake L'nion inside the canal;
and the Lake Washington Shipyards, also
engaged on a big program of construction,
is located on the east shore of Lake Wash-
ington, across from Seattle.

SlUpJuUlainCf,

k summary of the work already under
way or contemplated in this district shows
the following situatfon:

Seattle-Tacoma Shipbuilding Co., Ta-
coma plant (Todd's), building five C-1
standard type freighters for the ^laritime
Commission at a total cost of over $10,-
000,000, and with contract for four C-3
steamers at a total cost of over $12,000,-
000, two of which have already been
launched.

Seattle-Tacoma Shipbuilding Co., Se-
attle, work on new plant just started to
build twenty destroyers, already con-
tracted for at a cost of $137,500,000.

Puget Sound Navy Yard, Bremerton,
ten destroyers, $70,000,000; and auxil-
iary vessels, approximately $12,000,000.

Todd Drydock repair plant at Seattle,
conversion of President Madison and
President Grant, $5,000,000, with possi-
bility of similar conversion of two more
vessels of this type.

Lake Washington Shipyards, four sub-
marine net tenders and new survey boat.
Pathfinder, which combined will cost $3,-
500,000.

Sagstad yard. Motor Survey Boat Pat-
ton, wood construction, $170,000.

Associated Shipbuilders, Lake Wash-
ington Shipyards, Winslow iMarine Rail-
ways, all bidding on program for new
seaplane tenders, mine layers and mine
sweepers. Bids on these will be opened as
follows; seaplane tenders, October 16,
either two or eight ships at an estimated
cost of five million dollars each; mine
layers, October li, two vessels at esti-
mated cost of ten million dollars each ;
mine sweepers, October 31, two to eight
vessels to cost $2,500,000 each.

In addition to this immense amount of
work in prospect on which Seattle yards
hope to obtain at least a share, it has been
announced from Washington that the
Seattle-Tacoma Shipbuilding Corporation
is the sole bidder on the construction of
the two largest passenger liners ever built
in the United States. These two vessels for
the Maritime Commission would cost a
total of $46,000,000. More definite an-

nouncement on any of the above contracts
may be made by the time we go to press.

Seattle and Tacoma yards will be
among those submitting bids for the three
large Coast Guard cutters similar to the
Ingham and Spencer, which the Govern-
ment plans to build at a cost of about ten
million dollars. The new vessels are to be
32 7 feet long, and will have a speed of
about 20 knots. The large cutters of this
type previously on the Coast have been
sent to the .'\tlantic for neutrality patrol,
leaving a need for more cutters on the
Pacific.

Mail Jlim

Most significant news of the month in
the shipping field was the announcement
by the Federal Maritime Commission
that it had allocated nine new ships to
Puget Sound's .'\merican Mail line. It is
considered that this new addition to ship-
ping facilities will have a far-reaching
effect in stimulating the commerce of all
of the Pacific Northwest points, as A. R.
Litner, general manager of the American
Mail Line, states that it will now be pos-
sible to e.xtend the service to include Ore-
gon as well as Puget Sound ports. The
first three ships will be of the C-1 type,
five of which are now under construction
at the Todd yards in Tacoma, while the
other six will be of the larger and faster
C-2 type. All will be freighters, with lim-
ited passenger accommodations. The C- 1 's
are designed to make 14 knots, the C-2's
16^4. As the ships the company is now
operating only make 10, with the new
boats it will be possible to reduce the
round trip time to the Orient from 90 to
56 days. The new ships will be made
available as rapidly as possible, starting
the first of the year, to replace the six
20 year old vessels the company is now
operating. LInder the new agreement with
the Maritime Commission, a minimum of
20 sailings from Puget .Sound and 12 from
the Columbia River will be called for.

48

PACIFIC MARINE REVIEW

/^ickum O^ice. Ve^ /iiUif,

The office of \V. C. Xickum & Sons,
naval architects, is a busy spot these days,
with the various duties they are being
called upon to perform in connection with
the Government's shipbuilding program.
In addition to surveys and supervision
and working out the details on other jobs,
they are also preparing detail designs for
the new Government submarine net ten-
ders. Sixteen of these will be built in four
different yards, four each going to the
Lake Washington Shipyards at Seattle,
the Commercial Iron Works at Portland,
General Engineering & Drydock Co. at
Oakland, and the ^Marietta Mfg. Co. at
Point Pleasant, West Virginia. They are
also handling the supervision and design-
ing details on the five-million-dollar con-
version of the President Jackson and
President Grant.

Reminiscent of the Russo-Japanese and
the World War days, there has been a
very definite revival in the Puget Sound
trade with Siberia. So rapidly has ship-
ping expanded between Seattle and Vladi-
vostok that not only have six Russian
vessels been put on the run. but the .Arm-
tog has also leased the Pacific American
Fisheries Company's vessels, the Mary D,
North King and Clevedon, and also the
Girdwood Shipping Company's freighter
.\dmiral Cole, all sailing out of Puget
Sound, with other vessels making ports in
the south. One of the principal items of
the trade recently has been an immense
consignment of oil pipe from Pittsburgh
to 'V'ladivostok. The Russian vessel Artica
recently in .Seattle took on a cargo of
3,000 tons of this consignment, which it
is understood totals 22,000 tons.

/?eco^ Wood Pulp,
Slu/p4ne4iti

Xorthwestern wood pulp manufactur-
ers exported more pulp during the month
of August than in any other .\ugust in
their history, the figures, 60.379 tons,
valued at 53,998,000, being exceeded only
by the exports in July of this year.

AlaiJza Ai/i. Qa4e4.

The construction of the huge new naval
and army airports in .\laska has created
a great expansion in trade with the north,
as millions of dollars worth of machinery
and supplies and thousands of men have
been rushed north to Fairbanks, .Anchor-
age, Sitka, Kodiak and other sites of new-

air base construction. Among vessels to
leave recently with big cargoes were the
army transport St. Mihiel, the Chirikoff
and Kvichack. and the Navy transport
Spica.

The S.S. Northwestern, purchased re-
cently by the Navy Department from the
-Alaska Steamship Co., sailed on October
1 for Dutch Harbor, where she will be
used as a floating hotel to relieve the
housing shortage among the workmen at
the new air base at that point.

Ma4Uf. Boati Pla*uted

H. C. Hanson. Seattle naval architect,
has a number of interesting jobs on his
boards at the present time. One of these,
a Government job, is the motor survey
vessel Patton. for the U. S. Coast & Geo-
detic Survey. She will be 88 feet long, 21
foot beam and 8 foot draft, and will be
powered with a pair of 150-hp Cooper-
Bessemer diesel engines. She will be of
sawn-frame type wood construction, and
will cost about $170,000. Construction is
to be done at the Sagstad yard at Seattle.
Hanson is also designing a new ferry for
use at Keller, Washington, on the Colum-
bia River near Grand Coulee Dam. This
boat will be a 60-footer, 30 foot beam,
powered with a 100-hp diesel. Plans have
also been completed for a 1 20x34 foot oil
barge for the .Alaska River Navigation
Co.. McGrath, .Alaska, to be built of all-
welded steel.

J\lo^kwe^- Built
SteKuneM, Sold

It is interesting to note that sixteen of
the twenty-five old steel steamships on
which the U. S. Maritime Commission
recently called for bids, and which will
probably be transferred to British regis-
ter, were built in the Pacific Northwest
during the World War. Seven were built
in Seattle, one in Tacoma, two in \'an-
couver, Washington, and six in Portland.

Bering Sea Patrol: With the greater
part of the commercial tonnage out of the
Bering Sea until next spring, units of the
Coast Guard Bering Sea Patrol are either
back on their regular stations or heading
south.

Twenty-five-Knot Fish Boats: Two
fishing boats of an unusual design are

\\

//

^

nearing completion at the yards of Sunde
& Olson, Seattle. Both are forty-footers
planned to make a speed of from 25 to 30
miles an hour. They will be used in mack-
eral fishing off the California coast, and
are for three cousins, Sig Brandal and -Art
and Sverre .Anderson. One boat will be
equipped with two Buick engines of 80 hp
each, the other with twin 78-hp Packards.
They will engage in dipnet fishing off San
Pedro.

Naval Reserve Armory: With much
ceremony, which included speeches by the
governor and others, and in the presence
of naval and reserve officers, ground was
broken in Seattle recently for the new
United States Naval Reserve armory,
which is to be built at the foot of Lake
L'nion in Seattle. It is a combined Slate
and WP.A project designed to accommo-
date 2.000 officers and men of the Naval
Reserve and the Marine Corps.

Improve Alaska Harbors: Included
in the funds which the President has re-
quested Congress to appropriate immedi-
ately for river and harbor improvement
is $109,000 to improve the harbor at
Sitka, .Alaska, for naval seaplane opera-
tions, and $70,000 for Kodiak to provide
a 22-foot channel for the naval air base.

Smith Wilson, president of the Port of
Seattle Commission, is greatly pleased
over the figures showing that the Wash-
ington district, including the Port of Se-
attle, registered the greatest value in ex-
ports for the month of .August shown by
any port on the Pacific Coast. Imports to
this district, too, he sajs, showed an in-
crease of over 33 per cent.

Canadian Prize: The German fast
freighter Weser arrived at V'ictoria on
October 4 under a naval escort, having
been captured by a Canadian cruiser off
the coast of Mexico. She was taken after
she had slipped out of the port of Man-
zanillo at night without proper clearance
papers fnmi port authorities. The Cana-
dians put a prize crew aboard her and
sailed her north. She is considered a rich
prize, as she is said to be one of the fastest
freighters afloat.

The Last Scrapper: Due in Seattle the
night of October 9, the Japanese freighter
Kuwayama Maru was to have been the
last ship to load scrap iron and steel on
Puget Sound, a cargo of 7500 tons. The
Tosei Maru and the Nanman Maru. due
October 16 and 26. will come under the
ban and will not be allowed to load scrap.
Cuba Maru. which cleared about the
10th, had a full cargo of 10,000 tons of
scrap and copper.

NOVEMBER • 1940

49

Industrial Catalogs of Today Form a Basis for the
Engineering Handbooks of Tomorrow

the Model A 4>4-inch bore by 5 4^ -inch
stroke and the Model D 5>S-inch bore by
7-inch stroke, light-weight, high-speed
diesel engines built by the National Sup-
ply Company in units ranging from 2-
cylinder, 29 bhp. to 8-cylinder, 230 bhp.
The book carries many beautiful half
tones of yachts and other craft powered
with these engines.

These models of the Superior diesel are
well adapted to use as prime movers for
electric generating sets afloat or ashore,
and many such applications testify to
their sturdy, long-lived economical service.

Enterprise Diesel Engines for Marine
Service, Bulletin Xo. 171 of the Enter-
prise Engine Company, San Francisco.
This beautiful sixteen-page booklet in
green and black on coated paper de-
scribes the Enterprise types D^IQ, DMG,
DMW and D!ML marine diesel engines
with built-in engine-driven auxiliaries
and with or without exhaust gas super-
charging. These engines range from 50-
hp to 1900-hp rated capacity.

All distinctive design features are de-
scribed and illustrated. Pilot house con-
trol is featured. Overall dimensions and
weights of both reverse gear and directly-
reversible types are charted. A very inter-
esting page is devoted to graphs showing
the advantageous performance of Enter-
prise diesel engines in the higher speed
range and with supercharging.

"Truform," a new six-page folder de-
scribing this non-shrinkable, oil-harden-
ing alloy steel for use in tools and dies
where extreme accuracy is required, has
just been issued by the Jessop Steel Co.

The new folder fully describes the phy-
sical properties of Truform, which in-
clude a low coefficient of expansion,
greater hardness, exceptional toughness
and good machinability. .Also described
are the recommended heat-treatment and
typical applications. .\ chart illustrates
the tempering range for Truform.

Proportioning Equipment for Cor-
rosive Fluids, a four-page blue and white
brochure. Publication 2985 of the Coch-
rane Corporation.

The Cochrane Air-.Actuated Propor-
tioner was designed especially for accu-
(Page 62, please)

of their e.xplosion-proof, splash-proof per-
formance, and because variable speeds
from 30 to 6000 rpm are obtainable with
them.

Aluminum Pistons and Aluminum
Cylinder Heads, a fifty-page profusely
illustrated book published by Aluminum
Company of .America.

There are four chapters, treating re-
spectively the following subjects:

Types of Pistons

Piston Materials

Piston Finishes

-Aluminum Cylinder Heads

The text treats its subject in conserva-
tive technical fashion, and is illustrated
by half tones and line drawings, so that
this booklet is a worth-while handbook
for engineers and designers.

Marine Engines, Generators, Auxil-
iaries, Circular No. 40 of The Hill Diesel
Engine Company.

.A six-page brochure illustrating and de-
scribing the Hill Series R diesel engine in
the 6- to 43-hp range, and its application
in marine propulsion, marine auxiliary
generating sets, and the marine auxiliary
unit consisting of engine generator, com-
pressor and bilge pump. Applications are
illustrated, and complete specifications
and operation characteristics are shown
in tables and graphs.

Hoiv To Choose a Steam Trap, a

handsome forty-four-page 8"xU" book-
let published by The V. D. .Anderson
Company. Profusely illustrated with half
tones, diagrams, graphs and tables, this
publication contains a great deal of valu-
able data for the steam engineer. It is
claimed that some of the material has
never before been published.

Protective Coatings, BuWetinSo. 129,
The Danipney Company of .America. .An
eight-page illustrated pamphlet describ-
ing .Apexior coatings for the preservation
of metal surfaces and equipment for ap-
plying these coatings to internal surfaces
of boiler, condenser and heat exchanger
tubes.

Superior Diesel Marine Engines, Bul-
letin No. 457 of the National Supply
Company. A thirty-page handsomely il-
lustrated booklet describing in full detail

Working of S. A. E. Nickel Alloy
Steels, a sixteen-page reprint from "Amer-
ican Machinist," republished by the In-
ternational Nickel Company, Inc.

Data compiled from practice of 34
leading fabricators. Covers effects of al-
loying elements, characteristics and appli-
cations, and heat-treatment. Also practi-
cal instructions for machining, broaching,
drilling, tapping, threading, milling, saw-
ing, grinding, welding and gas cutting.

Lubricating Oil Coolers, an eight-
page illustrated brochure published by
Condenser Service and Engineering Co.

This leaflet gives condensed specifica-
tions and operating characteristics for
lubricating oil coolers of the two-pass
packed-head type, together with photo
engravings of various installations of
these heat exchangers.

Walworth Today: The June- July issue
of Walworth Today describes many in-
teresting installations of Walworth valves
and Walseal Silbray fittings on the new
United States liner America.

There were four 36-inch steel valves of
the motor operation non-rising stem type
for the circulating water lines of the main
condensers. These valves are the largest
ever built in America for merchant
steamer service. The bronze disks weighed
1000 lbs. each, and the complete valves
5000 lbs. each.

All the steel valves on the fuel oil sys-
tem, on the boiler feed system and on the
auxiliary steam systems are Walworth.

Walseal Silbray fittings were used on
the copper piping of the hot and cold
water lines, the heating lines, the refriger-
ating lines, the smoke detection system
and the hydraulic piping for watertight
door control.

Twin Weld Hose, a Hewitt Rubber
Corporation leaflet, showing by text and
illustration the convenience and economy
to be gained by the use of their twin hose
for oxy-acetylene welding.

Pneumix Agitators, a four-page 8"x
11" folder published by the Eclipse Air
Brush Company, describing and reciting
the advantages of its air-motored agita-
tors. These mixers are important because

50

PACIFIC MARINE REVIEW

Jlate/x. ^iIr Hinder

Saves Weight on
S. S. America

>-7"(?v weather decking on tug D. T. Sheridan

The trade name Dex-0-Tex covers the
use of pure rubber latex as a binder in cold
mixes of various aggregates to make re-
silient, water-tight, self-adherent surface
coverings for interior or exterior floors,
decks, walls, bulkheads, ceilings or any
structural areas needing such protection.
It is ready for traffic 8 to 10 hours after
application.

This product, widely and favorably
known to European ship operators under
the trade name of ".'\ranbee," is manufac-
tured and distributed in the United States
by the Crossfield Products Corporation,
whose home office and manufacturing
plant is at Los .Angeles, California, and
who maintain an Atlantic Coast factory at
Brooklyn, N. Y.

Its first use in the American IMerchant
Marine was for covering of weather decks
on the round-the-world liners when those
vessels were reconditioned by the .Ameri-
can President Lines in 1938.

The following qualities give Dex-0-
Tex unique advantages for use on ship-
board :

(1) Perfect adhesion. Bonding
strength on wood or metal averages 100
lbs. per square inch.

(2) Light weight. -Average for ;V,s-
inch thickness of coating is 2.8 pounds per
square foot.

( 3 ) Resilience. Never cracks or looses
bond under working of hull.

(4) Sound and heat insulation. Dead-
ens sound and is highly resistant to heat
transmission.

(5) Cold application. Disagreeable
and costly use and transportation of heat-
ing equipment is eliminated.

(6) Waterproof and anti-corrosive.

It makes metal surfaces proof against
both chemical and electrolytic corrosion.

On the recently-completed United States
Lines' liner America Dex-0-Tex was used
in several ways that very aptly illustrate
these advantages.

Approximately 35,000 feet of this deck-
ing was used as underlay to form a bond
between the steel deck and the ceramic
floor tile and glazed base tile in such
spaces as: toilets and showers; bath-
rooms; bars; service lockers; barber
shops; dispensary; power rooms; and
dressing rooms off the swimming pool.

This application illustrates these quali-
ties: ( 1) The bonding wasperfect; (2) in
comparison with the usual cement method,
Dex-0-Tex saved IS tons in weight; (3)
working of the ship never disturbs the
tiles; and (4) no moisture will ever reach
the steel.

Dex-0-Tex was used also as a finished
decking in the third class staterooms and
in the Sea Post Office. This decking, with

a mineral aggregate, in an attractive
brown shade, has the appearance of lino-
leum, and forms a seamless, resilient,
light-weight deck covering, which adheres
to the bare steel without assistance of
clips, metal laths or priming coats. Ap-
proximately 7000 square feet were used in
these rooms.

Perhaps the most novel use of Dex-0-
Tex on America was its application to pre-
vent corrosion on the sills of air ports in
public rooms and staterooms. Some 550
square feet was applied to these ports in
such fashion as to positively eliminate the
formation of rust, which makes such an
ugly smear on and is so destructive to the
interior finish of these rooms.

The L. S. Case Company of San Fran-
cisco is licensed applicator of Dex-0-Tex,
and has made a number of very successful
applications on Pacific Coast vessels.

Terrazo aggregate Dex-O-Tex makes attractive sanitary flooring for this officers' mess roon

NOVEMBER

19 4 0

51

SHIPS in THe (TlRKinG

LATEST NEWS FROM AMERICAN SHIPYARDS

^o^ue Rioted ^aiwiclie^i

American Export Lines" extensive new
shipbuilding program drew one step closer
to realization on September 21, when the
S. S. Executor was launched at Fore River
Yard, Bethlehem Steel Company, Ship-
building Division, Quincy, ^lass.

This was the seventh vessel of the com-
pany-designed "Ex-porter" type to hit the
water since June, 1939. Mrs. .Albert R.
Winnett of Toronto, daughter of Ameri-
can Export Lines' president, christened
the vessel in the presence of a group of
200 company officials and guests, who
traveled from New York to Quincy by
special train for the ceremony. Among the
latter were Admiral Emory S. Land, chair-
man of the U. S. Maritime Commission,
and Mrs. Land.

^

^H^^H^Hfiik^i^^^'^

^^yfe

^^^KmmmmL

'f^^HnHH'^

m

I^^BI^Hk'

^Kb^^^Kj^ iKk

i ^'^^^Br ^^f ^

^.-r

1 1 ^ r^^"f^- *,»

The E.xecutor is of the shelter deck
type, with fireproof construction through-
out, and modern, sanitary living and rec-
reation accommodations located in the
steel house amidships. Double 'tween
decks, seven large hatches, three of which
can be double-rigged, electric-driven
winches and booms with capacities up to
35 tons, are provided to facilitate loading.
The vessel has a steaming radius of 15,000
miles, is designed to operate economically
at 16^2 knots fully loaded, and has abun-
dant reserve speed.

Principal characteristics of the Execu-
tor are:

Length overall 473' 1"

Molded breadth 66'

Molded depth 42' 6"

Designed draft, loaded 2 7'

Speed 16^2 knots minimum

Steaming radius 15,000 miles

Boilers . . 450 lbs. per square inch pressure

at 750° F.

Engines. . .8,000-hp, Bethlehem turbines

Displacement tonnage 14,480

Three holds are fitted with Cargocaire,
a system for conditioning certain types of
semi-perishable cargo first adopted by
-American Export Lines in these "Ex-
porter" vessels. There are also deep tanks
for handling a large tonnage of fluid cargo.
Independent pumps are provided to work
such cargo. Two fire protection systems
serve each hold.

For recent developments in
Southern California ship-
yards, see leading articles,
this issue. For Puget Sound
news, see "Northwest Ma-
rine Review" section.

Qeti SwiAAeif. SUlp,

On October 1 the U. S. Coast and Geo-
detic Survey awarded to the Lake Wash-
ington Shipyards of Houghton, Washing-
ton, a contract to build a 1500-ton steel
hull survey ship, to be named Pathfinder,
to take the place of an old survey ship
of that name. The Lake Washington yards
won this contract under competitive bids.
The cost is to be $1,2 19,000 plus a reserve
not to e.xceed $48,000 to cover increases
in labor and/or material costs. Time limit
specified is 720 days.

The new Pathfinder, especially designed
for Alaska survey duty, will be of the fol-
lowing principal dimensions and power:

Length overall 229' 4"

Length between perpendiculars. . 209' 4"

Breadth, molded 39'

Depth, molded to upper deck 23' 6"

Draft, mean load IS'

Displacement, light 1,500 tons

Displacement, loaded 1,900 tons

Shaft horsepower 2,000

Speed at 1 30 rpm 15 knots

Cruising radius 8,000 miles

This ship is of somewhat larger dimen-
sions than the survey ship Explorer, re-
cently delivered to the U. S. Coast and
Geodetic Survey by the Lake Washington
Shipyards.

On competitive bidding, apparently
limited to Puget Sound boat builders, a
contract to build an auxiliary survey ves-
sel for $149,990 was awarded on October
1 to S. E. Sagstad of Seattle, Washington,
by the U. S. Coast and Geodetic Survey.

This ship, to be named Patton, is of
special design for survey duty in western
.Alaska, and will be a wooden, twin-screw.

52

PACIFIC MARINE REVIEW

sIHTbuiIders

and ENGINEERS

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

SAN FRANCISCO OFFICE and PLANT

Machine Shop
and General Repairs

1100 SANSOME STREET
Telephone SUtter 0221

a

ALAMEDA PLANT

Machinery, Hull
and Industrial Repairs

Twi) Dry Docks
3,000 tons and 5,000 tons capacity

FOOT OF SCHILLER STREET
Telephone ALameda 8585

GENERAL ENGIXEERIXG
and DRY DOCK TOMPAXY

diesel - powered vessel of the following cially designed for the carriage of bauxite

principal dimensions and power: for the Aluminum Company of America,

Length overall 88' ^""^ ^'" ^^ operated from North Atlantic

Beam molded 21' and Gulf Ports to the Caribbean.

Draft, mean load 7' 6"

Displacement, loaded 161 tons •

Shaft horsepower 300

Speed, maximum ^10 knots ^^^/^ -^acomxi, GcU

Cruising radius 3,000 miles «"»«*»*»«* iv^^frrvu, yci^i.

%«> Mo^ G-3i

0.

'cea4t

3>

(unwuOH,

Qo4iifui<U

The Maritime Commission on Septem-
ber 25 announced an award of a contract
for construction of three vessels generally
similar to C-2 type with accommodations
for 38 passengers, single-screw, steam-
propelled cargo vessels for the Ocean Do-
minion Steamship Corporation to Moore
Dry Dock Company, Oakland, Califor-
nia, on an adjusted price basis of $2,850,-
000 per ship. Bids were received on these
ships on September 11, 1940.

The general specifications for the ships
are: Length overall 442 feet: beam 62
feet: draft loaded 25 feet: sustained sea
speed 17 knots: cargo capacity 353,000
cubic feet, including 7,800 cubic feet of
refrigerated space. The vessels are espe-

The United States Maritime Commis-
sion announced on October li award of
contract to the Seattle-Tacoma Shipbuild-
ing Corp., Tacoma, Washington, for con-
struction of two C-3 vessels, which will be
converted into .\rmy transports.

Each vessel will be constructed to carry
approximately 1125 men and 200 offi-
cers. Cost of the vessels, exclusive of the
cost of conversion for transport use, will
be $2,990,000 each. The contract was
awarded on bids received on .August 6,
1940.

The award brings to 1 1 the number of
vessels ordered by the Maritime Commis-
sion from this Tacoma shipyard. The
Commission's designed C-3 vessel is 492
feet overall, operates at 16^ knots, and
has a displacement of about 17,000 tons.

Mackerel, a U. S. Xavy submarine,
launched by the Electric Boat Company
on September 28.

Cape Flattery, a C-1 type cargo mo-
torship launched by the Seattle-Tacoma
Shipbuilding Corporation at Tacoma,
Washington, on the 28th of September.

M. E. Lombardi, a steam-drive tanker
for the Standard Oil Company of Califor-
nia, launched by the Sun Shipbuilding &
Dry Dock Company on September 28 at
their yard, Chester, Pennsylvania, and
christened by Mrs. M. E. Lombardi.

Cape May, a C-1 type cargo steamer
launched by the Bethlehem Steel Com-
pany Shipbuilding Division at its Staten
Island Plant on October 1.

Alcoa Pioneer, a C-1 type cargo

steamer for the .Alcoa S. S. Company,
launched by the Bethlehem Steel Com-
pany Shipbuilding Division at the San
Francisco Works of its Union Plant on
October 4.

President Hayes, a C-3 type combined
passenger and cargo steamer for the Amer-
ican I'resident Lines, launched by the

NOVEMBER

19 4 0

53

Newport News Shipbuilding & Dry Dock
Company on October 4.

Loella Lykes, a C-1 type cargo steamer
for Lykes Bros., launched by the Federal
Shiptjuilding & Dry Dock Company at
their Kearny. X. J., plant on October 5.

Robin Locksley. Sparrows Point Yard
of the Bethlehem Steel Company Ship-
building Division on October 5 launched
the first of six fine geared turbine drive
modified C-2 type cargo steamers for the
U. S. Maritime Commission and the Robin
Line of the Seas Shipping Company. Mrs.
Arthur Ramond Lewis, Jr., wife of the
president of the Seas Shipping Company,
christened the vessel.

American Leader, a C-1 type cargo
motorship for the U. S. Maritime Com-
mission and the United States Lines,
launched by the Western Pipe & Steel
Company of California on October 8 at
their South San Francisco yard.

Mormactide, a C-3 type cargo steamer
for the U. S. Maritime Commission and
the Moore-McCormack Steamship Com-

pany, launched by the Ingalls Shipbuild-
ing Corporation on October 12 at their
Pascagoula, Mississippi, yard.

General Electric is spending ^11,500,-
000 in e.xpanding present facilities for
manufacturing propulsion equipments for
the U. S. Xavy, it was recently announced
by Charles E. Wilson, president of the
company. This is in line with the com-
pany's policy of anticipating, insofar as
is possible, the requirements of the de-
fense program for regular lines of G-E
equipment.

The expansion program involves equip-
ping an existing building at the company's
Erie (Pa.) Works with heavy machinery
for the manufacture of large steam tur-
bines required by destroyers and light
cruisers, and enlarging two of its Lynn
(Mass.) shops, where reduction gears for
the propulsion equipments are made.

The additional facilities obtained by
this expenditure will release available ca-
pacity at Schenectady for the manufac-
ture of the larger turbines for battleships,
as well as those regularly manufactured
for utility customers.

At the present time. General Electric
has on order or is building land and ma-
rine turbines totaling 6,000,000 horse-
power.

Equipping the existing shop at Erie for
manufacture of turbines will cost $8,500,-
000. Delivery of the first units from that
point will be made toward theendof 1941.

Fortunately, the shop at Erie is imme-
diately available and is ideally suited for
heavy manufacture. Crane facilities are
already in, and as soon as the big mills
and lathes needed for machining the tur-
bines can be installed, the shop can swing
into production.

From 12 to 18 months are required for
building and testing the turbines and
gears which make up the propulsion
equipments for the larger Navy ships.

OCEAN-GOING MERCHANT FLEETS REGISTERED IN THE VARIOUS NATIONS OF THE WORLD

(IRON AND STEEL, STEAM AND MOTOR VESSELS OF 2,000 GROSS TONS AND OVER)

AS OF JANUARY 1, 1940.

(Excludes Vessels on the Great Lakes)

NATION

TOTAL

COMBINATION

FREIGHTERS

TANKERS

RANK

No.

Gross Tons

Percent

No.

Gross Tons

No.

Gross Tons

No.

Gross Tons

1

Great Britain

2,529

16,321,064

31.4

324

3,736,685

1,769

9,416,804

436

3,167,575

2

United States

1,296

7,881,844

15.2

141

1,219,878

802

4,072,701

353

2,589,265

3

Japan

873

4,574,047

8.8

128

793,060

698

3,340,500

47

440,487

4

Norway

698

3,947,469

7.6

15

89,478

423

1,797,466

260

2,060,525

5

Germany

579

3,353,782

6.5

104

1,071,781

443

2,025,637

32

256,364

6

Italy

505

2,921,791

5.6

106

984,355

325

1,538,561

74

398,875

7

Netherlands

405

2,453,877

4.7

94

816,651

204

1,093,055

107

544,171

8

France

414

2,383,466

4.6

106

1,038,253

263

1,031,171

45

314,042

9

Greece

334

1,500,700

2.9

2

20,870

326

1,450,854

6

28,976

10

U. S. S. R.

244

923,705

1.8

24

122,043

203

688,651

17

113,011

11

Sweden

185

895,472

1.7

14

104,750

150

607,338

21

183,384

12

Panama

120

775,006

1.5

—

—

56

223,377

64

551,629

13

Denmark

156

693,901

1.3

14

81,500

129

507,031

13

105,370

14

Spain

161

659,095

1.3

16

108,639

132

479,586

13

70,870

15

Yugoslavia

77

339,425

.7

4

23,799

73

315,626

—

—

16

Brazil

75

329,977

.6

24

127,616

50

200,014

1

2,347

17

Belgium

55

320,818

.6

8

75,039

37

175,350

10

70,429

18

Finland

99

316,141

.6

—

—

98

309,592

1

6,549

19

Portugal

31

158,405

.3

9

60,054

21

95,505

1

2,846

20

Latvia

44

150,651

.3

—

—

44

150,651

—

—

21

Argentina

34

148,012

.3

4

12,106

7

22,008

23

113,898

22

Chile

36

133,800

.3

18

84,862

18

48,938

—

—

23

Rumania

23

100,893

.2

10

49,749

10

36,407

3

14,737

24

Turkey

27

96,240

.2

9

40,094

17

52,423

1

3,723

25

Egypt

18

89,992

,2

6

44,795

12

45,197

—

—

26

Honduras

20

75,297

.2

8

33,777

11

33,897

1

7,623

27

Poland

14

73,013

6

52,443

8

20,570

—

—

28

Philippines

12

71,839

—

—

11

66,603

1

5,236

29

China

25

71,032

1

6,021

24

65,011

—

— •

30

Venezuela

23

68,583

—

—

—

—

23

68,583

31

Estonia

21

61,704

—

—

21

61,704

—

—

32

Peru

7

25,834

2

9,361

4

13,653

1

2,820

33

Hungary

6

22,748

— ■

—

—

6

22,748

—

—

34

Bulgaria

6

19,204

—

2

7,659

4

11,545

—

—

35

.Mexico

5

16,750

—

2

4,990

1

2,220

2

9,540

36

Uruguay

2

6,932

—

— ■

—

2

6,932

—

—

37

Palestine

1

3,075

—

—

—

1

3,075

—

—

38

Cuba

1

2,492

—

1

2,492

—

—

—

~~

Total

9,161

51,988,076

100.0

1,202

10,822,800

6,403

30,032,401

1,556

11,132,875

Note:

All figures subject to revision.

Courtesy — United States Maritime Commission, Division of Research.

an Bureau of Shipping)

54

PACIFIC MARINE REVIEW

^ine> P^uoiectixM. and

QoOvl ^T(Hi4jS42JS€4XiiiX^ Steward'sDepariment

Of all emergencies encountered on a
ship at sea most likely to upset the morale
of the personnel, fire is the one to be most
feared, as it strikes with the least warn-
ing. Yet, fire is the one hazard that is al-
most wholly preventable when the crew
take the most ordinary precautions. In
other words, fire prevention is merely
good housekeeping.

When you board a passenger ship, the
first impressions are of cleanliness and
order — gleaming linoleum, bright wood-
work and shining chromium. The house-
keepers responsible for this are the stew-
ards, from the chief down to the firemen's
mess boy. All of those portions of the ves-
sel which may be termed as "livable"
come under their direct supervision and
observation. The important and essential
function performed by the steward's de-
partment in its contribution to the smooth
running of the vessel cannot be overesti-
mated. \ steward who takes a proper
pride in his work, and most of them do,
strives to discharge his responsibility to
the traveling public with respect to their
safety as well as to their comfort. He is
fulfilling the requirements of his job just
as surely as the seaman in the deck depart-
ment or the engineman in the engine de-
partment. .\nd it may be stated that his
regard for the safety of those on board is
in direct ratio to the methods of house-
keeping he follows.

The steward's department includes not
only those portions of the vessel which are
visible to passengers, but also those spaces
which are given over to lockers, service
rooms and cubbyholes, where working
equipment and cleaning materials are
stored. If curiosity should lead you to
open a door marked "Service Room," you
would not expect to find on a well-regu-
lated, properly supervised vessel the fol-
lowing conditions: A trash basket in one
corner heaped with used paper towels,
paper cups, novelty hats and wilted flow-
ers left over from the captain's dinner the
night before. You would not expect to see
in another corner empty floorwax cans,
dirty mops and dusters; dirty clothes, old
newspapers, magazines, or a pile of rags
saturated with oil and furniture polish
thrown there after having been used on

the woodwork. The presence of oily rags
or rags saturated with wax or unapproved
polishes creates a dangerous fire condi-
tion. The lack of decent order does not
speak well for the discipline of a vessel.

If you visit the galley, you see spark-
ling glassware and china arranged neatly
in racks, clean pots and pans hanging in
a row overhead or on a bulkhead — a place
for everything and everything in its place.
Then you chance to look into the uptake
or ventilator over the range. Too often it
will be a black-soot-covered greasy hole.
If your attention is caught by a pile of hot
ashes on the deck in front of the charcoal
broiler, or the cord of the hot plate frayed
nearly through, exposing the wires, you
realize that these may be but a few of the
dangerous and unnecessary conditions al-
lowed to go unnoticed by a steward who is
either ignorant of or neglects the rules of
good housekeeping on a vessel.

To have a fire, two things must be
present :

( 1 ) Combustible material

(2) Source of ignition

and they must be brought together.

The National Safety Council have
given the matter of fire hazards, preven-
tion and control, considerable study, and
the following information, of particular
interest to the steward's department, is
quoted from their publication, "Marine
Sajrty."

I. Fire Hazards

Galley:

( 1 ) Flarebacks in range fire boxes.

( 2 ) Use of kerosene or gasoline to
start fires in coal-burning ranges.

(3) Hot ashes.

(4) Collection of oil in drip pans.

( 5 ) Leaky fuel lines.

( (3 ) Use of matches other than "safety "

type.
( 7 ) Carbureter bowl not properly

cleaned.

(8) .Accumulation of trash and other
combustible material.

(9) Overheating galley range.

(10) Permitting grease to accumulate
on hood over range or in air ducts.
Public Rooms:
( 1 ) Smoking.

(2) Use of polishes or cleaning agents
other than approved types.

(3) .Accumulations of trash, waste-
paper, etc.

Miscellaneous:

( 1 ) Oily rags, or those dirtied by metal
polishes, wax or oil cleaners.

( 2 ) Portable extension wiring.

(3) Flammable material in contact
with electric lights.

(4) Flammable material in contact
with steam pipes.

(5) Portable electric utensils — hot
plates, toasters, percolators, etc.

(6) Improper storage of flammable
liquids.

( 7 ) .Accumulation of trash or waste-
paper, etc.

II. Fire Prevention

( 1 ) Smoking — require absolute com-
pliance by officers in order that they may
require obedience of crew.

Freighters — No smoking in galley or
storerooms.

Passenger vessels — No smoking while
on duty, smoking permitted in crew's
quarters only. Permit no smoking by pas-
sengers while attending motion picture
shows.

(2) Permit use only of approved pol-
ishes and cleaners by steward's depart-
ment employees. Destroy all unauthorized
types or brands upon discovery.

(3) Constant observance of passenger
quarters and public rooms for fire hazards
such as cigarette butts, burning matches
or electric curling irons.

( 4 ) Permit use of safety matches only.

(5) No fiammable material in contact
with steam pipes or electric lights.

(6) Flammable liquids stored in ap-
proved places.

( 7 ) Keep lockers and closets neat, and
permit no accumulation of rubbish.

( 8 ) Do not permit oily, paint-smeared
rags, nor those dirtied with polishes,
waxes or cleaning material to accumulate
in such inclosures as lockers or cupboards.

(9) Permit no extension cords.

(10) Furnish receptacles for waste-
paper and trash in crew's quarters, and
empty daily.

NOVEMBER

19 4 0

55

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.

M A T H E W S

& LIVI]¥GSTOI%

MARITIME INSURANCE CO., LTD.

•

Mar

ne Underwriters

FIDELITY PHENIX FIRE INS. CO.

200 BUSH STREET

SAN FRANCISCO

Commercial Hull Dept.
AUTOMOBILE INS. CO.

Offices at: Colman Bldg., Se

attle • 111 West 7th St., Los Angeles

(11) Furnish metal containers for hot
ashes if coal-burning range is used.

(12) Do not use kerosene or gasoline
for starting galley fire.

(13) Keep oil burners in proper repair
and adjustment.

(14) Issue proper instructions relative
to lighting off burners.

(15) Housekeeping — daily inspections
of departments of chief steward.

(16) Regular watchmen service at night
in public rooms and passenger quarters.

III. Fire Control

Organization:

( 1 ) Frequent regular instruction in
methods of fire-fighting.

( 2) Frequent regular instruction as to
actions upon discovery of fire.

(3) Frequent regular instruction as to
location of fire extinguishers and proper
use of each tjpe.

(4) Fire drills with assigned definite
problems.

( 5 ) Frequent regular inspections of all
fire-fighting equipment.

Fire-fighting Equipment:
Type —

(1) Steam

(2) Water

(3) Chemicals

(a) Soda acid

(b) Foamite

(c) Carbon tetrachloride.

(d) Carbon dioxide
Location —

( 1 ) In place

(2) Easily accessible

(3 ) In working order always

(4) Sprinkler valves open

(5) Sprinkler heads unobstructed

(6) .Alarms in working order always
Gas Masks and Breathing .Apparatus —

( 1 ) In proper operating condition
always

(2) Men instructed in use and limi-
tations of types carried

(3) Actual practice in wearing

(4) Protective clothing.
Representatives of the Bureau make

frequent inspection trips, and they are
always ready and pleased to assist in the
instruction of the crew in the rules for the
prevention of fire and in the use of fire-
fighting equipment. — "Bulletin," Bureau
of Marine Inspection and Navigation.

w

ga %g r '' ' "„3iSij^T|

^^-- -

-^■■i^ .-^^^^^^^^'^PiWWi

^^^

^^^Hh^^^'s

^H

Clark "Utilitriic" piling cargo on Matson-Oceanic Line docks at Seattle

A new cargo handling fork truck that is
capable of 24-hour continuous service,
and with tiering range of 160 inches, or
higher if required, has been adopted by
many marine terminals at .Atlantic, Gulf
and Pacific ports, and in the illustration
herewith is shown handling cargo on the
^latson Oceanic Line docks at Seattle.

Clark "Utilitruc" is made by the Clark
Tructractor Division of Clark Equipment
Co., Battle Creek, Michigan, in a number
of models up to 7,000 pounds capacity.
They are gas-powered, operate at 1 to 7
mph. Compactly built, they negotiate
crowded dock space easily, maneuver
neatly in 'tween-deck space when re-

• ••••••

quired, climb ramps under load. Some
models are as low as 62 inches. There are
straight lift models, tilting models and
telescopic models. Center drive enables
operator to pick and spot his load ac-
curately.

/I Pai/Uotlc

"Let's Work Together for America" is
the slogan now being used by Fireman's
Fund Group and carried as a design in its
advertising and stationery in response to
present need for unity on all national de-
fense plans.

The slogan and design have not been
copyrighted, according to officials of the
company, and any insurance company or
organization is welcome to use it. Com-
bined with the drawing is the seal of the
National Board of Fire Underwriters,
"Standard Protection." The member com-
panies of this organization recently com-
mitted themselves in national advertise-
ments to full cooperation with the Govern-
ment on national defense measures.

Fireman's Fund reproduced the slogan
in the October issue of the company's
house organ. Fireman's Fund Record.

56

PACIFIC MARINE R E V I E 'W

All AUa^^

^0^ 15tU AhjuuU BtecuniUUx Jbintie/i!

All aboard for the 15th Annual Steam-
ship Dinner 1

Skipper for the 1940 voyage is Fred L.
Doelker, and the big date is Saturday,
November the 9th.

As usual, the scene of the festivities will
be the Palace Hotel . . . and anticipating a
full crew-list, the committee has engaged
the spacious Palm Court.

Purser of the 1940 trip is Edward H.
Harms, veteran secretary. Committee
chairmen are:

Donald Watson, Dinner
K. C. Tripp, Finance
W. C. Empey, Membership
R. S. Norton, Entertainment
Philip A. Coxon, Reception
Eugene Hoffman, Publicity
These annual get-togethers are always
memorable events, and fortunate indeed
are those who come aboard.

From the well-planned reception, un-
der the capable supervision of Phil Coxon,
throughout the sumptuous banquet and a
two-hour show, which is always tops in
entertainment, thanks to Bob Norton and
his first aide-de-camp, Ray Ingram — un-
til the last handclasp up topside, where
good fellowship reigns supreme — mighty
nigh one thousand members of the steam-
ship and allied industries will rejoice in
the handiwork of the capable "officers of
the good ship."

A4ne^Ucci4i,

.American Export Lines, Inc., announce
the appointment of officers to man the S.S.
Executor, newest vessel on their fast
growing fleet. Capt. Ernest H. Nelson,
who has been with the line since 1926,
will command the Executor with G. Mole-
stad as first officer, L. R. Smith, second
officer, and F.Telcher, third officer. Other
appointments include E. Borg as first
assistant, J. Fenton, second assistant, and
H. W. Dailey, third assistant.

The engineering staff will be led by
W. E. Griffiths as first engineer who has
been with the company for seventeen
years. Mr. Griffiths held a rank of sec-
ond assistant engineer -when he joined
the company and was appointed to his
present grade in 1930.

COMMITTEES

Dinner — Donald Watson, Chairman, Interocean Steamship Corporation; Jos. A. Moore,
Jr., Vice-Chairman, Moore Drydock Company; W. E. Doolini;, .^merican-Hawaiian Steam-
ship Company; L. P. Bailey, Balfour-Guthrie Company; Captain Walter Gay, Bank Line;
Cyril Meek, Bay Cities Transportation Company; -\. K. Hulme, General Steamship Cor-
poration; Chas. Haseltine, Pacific Stevedoring & Ballast Company; J.J. Coney, Hillcone
Steamship Company; Dearborn Clark. .\merican-Hawaiian Steamship Company; F. H. Fox,
General Engineering & Drydock Company.

Fi.NANCE — K. C. Tripp, Chairman, Moore-McCormack Lines; R. K. Hunter, Vice-Chair-
man, Luckenbach Steamship Company; L, C. Stewart, Sudden & Christcnson; J. C. Van
Meurs, Blue Star Line; J. J. Walsh, Furness Line; H. H. Pierson, De La Rama Steamship
Lines; E. F. R. DeLanoy, Holland-.\merican Line; T. C. Greene, Norton, Lilly & Co.; Harry
Ewing, Luckenbach Steamship Company.

Membership — W. C. Empey. Chairman, The Guide; Geo. .\. .Armes, \'ice-Chairman,
General Engineering & Drydock Company; Harry Thompson, Grace Line; Geo. J. Yater,
Pacific Coast European Conference; P. M. Holway, Holway Steamship Company; M. F.
Cropley, Matson Navigation Company; W. E. Usher, Calmar Line; .\. S. Gunn, Bethlehem
Shipbuilding Corporation; Charles L. Wheeler, McCormick Steamship Company; H. H.
Brann, Haviside Company; Chr. Jensen, East .\siatic Company; Gilbert Macqueron,
French Line.

ExTERTAi.sMEXT — R. S. Norton. Chairman, Sudden & Christenson; Ray Ingram, Vice-
Chairman. I'nion Oil Company; H. E. Hornung, N. Y. K. Line; T. E. Cuffc, .American
President Lines; Rav Windquist, General Steamship Corporation; R. F. Burley, McCormick
Steamship Company; F. W. Kutter, Fred Olsen Line; W. R. Chambcrlin, W. R. Chamberlin
Company; Chr. Blom, Klaveness Line; R. A. McLaren, Williams-Dimond Company; Harry
Lilly, Norton. Lilly & Co.

Reception — Philip .\. Co.\on, Chairman, Moore Drydock Company; John E. Gushing,
Vice-Chairman, .\merican-Hawaiian Steamship Company ; E. Wright. ICerr Steamship Com-
pany ; .Vorvin Fay, The River Lines; A. B. Johnson, Jr.. .\. B. Johnson Company; Erik
Krag. Interocean Steamship Corporation; J. A. Lunny, McCormick Steamship Company;
George K. Nichols, Matson Navigation Company ; Cornelius Winkler, Transpacific Trans-
portation Company; J. A. McEachern, Standard Oil Company; R. C. Robinson, Hammond
Shipping Company ; K. H. Donavin, Moore-McCormack Lines.

PiBLKiTV — Gene Hoffman, Chairman, .American President Lines; Ben Foster, Vice-Chair-
man, Western Transportation ; Lewis Lapham, American-Hawaiian Steamship Company ;
Kenneth Cross, .Alaska Steamship Company; Geo. Martin, Pacific Shipper; Wm. McKce,
Shipping Register; Seamus O'Hanrahan, Commercial News.

Honorary Operating Committee— /'aj( General Chairmen: Harry Scott, General Steam-
ship Corporation; John C. Rohlfs, Standard Oil Company; Hugh Gallagher. Matson Navi-
gation Companv ; Thomas Crowley, Shipowners & Merchants Tugboat Company ; Harry
Evans, E. C. Evans & Sons; M. J. IJuckley, .American President Lines: R. W. Bybee, Moore-
McCormack Lines ; Roger Lapham, .American-Hawaiian Steamship Company ; C. H. Chand-
ler. Sudden & Christenson ; R. W. Myers, Shipowners .Association of the Pacific Coast ; Frazier
.A. Bailey, Matson Navigation Company.

FRED L. DOELKER

General Chairman
Grace Line

EDWARD H HARMS

Secretary

McCormick Steamship Company

NOVEMBER

19 4 0

57

PACIFIC
MARINE

KetueuAi

Oh 7o J^eiu 6dea4U

by Thovtas A. Scott

National President of The Propeller Club of the United States

Each year, the convention of The Pro-
peller Club of the United States brings
together representatives of every branch
of marine activity in this country — deep
sea. inland waterway and Great Lakes —
vessel operators, builders and repairers,
designers, manufacturers and dealers in
marine equipment of every conceivable
character. And each year, the size and im-
portance of this gathering grows, for as
the organization itself constantly expands,
attendance at the sessions increases in
proportion, while the tremendous activity
in shipbuilding and the dependence of our
shippers upon American vessels due to
the war have served to focus public inter-
est upon the .American Merchant Marine,
both as a tremendous factor in the na-
tional defense and as a means of main-
taining delivery service for our exports,
imports and domestic commerce.

This year's meeting — the Fourteenth
-Annual Convention of The Propeller Club
of the United States — will be held in New
Orleans December 8th to 11th inclusive,
where the vast waterborne commerce of
the Mississippi X'alley meets the shipping
of the Gulf and the seven seas. The Pro-
peller Club, Port of New Orleans, Port
No. 3 in the national organization, will
act as host to the convention, and New
Orleans committees are hard at work pre-
paring for the accommodation and enter-
tainment of the delegates, their wives and
guests who will converge upon their city
for the serious business of the convention
and the diversions to be found in .Ameri-
ca's most romantic community which,
after more than a century and a quarter,
still preserves its "Old World" charm.

In addition to the convention sessions,
the important .American Merchant Ma-
rine Conference will again be held for the
presentation and discussion of problems
affecting the .American marine industry.
The conference, to which the entire day
of Tuesday, December 10th, will be de-
voted, is strongly endorsed by the Mari-
time Commission, by government officials
and leaders in .American shipping affairs
in all parts of the country. The program
will include outstanding individuals in
government and industry who will pre-
sent their views and invite discussion on
a wide variety of subjects of vital interest
to the progress of the American Merchant
Marine. It is safe to say that the Merchant
Marine Conference takes on a greater sig-
nificance this year than ever before. Pres-
ent world conditions and the rapid shifts
on the world economic front, as well as
domestic problems relating to water trans-
portation, have created a constantly
changing situation affecting every factor
in marine affairs.

Another important part of the conven-
tion will be the Marine Exhibition in
which shipbuilders, steamship companies,
marine equipment manufacturers and oth-
ers will display their services and wares.
The exhibition will provide a means for
the vessel operator to become acquainted
with the latest developments in marine
engineering and apparatus and, at the
same time, tell the world about his own
facilities for the transportation of cargo
and the accommodation of passengers.

The Roosevelt Hotel in New Orleans
has been designated as official headquar-

ters of the convention, and all business
sessions, as well as the Marine Exhibition,
will be held there.

Commander K. H. Donavin, assis-
tant to the president, reports that
Comm. Herman S. Mayo, port captain
of Moore-McCormack Lines, returned
to sea after two years' absence when he
sailed on October 1 8 in command of
the American Republics liner Uru-
guay, replacing for one voyage Cap-
tain William B. Oakley, regular mas-
ter of the ship. Captain Oakley is
ashore for a vacation, and plans to
spend six weeks in Florida.

Captain Mayo is a veteran of the
Moore - McCormack Lines staff. He
started his nautical career in 1915, when
he graduated from the Massachusetts
Nautical School. He then became quarter-
master for the American Hawaiian Line,
and was a second mate at the outbreak of
the World War. He served in the Navy as
a navigating officer, and in 1921 joined
the staff of Moore-McCormack Lines as
third mate. He rose successively through
the various posts to the position of master,
and for six years was master of the liner
Scanpenn, operated by Moore-McCor-
mack Lines in its American Scantic Line
service to Scandinavia. Captain Mayo is
a lieutenant commander in the Naval
Reserve.

Pacific Coast interests remember the
Uruguay as the former California,
operated in the intercoastal service of
the Panama Pacific Line.

58

PACIFIC MARINE REVIEW

The Mariners" Club of California, back
with the "full-speed-ahead" signal after
the summer vacationing, has been respon-
sible for several lively get-togethers and
important events during the September-
October period.

Early in September, the Board of Gov-
ernors trimmed ship for the fall voyage,
mustering all committees and laying out
blue prints and charts for programs out
ahead.

On October 3 the organization of mari-
timers held a very successful luncheon-
meeting aboard the after deck of the good
ship "St. Julien" (moored at 140 Battery
Street), with F. J. Marias as guest
speaker. Mr. Marias, chairman of the
State Board of Harbor Commissioners,
addressed the Mariners on "Harbor Re-
sponsibilities During an Emergency."
Speaker Marias brought to his discussion
the background of his personal experience
in World War No. 1, and his talk proved
particularly timely and informative.

Walter J. Walsh, president of the Mari-
ners' Club, introduced our speaker, and
also outlined to the membership the plans
under way for important events, which
will soon be announced.

The next luncheon program was ob-
served in conjunction with other sponsor-
ing organizations, primarily the Navy
League of the United States. The event
. . . our annual Navy Day Program, was
held at the Fairmont Hotel on Thursday,
October 24. Present were leaders in Navy
and merchant marine affairs from all
Northern California districts. Key
speaker was Hon. Frank R. Devlin, on
the timely subject, "Our Navy."

Chairman of the Day was Walter J.
Walsh. Stanley E. Allen, secretary-
treasurer of the Mariners, reports: "We
have many new members coming into the
fold. Our club, bigger and better than
ever, is all set for a banner vearl"

^o. Alcuika

Busier than the proverbial switch en-
gine during his October visit to San Fran-
cisco was W. H. "Bill" Rudy, Pacific
Coast manager for Xzit Sales Company.

Owing to the materially expanded busi-
ness which his company is enjoying in the
Bay area. Bill has completed arrange-
ments for additional man power in this
district for the three distinctive lines
which these manufacturers offer the ma-
rine and industrial trades.

"We have also added to our list of dis-
trict agents a new selling connection up in
Juneau — Elmer Fern of 227 South Frank-
lin Street, who will take care of our cus-
tomers throughout the Alaskan district.
This appointment now rounds out our
Pacific Coast service up and down the en-
tire seaboard, and makes it possible for
our marine friends to replenish their sup-
plies of Xzit in all principal maritime
localities.

"In a few short years, our product of
Xzit — fire scale and soot eradicator — has
gained tremendously in favor with Coast
ship operating lines. We are now number-

ing among our customers some of the
biggest tanker and merchant fleet opera-
tors in the Pacific area. We feel that our
strengthened service is justified by this
fine acceptance of our product, and along
with our newly-established Alaska con-
tact we have coverage in the Puget Sound,
Portland, San Francisco Bay, Los .Angeles-
Wilmington and Honolulu zones."

Rudy, a visitor to the P. M. R. offices a
day or so ago, read us excerpts from a re-
port issued by the Xzit president, J. F.
Govan, out of Hoboken headquarters, to
the effect that Eastern and Gulf Coast
business is steadily climbing on the up-
ward curve.

Precision Bearings, Inc., of Los .An-
geles have recently completed extensive
remodeling of their main office and fac-
tory. In addition to the remodeling and
renovating, new equipment has been
added and personnel changes have been
made to facilitate handling of orders at
the P B I headc|uarters.

An unusual marine exhibit is now being
displayed on the ground floor of the Mer-
chants Exchange Building, 465 California
Street, and is open to the public daily,
except Sundays and holidays, from 10
A.M. to 3 : 30 P.M. and on Saturdays from
10 A.M. until noon. It will remain on
display throughout October and Novem-
ber, in space donated by the Merchants
Exchange Building, under the joint spon-
sorship of the San Francisco Junior Cham-
ber of Commerce and the Marine Ex-
change of San Francisco.

The Marine P^xhibit includes many
valuable and interesting collector's items,
as well as ship models and old prints.
Noteworthy are a beautiful model of the
Queen Mary, recently built in San Fran-
cisco, models of the sailing ships Kenil-
worth and Tillie Y.. Starbuck under full
sail, original clipper ship bills of lading,
the only copy of the first issue of the
"Guide," 186S, old prints of early Pacific
Mail liners, and other documents and pic-
tures relating to our maritime history.

The committee responsible for col-
lecting and arranging the exhibit in-
cluding the securing of funds neces-
sary to cover the cost involved are: "
Ed^vard S. Clark, chairman; Mrs.
Alma Spreckels Awl; William A.
Baxter, secretary; Jerome Landfield;
Roger D. Lapham; John N. Rosekrans
and Mrs. Edgar Walter.

"San Francisco's principal industry is
its maritime commerce. This exhibit is
designed to draw attention to this indus-
try, the importance of which is .sometimes
lost sight of by the general public. Our
hope is that this exhibit will serve as the
nucleus of something that will be of last-
ing value to the entire Pacific Coast — a
Maritime ^luseum," Mrs. .Alma Spreckels
.Awl stated.

Warren Taylor, Pacific Coast mana-
ger of the Wall Rope Works, announces
the appointment of the -Atlas Marine Sup-
ply Company, 264 Seventh Street, San
Pedro, California, as Wall Rope distribu-
tors in that territory.

The .Atlas Marine Supply Company is
an old established supply firm in the ma-
rine field. Officials of the company are
Sigmund Baardsen and Gunnar Scon-
hoft.

NOVEMBER • 1940

59

Pnc^pelU^ GUiM. «M^eciA4> Gam^^K, HaLe/U G. Jlee

Charles L. Wheeler

President
John E. Gushing

First Vice-President

Arthur B. Poole

Second Vice-President
Hugh Gallagher

Third Vice-President

Eugene F. Hoffman

Secretary -Treasurer

BOARD OF GOVERNORS

Frazer A. Bailey

Capt. Henry Blackstone

John E. Gushing

Fred L. Doelker

Hugh Gallagher

A. S. Gunn

Edward S. Harms

George Jordan

Roger D. Lapham

Marshall Levis

Ira S. Lillick

Capt. Lewis Mesherry

Joseph A. Moore

Arthur B. Poole

Charles L. Wheeler

Xewly-elected president Charles L.
Wheeler has launched his administration
most impressively with the opening
luncheon program, bringing out a capac-
ity attendance that comfortably iilled the
Comstock Room in the Palace Hotel on
Friday, October 25.

Club members responded enthusiasti-
cally to hear Comm. Robert C. Lee, ex-
ecutive vice-president of Moore-McCor-
mack Lines — out here from New York
headquarters for a busy five-day session
with Coast officials.

Commander Lee addressed his audience
in a straightforward and informal man-
ner, bringing home to his listeners his
alert viewpoint on pertinent ship operat-
ing problems. His talk more than made
good on the heralded proclamation which
quoted Hugh Gallagher, who heard
Comni. Lee recently back in New York.

The speaker, president of the Propeller
Club, Port of New York, took the occa-
sion to review the accomplishments of the
national organization, emphasizing the
advantages of working with the combined
strength of other Ports in the solution of
our local difficulties.

STATEMENT OF THE OWNERSHIP, MANAGE-
MENT. CIRCULATION. ETC., REQUIRED BY
THE ACTS OF CONGRESS OF AUGUST 24, 1913,
AND MARCH 3. 1933
Of PACIFIC MAKI.NE REVIEW, published monthly
at San Francisco, California, for October 1, 1940.
Stale of California. County of San Francisco, ss.

Before me. Edith Goewey. a Notary Public, in and for
the State and county aforesaid, personally appeared
BERNARD N. DeROCHIE. who. havinic been duly
sworn according to law. deposes and says that he is the
Business Manager of the PACIFIC MARINE REVIEW
and that the following is. to the best of his knowledge
and belief, a true statement r>f the (ownership, manage-
ment tand if a daily paper, the circulation), etc.. of the
aforesaid publication for the date shown in the above
caption, required by the Act of August 24. 1912, as
amended by the Act of March .3. 1933, embodied in sec-
tion 537. Postal Laws and Regulations, printed on the
reverse of this form, to wit:

1. That the names and addresses of the publisher,
editor, managing editor, and business managers are:
Publisher. JAMES S. HINES, 500 Sansome Street,

San Francisco, Calif.
Editor. ALEX J. DICKIE. 1035 Mariposa Avenue.
Berkeley. Calif.

Managing Editor. .

Business Manager. BERNARD N. DeROCHIE, 500
Sans^jme Street, San Francisco. Calif.

rner is: (If owned by a corporation, its
i must be stated and also immediately
imes and addresses of stockholders own-
le per cent or more of total amount of
ned by a corporation, the names and
must be '

2. That the
name and addres
(hereunder the ns
ing or holding or
^tock. If not ow
addresses of the
owned by a fin

3. That the known bondholders, mortgagees, and other
security holders owning or holding 1 per cent or more of
total amount of bonds, mortgages, or other securities are:
(If there are none, so state,)

None.

4. That the two paragraphs next above, giving the
names of the owners, stockholders, and security holders,
if any. contain not only the list of stockholders and
security holders as they appear upon the books of the
company but also, in cases where the stockholder or se-
curity holder appears upon the books of the company as
trustee or in any other fiduciary relation, the name of the
person or corporation for whom such trustee is acting, is
given: also that the said two paragraphs contain state-
ments embracing affianfs full knowledge and belief as to
the circumstances and conditions under which stockhold-
ers and security holders who do not appear upon the
books of the company as trustees, hold stock and securi-
ties in a capacity other than that of a bona fide owner;
and this affiant has no reason to believe that any other
perscin, association, or corporation has any interest direct
or indirect in the said stock, bonds, or other securities
than as so stated by him.

5. That the average number of copies of each issue of
this publication sold or distributed, through the mails or
otherwise, to paid subscribers during the twelve months

preceding the date shown above is - (This

information is required from daily publications only.)

(Signed) BERNARD N. DeROCHIE.

^Ma

ager.

Swo

and

.Se(>lember. 1940.

■ibed belo

this 201h day of

npany .
' and address, a
vidual member, must be givi
JAMES S. MINES, owner.

other unincorporated <

»ell as tho

■of (

ch indi

EDITH GOEWEY,
Notary Public in and for the City
and County of San Francisco, State
of California,

Afax. Hotted An^Uue/ii

A Tribute by Edtvard B. PoUister

Max Rotter passed away on October 6,
1940, at St. Louis, Mo., at the age of 73.
Death was due to a sudden acute attack
of heart trouble.

His engineering career began in Eng-
land in 1883, where for eight years his
training specialized in power machinery,
steam engines and hydraulic machinery,
including three years with Maxim Nor-
denfelt Co, (Hiram S. Maxim) of experi-
mental work, including steam power plant
for Maxim's airplane.

He came to the L'nited States in 1892,
beginning work with the Walker Manu-
facturing Co, of Cleveland, Ohio, going to
Eraser & Chalmers, Chicago, Illinois, as
mechanical engineer in 1894 and after
merger in 1902 became special engineer
to the board of directors of the Allis-Chal-
mers Company, His duties included in-
vestigating heavy machinery develop-
ments in Europe, embracing Parsons
steam turbines, large blast furnace gas
engines, high speed steam engines and
diesel engines.

He was transferred in 1904 to the Mil-
waukee office of the Allis-Chalmers Com-
pany, first as engineer in charge of steam
turbines and gas engines, and later be-
came chief engineer of this department.

In 1912 he accepted a position with the
Busch-Sulzer Bros.-Diesel Engine Com-
pany as chief engineer and later served for
many years as vice-president in charge of
engineering, supervising development of
stationary, marine and submarine type
diesel engines.

During the last World War under Mr.
Rotter's direction, four sizes of original
Busch-Sulzer design of submarine engines
ranging from 300 to 2S00 hp were suc-
cessfully developed.

Due to his 28 years of uninterrupted
diesel engine experience, Mr. Rotter had
long been known as the dean of American
diesel engineering. He had faithfully
worked on a number of committees for
the .American Society of Mechanical En-
gineers, of which he had been a member
since 1899.

He was beloved by all who knew him.

^V^

PACIFIC MARINE REVIEW

November • 1940

PACIFIC MARINE REVIEW

61

ALUMINUM GANGWAYS

are STRONGER • LIGHTER • SAFER

5^*-^iE-'-n«^

Aluminum Gangway Model GW400, recently completed. Size, 20 ft. long
by 20 inches wide. WEIGHT ONLY 132 LBS. White pine planking coofed
before ossembly with linseed oil and spor varnish. This some gangway is
ovoilable in all lengths up to 22 feet, fitted with flat metal ends,
wheels or rollers.

Gangways of Aluminum are stronger but lighter than those made from

ordinary materials. They can be handled and moved about faster and

more easily — yet they are capable of carrying much greater loads.

Rust-proof, non-sparking and non-rotting, Aluminum Gangways

outlast others many times over.

Aluminum Gangways are proving their worth right now on many

vessels, including the ST. PAUL SOCONY.

Find out what they can do for you!

WE ALSO MANUFACTURE A COMPLETE LINE

OF ALUMINUM MARINE LADDERS. Write for

free descriptive literature.

ALUMINUM LADDER COMPANY

230 ADAMS STREET

TARENTUM, PA.

T. S. Neilson, President

D. S. Neilson, Vice-Pres.

Berkeley
SteelConstructionCo.Jnc.

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Specifications to Llovds, American Bureau of Shipping
'or A.S.M.E.

Second and Cornelia Streets Berkeley, California

Phones BErkelev 1662-3-4-5

WANTED:

NIGHT SUPERINTENDENT for large modern
shipyard. Well established and responsible company.
Prefer young or middle aged man, alert, resourceful,
reasonably well educated and must have supervisory
experience. Good opportunity for odvoncement. State
references and salary expected first letter. Address:

"SHIPYARD" care

PACIFIC MARINE REVIEW

500 Sansome Street, Son Francisco

THArS THE

/^^ ,rT«f ^ ,HE^

"^-^ SHIP I'LL TAKE

I'irS EQUIPPED

\y/ITH FANS J

These days there is no need for travelers to suffer from
the heat when they can enjoy cool comforting breezes
by merely choosing ships equipped with fans. Can you
afford not to provide this essential modern service?

When you build or recondition - SPECIFY
EMERSON-ELECTRIC FANS

To some people fans are just fans.
They all circulate air — but that is
where the similarity ends. There
is a difference in the amount of air
fans circulate — in the way they
last and deliver perfect perform-
ance year after year without costly
repair trouble or excessive main-
tenance expense.

In the Marine field, Emerson-
Electric Fans enjoy an enviable rep-
utation. Since 1890 Emerson-Elec-
tric has pioneered in fan equip-
ment. Many exclusive Emerson-
Electric fan features have been
made available as the result of
scientific research and engineering
development. The name Emerson
Electric on a fan is your assurance
of quiet, dependable service at low
operating and maintenance costs.
Decide now to "fan condition" for
the comfortof passengers and crew
— but before you choose any fan
be sure to get the Emerson-Electric
Catalog No. 506.

This Emerson-Electric
5-year guarantee fan is
inade specially for ma-
rine use. All exposed
parts are treated to re-
sist corrosion caused
hy salt air. Blades fin-
ished in satin black
lacquer. Moior, base
and guard fmished in
baked black Jap.in.

Write tot/ay for
"Tht Famous Emerson
Still Water Test." This
test demonstrates the
stamina of Emerson-
Electric Fans under se-
rerest conditions.

1 DIVISION

The EMERSON ELECTRIC MANUFACTURING COMPANY

NEWYORK • ST. LOUIS • CHICAGO

EMERSOM«S^ELECTRIC

MOIOKS - FANS - APPLIANCES

LEADERS IN THE FAN AND MOTOR INDUSTRY SINCE 1890

jUiieAxUu/ie, a^ tUe OnJUutn^f.

(Continued from Pase .^0)

rately feeding sulphuric acid in condi-
tioning boiler feed water. A contact meter
in series with a cycle controller operates
an air compressor inside the proportioner
shell when a predetermined flow is
reached. The acid is measured into the
dilution tank, to which dilution water is
proportioned by a simple but accurate
mechanism that prevents abnormal chem-
ical concentration, either too high or too

low, usually associated with batch feed-
ing. A special feed-line fitting provides for
proper introduction of diluted acid or
other fluid into the main flow.

A complete illustrated description of
the design and operation of this system
appears in this publication. Line draw-
ings, installation photographs and oper-
ating curves serve to clarify its many ad-
vantages in proportioningcorrosive fluids.

1he\e^^ ihjO^io to
POWELl QUAIITY

BEHIND ALL OUR VALVES . .

There's nothing the least bit magical about the strength
and durability of metals used in all Powell valves. Day in
and day out, new alloys are being developed, but, long
before they take the familiar shape of our finished prod-
uct, they're subjected to every possible test to /(redeter-
mine their physical qualifications for the jobs you have
in store for them.

Shown above are tension, compression, hardness, and
impact testing machines . . . right in our own laboratory
where our own trained metallurgists can give us first
hand reports on the physical characteristics of any metal
tested. It's more of that "inherent quality" which exists
in all Powell valves . . . the kind of quality you buyers
usually have to take for granted when you look at a
finished product.

Won't you think twice, therefore, when you come to
make your next valve purchase? Once about what you
tee . . . and once about what you don't. On both counts,
Powell valves have earned their recognition as the
"accepted standard throughout industry."

You need more than a
photograph of the finished
product to see all the
qualities that make
Powell Valves uniquely
able to better serve your
requirements.

POWELL VALVES

THE WM. POWELL COMPANY • CINCINNATI, OHIO

Clamshell Buckets, Catalog \o. 1757
of the Blaw-Knox Company.

Culminating a three-year program of
bucket redesign and standardization,
Blaw-Knox Company, Pittsburgh, Pa.,
has prepared a comprehensive thirty-six-
page catalog on its series of two-line lever
arm clamshell buckets. A total of 242
individual bucket specifications are in-
volved, ranging from /? to 7>^ cubic
yards. These have been planned with a
systematic relationship between units, ac-
cording to service, and the complete series
accommodates operating conditions in a
wide field of service. As a result of the
program, the company reports savings in
engineering and manufacture, together
with better value and service to bucket
users. Moreover, the problem of selecting
the best-performing and most economical
bucket for a given job is thus simplified.

A consolidated table records the service
classification of each bucket, lists dimen-
sions and physical data, and gives, in
many instances, the approximate cubic
feet performance on different classes of
material. Another feature of the booklet
is a convenient summary of the popular
sizes in seven types of lever arm buckets;
rehandling, wide rehandling barge type,
general purpose, hard digging, round nose
hard digging, square nose dredging and
round nose dredging buckets. There are
service illustrations of each type in the
new designs. The summaries list pertinent
bucket details and dimensions, and also
reveal the general performance, in cubic
of payload, which may be expected on
different classes of material.

V-Belt Data Book, a 1 70-page book pub-
lished by The B. F. Goodrich Com-
pany.

The book gives alphabetical listings of
belt requirements for electric refrigera-
tors, washing machines, water pumps,
beer pumps, stokers and oil burners, gaso-
line pumps, wood-working machines, air
compressors, power lawn mowers, buffing
machines, floor sanding machines, garage
and shop equipment, milking machines
and slicing machines.

These listings give the manufacturer's
part number, the Goodrich belt number
and its size in each case, and occupy 1 1 8
pages.

In addition, 24 pages are devoted to
numerical group listings of belt sizes, and
eight pages to a numerical list of belt di-
mensions, both for V and flat belts. Thir-
teen pages are given to conversion listings.

62

PACIFIC MARINE REVIEW

November • 1940

PACIFIC MARINE REVIEW

63

LUBRICORE

•<0. 2.176.4^2

THE SELF-LUBRICATING
PURE MANILA ROPE AND TOW LINES

CONTROLLED SELF-LUBRICATING GREEN YARN CENTER

It is common sense that where there are many fibres chaffing
against each other friction will be generated unless a proper
lubricant is applied at the right spot.

The right spot in a rope is the center yarns — it is at this point
where Fitler Patented feature of lubrication permits the center
yarns to glide easily upon each other. This exclusive feature
with Fitler Lubricore Rope means much in reducing water
absorption, thus allowing center yarns to dry out more quickly.

BE THRIFTY — Insist on the Fitler Brand. Easily identified by
the Blue & Yellow Trademark.

WEST COAST AGENTS:
Fletcher-Weil Co.

Los Angeles, Calif.
San Francisco, Calif.

•

Coleman & Co.

Portland, Oregon

fui^k

HEADACHE

in 6#»4liVELqPE

Viking makes no claim to be a "cure-aH" — but headaches caused by
constant pumping worries are right down its alley. Many a produciiun
manager has secured quick, lasting relief by simply installing dcpcndabk-
Viking Rotary Pumps. With only 2 moving parts. Viking lasts longci,
recjuircs less pt)wcr. is easier to service, demands less servicing. II your
pumps have made you a chronic sufferer, we suggest you put your problem
in an envelope and mail it to Viking. Well lire back Bullctm 21(10. ^s.
which you'll find is a splendid "hrst aid kit" for a surprising number ol
pumping worries.

Pacific Coast Distributors:

VIKING PUMP COMPAN>'

20fO S. Santa Fe Avenue

1.0S Angeles. Calif.

^tG4tCid€4f^ 100 years of service
to the maritime industry ... in the
manufacture of ship control, signal-
ing and electrical equipment of the
finest quality and utmost reliability.

BENDIX AVIATION CORPORATION
MARINE DIVISION

7S4 Lexington Av

Brooklyn. New York =

A

Coming to
Philadelphia?

i\i'\l linii', enjoy llic pxirn
('(iiiirorl, luxury cind ruii'
M'liiriu'i- llial fiwnils you a(
Ilic lily's upwrsl and niosi
ilisliii;<uislird liolpl. You'll
unilrrsliiiul llipn why wp
iit'M'i'liiivp In issnp<i sprond
iiniliilinii In Unrrlny j<upsls.

RIlrENHOUSE SOUAPE iT "^ ^

L A D E L P H I A

1 - 4

Ma^UtiA Se/UMce.

To meet the need for a magnetic brake
capable of withstanding salt water action
in marine service, the Westinghouse Elec-
tric & Manufacturing Company has an-
nounced an addition to its line of standard
industrial d-c magnetic brakes. The new
brake is known as the type DW Marine
Brake, and is available for operation on
115 and 230 volt d.c, with continuous
duty torque ranges from 15 to 1350
poundfeet.

These brakes are designed primarily to
be applied to motor shaft extensions, al-
though they may be used where there is
no motor. Shunt coils are standard, and a
low voltage coil and a series resistor are
used to obtain fast operation. A discharge
resistor is standard equipment.

Mechanical construction embodies
metals that are resistant to salt water cor-
rosive action. Heavy duty parts are used
throughout, and metal shields cover the
brake wheel and house the operating coil.
Watertight enclosures for the entire brake
are also available.

Although designed primarily for ma-
rine service, this brake may be used in
other applications when a watertight
brake is required.

Expansion of the production facilities
of the Bardco Manufacturing and Sales
Co.. builders of automatic emergency
stand-by generating plants, was recently
announced by Fred Jervis. president of
the firm. For the past five years their
activities have been confined to the Pa-
cific Coast, but the growing demand in
the Mid-West and East for the type of
emergency stand-by electric generating
plants built by their firm resulted in the
establishment of a large plant at Dayton,
Ohio, adjoining the INIaster Electric Com-
pany. Their Los Angeles headquarters will
be maintained, but their production and
engineering organization will be concen-
trated at Dayton.

The line of Bardco emergency stand-by
generating plants has been broadened to
include full automatic plants with capaci-
ties from 1 kw to 200 kw, as well as a
complete line of constant-duty generating
plants. They will be designated as the
Bardco "Master" series. Most popular
units have been in the 25- to 50-kw sizes,
but addition of the smaller units to their
line permits their entering many new
fields of application. Among some of the
well-known firms that use Bardco stand-
by plants are such motion picture pro-
ducers as Warner Bros., Paramount Stu-
dios, Walt Disney, Columbia Pictures and
20th Century Fox. At each of these studios
there are installed Bardco plants which
automatically take over the load when
normal power is interrupted. Only three
seconds elapse between power failure and
the time that the Bardco plants are carry-
ing the load.

Features of the Bardco stand-by plants
include three-second "on the line" start-
ing, a special voltage regulator developed
by Bardco engineers, extreme compact-
ness of the plants, automatic transfer and
starting switches, special safety controls
and alarms developed expressly for auto-
matic plants.

Su*ttltetiC VidJUiUl,

\ special line of hose, or "tubing," for
specialized, rigorous service where rubber
has been found not thoroughly suitable is
now being mafle from Koroseal, its syn-
thetic elastic material with rubber-like
qualities, by The B. F. Goodrich Com-
pany. Koroseal is plasticized polyvinyl
chloride, whose basic materials are coke,
limestone and salt.

The new Koroseal hose is made without
fabric or any other wall reinforcement,
being stocked in inside diameters ranging
from ' s-inch to J/j-inch and I'jj- to J^-
inch wall thickness, and can be made at
present in all sizes up to 3-inch outside
diameters.

The hose shows durometer hardness 70
to 78 at 85 degrees Fahrenheit; specific
gravity, 1/31; working pressure, 50
pounds at temperatures up to 120 degrees
Fahrenheit. It is made in dull black. Rec-
ommended working pressure of SO pounds
per square inch is based on a safety fac-
tor of 5.

Permitting no loss of vacuum through
diffusion, the hose withstands vacuum
better than equivalent wall thickness of
rubber hose. It is absolutely free from
sulphur, and can be attached to such
metals as brass or silver without corrosion
of the metal. It does not swell in oil or
other solvents of rubber, is not affected
by strong corrosives, is practically imper-
meable to gas diffusion and does not ab-
sorb moisture.

Practically free from deterioration due
to aging, ozone or other oxidation, includ-
ing such strong oxidizing agents as potas-
sium permanganate, chromic acid, hydro-
gen peroxide, sodium perborate, the hose
should not be used in contact with food
products, and softens in temperatures
above 150 degrees Fahrenheit.

A A/eia !^H44UcUl04t

A new 1500-degree insulating material
called L-W Superex has recently been in-
troduced by Johns-Manville. Furnished
in both block and pipe covering form, this
new material was developed by the J-M
Research Laboratories, and represents a
marked improvement in conductivity and
strength for an insulation in the service
temperature range above 600 deg. F.

L-W Superex is offered for use generally
in stationary and marine power plant
equipment and piping, the blocks being
suitable for use in industrial furnaces,
ovens, kilns, roasters, regenerators, high-
temperature mains, tlues and stacks, where
the insulation will be subjected to tem-
peratures between 600 and 1500 deg. F.

This new insulation is of the molded
diatomaceous silica type, but it is excep-
tionally light in weight for a high-temper-
ature material, weighing only 20 lb. per
cu. ft. The blocks are furnished 3", 6", 9"
and 12" wide in standard lengths of 18"
and 36", and in thicknesses from 1" to 4".
Curved blocks are also available. The pipe
insulation is supplied, to fit standard pipe
sizes, in sections or segments 3 ft. long
and up to 2^/^" thick.

64

PACIFIC MARINE REVIEW

November • 1940

PACIFIC MARINE REVIEW

65

SPECIFIED FOR ALL
REQUIREMENTS

laid Wail
Manila- 16,000 /la.
Smail coil standard
200 fm. coil i" Wall
Manila.

*

•

FEDEmiTED BoMutti

Approved by the Maritime Commission, ex-
ceptionally well adapted to marine require-
ments. Furnished to your own specifications,
or approved formulae developed in our own
laboratories and prepared in the West's
largest and most modern refineries. XXXX
Nickel, Selby Diesel Engine, Challenge and
Resistor Babbitts are all products of

nmERiinn smEmnc
nno REFininc conipnnv

LOS ANGELES SAN FRANCISCO NEW YORK

EUGENE V. WINTER CO.

Representing

NATIONAL TRANSIT PUMP &
MACHINE CO.

Reciprocating and rotary pumps for marine,
industrial and refinery service.

CONDENSER SERVICE & ENGINEERING
CO., INC.

Heat Exchanger Specialists.

FEED WATER HEATER & EVAPORATOR
COILS

Carried in San Francisco Stock.

THE MAXIM SILENCER COMPANY

All types of silencers and spark arresters for gasoline and
diesel engines, and air compressors.

RED HAND COMPOSITIONS CO., INC.

Marine Bottom Paints.

KOPPERS CO.— AMERICAN HAMMERED
PISTON RING DIVISION

Piston rings for gasoline, diesel and steam engines, air
compressors. Diameters from 1 inch to 120 inches —
separately cast.

BLACKBURN, SMITH MFG. CO.

Feed Water Filters, Grease Extractors and Strainers.

EUGEIVE V. iriNTEII CO.

1 5 Drumm Street, San Francisco, Calif.
Phone: DOuglas 2714

SAVE and PLAY SAFE

There are Exides for every type and size of vessel ... all built for
absolutely dependable service under every condition afloat. Combined
with the long, low-cost service they give, and their reasonable
prices, this makes Exide a money-saving investment ... aboard the
smallest vessel or the largest.

THE ELECTRIC STORAGE BATTERY COMPANY, Philadelphia

The World's Largest Manufacturers 0/ Storage Batteries/or Every Purpose
Exide Baitcrics of Canada, Limiicd, Toronto

LOS ANGELES, CALIF.
1043 S. Grand Ave.

SEATTLE, WASH.
1919-20 Smith Tower BIdg.

^^y^S

S^--^-"

Wear-Resistant

Ball Joints

for Dredge Lines

Present-day hydraulic dredging opera-
tions, as carried out in the United States,
require the most modern practice, and
demand of materials the utmost in per-
formance and serviceability. This is true
not only of the large-capacity pumps
which draw up the material from a harbor
or river bed and discharge it through long
lines of piping to a bank often at a remote
point, but also of the various joints lo-
cated at frequent intervals along these
pipe lines.

Kinmont Manufacturing Company of
Los .\ngeles. manufacturers of heavy ma-
chinery, recognized some years ago that
there was a field for a superior type of
"ball joint" for use on such dredge dis-
charge lines — one that was not only
designed to withstand present-day high
pump pressures, but would give better
wearing qualities against the highly abra-
sive action of sharp sands.

The Kinmont patented ball joint, now
in production about two years, combines
the qualities of strength and abrasion-
resistance in its cast nickel-chromium-
molybdenum steel socket with a sound
engineering design that results in a de-
crease in time of engaging and disengag-
ing the joint. Diameters of both ball and
socket are large, so as to increase the angle
of swing to a full 20°.

Composition, heat-treatment and prop-
erties of the cast alloy steel sockets, all
castings for which to date have been fur-
nished by Columbia Steel Company's Tor-
rance, California, foundry, are:
Composition:

Carbon 0.40/0.50%

Manganese 0.60/0.90%

Silicon 0.25/0.40%

Nickel 1.75/2.25%

Chromium 0.60/0.90%

Molybdenum 0.25/0..15%

Heat -Treatment:

1725/1800 F 1 hr., air-cooled

1500/1550'' F 1 hr., air-cooled

1150/1250° F 1 hr., furnace-cooled

The inside wearing surface of the socket
is flame-hardened to 550 Brinell, mini-
mum, with j/.i" minimum penetration.

Specified Mechanical Properties:

Ten>iie Strength 105/1.^5,000 p.s.i.

Yield Point 75/100,000 p.s.i.

ElonKation in 2" 18/12%

Reduction of .\rea 40/25%

Brinell (BHN) 225/275

These ball joints are available in sizes
ranging from 10" to ^6" pipe size. Sixty

Tiio Kinmont joints at dredge discharge connector secure great flexibility

of the 27" size have been furnished for use
on dredge discharge lines of the Standard
Dredging Corporation for dredging the
harbor of Honolulu, Hawaii, and sixty
more are being furnished the same con-
tractor on the San Diego dredging job.
The 27" joint has a ball diameter of 38",
extreme socket diameter of 48" : and the
entire assembly weighs 3200 lbs.

J^ight-W eight
Sound-Level Meter

\ new portable sound-level meter,
lighter and more compact than any pre-
vious instrument of this kind, has been
built by the staff of General Electric gen-
eral engineering laboratory at Schenec-
tady. It weighs only 19 pounds, but has a
range of 24 to 120 decibels, or roughly
from the rustle of leaves to the scream of
a factory whistle.

The new meter may be used quickly
and conveniently for almost any kind of
noise study, including airplane engine,
cabin and propeller noises; traffic noise;

A 27" hall joint of Ni-Cr-Mo steel

sound in theaters, auditoriums and radio
studios; and noises of motors, fans, gen-
erators, turbines, pumps, bearings, gears,
cylinders and other parts of machinery.

Essential parts of the device are a mi-
crophone, an amplifier and an indicating
instrument. An arm extension protects
the microphone from sound reflected from
the case. The amplifier consists of five
stages which are resistance coupled.

A switch permits the selection of one of
three ear-weighting networks, 40 decibels,
70 decibels or flat frequency response,
giving the instrument a response similar
to that of the human ear. In field use, the
instrument is calibrated by applying a
precision mouth-blown calibrating unit
to the microphone. .After adjustment a
single knob controls the instrument.

It is designed to perform in accordance
with the recently adopted American
Standards Association standards for
sound level meters. The complete instru-
ment, including the microphone and
mounting arm, calibrating unit and bat-
teries, is contained in a carrying case 12)4
inches long, Iji inches wide and 9'4
inches high.

The instrument should be useful to au-
tomobile manufacturers, appliance mak-
ers, consulting engineers, shipbuilders, de-
velopmental laboratory workers and
others who recognize the relationship of
increased efficiency to noise reduction. It
should be particularly valuable where a
great many measurements are required in
a short time.

A vibration velocity unit may be sub-
stituted for the microphone on the instru-
ment, thus providing a means of measur-
ing vijjration as well as noise.

66

PACIFIC MARINE REVIEW

November • 1940

PACIFIC MARINE REVIEW

67

Are your vessels affected by these deck-glue problems
— Does hot weather cause softening and running over thg
seams ? Does cold weather cause a brittle dryness ? If you
are bothered with these or other deck-repair problems,
write for FREE data on how to solve them economically,
efficiently.

Jeffry's Ship Glue conforms to all temperature changes
and is consistently strong, long-lived and elastic, under
all conditions.

L W. EMuiaiii I Cote.

599 Albany Street -Est. 1 873- Boston. Mass.

SHIPPERS: Swift, effi-
cienc freight service,
modern refrijjerating
facilities via the Liirtine
and the Malsonia to
Hawaii ; the Mariposa
and Monlerey to New
Zealand and Australia
by way of Samoa and
Fiji. I<ej;ular, frequent
freighter sailings from
Pacific Coast ports.

De/ails from your Travtl
Agent, or:

MATSON NAVIGATION CO.
THE OCEANIC STEAMSHIP CO.
San Francisco. Los Angeles.
San Dieso. Seattle. Portland

Hawaii remains all she has
been to all people. Her
contentment is undis-
turbed, her appeal unal-
tered. No wonder every
one is grateful today that
Hawaii has not changed.

faroN:

California to Hono/ulu (each way)

FIRST CLASS from j;25

CABIN CLASS from $85

MATSON SOUTH PACIFIC CRUISES—
every four weeks, personally-
escorted, to New Zealand
and Australia via Hawaii,
Samoa, and Tiji. All-inclu-
sive-cost, complete cruise.
First Class, from S775.

in
tri

CO

Boston .Mass.

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK

BOSTON

CHICAGO

311 CALIFORNIA STREET, SAN FRANCISCO
Offices and agents throughout the world

DETROIT

WASHINGTON, D. C.

LOS ANGELES

Poetic Caa^

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division

(Union Plant)
San Francisco, Calif.
'New Construction:

Hulls Nos. 5 3 60-5 3 64, five C-1 cargo vessels
for U. S. Maritime Commission. ^(95' x 60' x
37'6" ; 6400 gross tons each ; 4000 hp. Full scant-
ling steam propulsion type. Keels laid, No. 5362,
.•\ugu.st 8, 1940; No. 5363, October 9, 1940.
Launching dates. No. 5360, .\ugust 6, 1940;
No. 5361, October 4, 1940.

Twenty destroyers for U. S. Navy.
Four cruisers for U. S. Navv.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
San Pedro, Calif.
Netv Construction:

Six destroyers for U. S. Navy.

COMMERCIAL IRON WORKS
Portland, Ore.
New Construction:

Four anti-submarine net tenders.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.
New Construction:

Hulls Nos. 156-159, four C-l-BT, full scant-
ling, turbine propulsion cargo vessels lor U. S.
Maritime Commission. Launching dates. No.
156, November 14, 1940; February 19, .April 28
and July 24, 1941 ; delivery dates March 3,
June 2, September 4 and November 4, 1941.

FELLOWS AND STEWART, INC.
Wilmington, Calif.
New Construction:

Gayle, 44-foot standardized sloop, "Island
Clipper" class. Launched July 13, 1940.

Javelin, 44-foot standardized sloop, "Island
Clipper" cla.ss. Launched .Augus't 6, 1940.

Ripple, 5 5-foot ketch-rig yacht. Launched
August 29. 1940.

GENERAL ENGINEERING & DRY DOCK CO.

Alameda, Calif.
Drydock and Routine Repairs:

Ryder Hanify, .Aurora, Barbara C, \indica-
tor, Tahoe, Standard .No. I, Svea, Delarof. Der-
rick Barge No. 2, Haviside Barge No. 2, Stand-
ard Oil Barges Nos. 11 and 17, Dispatch No. 6,
Hoquiam.

PROGRESS IN

HARBOR BOAT BUILDING CO.
Terminal Island, Calif.
New Construction:

Hull No. 65, tuna bait boat for Van Camp
Sea Food and Balestreri partners. Length 100'.
breadth 25', depth 11'; 150 gross tons; Fair-
banks-Morse diesel, 300 hp; 10 knots speed;
cost $160,000. Launched October 6, 1940; de-
liverv date December 1, 1940.

LAKE WASHINGTON SHIPYARDS
Houghton, Wash.
New Construction:

Order placed for construction of four anti-
submarine net tenders.

MARE ISLAND NAVY YARD
Mare Island, Calif.
New Construction:

SS203, Tuna, submarine. Launched October
2, 1940.

SS211, Gudgeon, submarine. Keel laid No-
vember 22, 1939.

ASH, Fulton, submarine tender. Keel laid
July 19, 1939.

Y044 and Y045, two fuel barges. Launch-
ing date, No. Y044, September 17, 1940.

YSD14, seaplane wrecking derrick. Keel laid
July 17, 1940.

ASl 2, Sperry, submarine tender. Order placed
June 12, 1940.

Silversides (SS2 3 6), Trigger (SS2 37), Wa-
hoo (SS238) and Whale (SS239); four subma-
rines. Order placed June 28, 1940.

SS281 and SS282, two submarines. Order
placed September 9, 1940.

AS15 and AS16, two submarine tenders.
Order placed October 3, 1940.

MOORE DRY DOCK CO.
Oakland, Calif.

New Construction:

Hull No. 196, Mormacstar, cargo vessel for
U. S. Maritime Commission. LOA 492'0", LBP
465', breadth molded 69'6", depth molded 42'6" ;
shp normal 8500, shp max. 9350; dis. 17,600
tons; deadweight 11,926 tons; steam turbine
propelled. Estimated delivery date December IS,
1940.

Hulls Nos. 197, Mormacsea, and 198, Mor-
macsun; two C-3 vessels for I'. S. Maritime
Commission. LO.A 492'0", LBP 465', breadth
molded 69'6", depth molded 42'6". Estimated
delivery dates January 2.'' and March 24, 1941.

Hull No. 199, caisson gate for Drydock No.
2, Pearl Harbor, Bureau of Yards and Docks.
150' long, 22' beam, 57' high. Keel laid .August
12, 1940.

Hulls Nos. 201-203, three cargo and passen-
ger vessels for .Alcoa Steamship Co. 442' x 62' x
25'; depth molded to bridge deck 41'6"; 8500
hp; 17 knots speed; passenger carrying capacity
38. Estimated keel laying dates February 3, June
16 and September 10, 1941. Estimated delivery
dates January 1, March IS and June 1, 1942.

Shi/KUfGAwi

OLSON & SUNDE MARINE WORKS
Seattle, Wash.
New Construction:

Two twin-screw speed mackerel fishing ves-
sels. 40' X 10' X 6' ; 10 tons capacity.

Boat powered with two 80-hp converted
Buick engines. Estimated speed 25 mph.

Boat powered with two 80-hp converted
Packard engines. Estimated speed 25 mph.

PACIFIC DRY DOCK k REPAIR CO.
Oakland, Calif.
Neiv Construction:

One all-welded steel oil barge. 148' x 38' x 9' ;
300,000 gal. capacity.

THE PUGET SOUND NAVY YARD
Bremerton, Wash.
New Construction:

DD43 6, Monssen, destroyer. Launched May
16, 1940.

YT139, Ala. Launched November 6, 1939.

AVPIO, Barnegat, seaplane tender. Keel laid
October 27, 1939.

AVPll, Biscayne, seaplane tender. Keel laid
October 27, 1939.

AVPIO, Casco, seaplane tender. Keel laid
May 30, 1940.

AVP13, Mackinac, seaplane tender. Keel laid
May 30, 1940.

YSD15, seaplane wrecking derrick. Keel laid
September 10, 1940.

Ships authorized: DD480, Halford; DD481,
Leutze; DD592-DD597, eight destroyers;
YSD18, YSD24, YSD2 6, four seaplane wreck-
ing derricks.

SEATTLE-TACOMA SHIPBUILDING CORP.
Seattle, Wash.

TACOMA PLANT

New Construction:

Hulls Nos. 1-5, five C-1 cargo vessels for

V. S. Maritime Commission. Single screw, full
scantling diesel propulsion type. Two General-
M..A.N. 2100-hp engines; 14 knots speed. Keel
laying dates, No. 4, October 5, 1940; No. 5, Feb-
ruary 10, 1941. Launching dates. No. 3, Novem-
ber 30, 1940; No. 4, February 1, 1941 ; No. S,
May 1, 1941. Delivery dates, No. 1, January 1,
1941; No. 2, February 1, 1941; No. 3, June 1,
1941; No. 4, July 1,1941; No. 5, October 1.1941.

Hulls Nos. 6-9, four C-3 cargo ships for U. S.
Maritime Commission. 46S' x 69'6" x 3.*'; 8900
tons; 8S00-hp steam turbine propulsion; cost
.$2,990,000.

Hulls Nos. 10-11, two C-3 shelter deck type
cargo steamers for U. S. Maritime Commission.
To be converted on completion to L'. S. Navy
troop ships.

SEATTLE PLANT
New Construction:

Twenty destroyers for U. S. Navy.

68

PACIFIC MARINE REVIEW

November • 1 940

PACIFIC MARINE REVIEW

69

Federal Paint

and make the job
a lasting one —

When you specify Federal Marine Paints
and marine compositions, you are receiving
the advantages resulting from nearly forty
years of manufacturing, supplying and ap-
plying marine products EXCLUSIVELY.

Federal takes care of all your painting
needs. There are Federal paints for the
interiors of your ships . . . paints and pro-
tective compositions for your decks and
hulls . . . there is a Federal product for every
use aboard ship . . . from keel to truck.

W^ invite you to consult with the Federal agent in your
district u'hen you are planning your next painting job.

ON THE PACIFIC COAST:

SEATTLE, WASHINGTON

A. T. B. Shiels
108 West Lee Street

PORTLAND, OREGON

Chalmers Shipping Cu.
Board of Trade Building

SAN FRANCISCO, CALI1-.

Pillsbury & Curtis
100 Bush St. EXbrook 3302-3

SAN PEDRO, CALIF.

Robert S. Gardne
P. O. Box 231

Agents and Stocks in all the Principal Ports

The Federal Composition
& Paint Company, Inc.

3 3 Rector Street, New York, N. Y.

For a Galley Floor That

is IVoii-slip—IFet or Dry..

ALVi\lirM TILE

A WET FLOOR need not be a slippery
* * floor. Alundum Floor Tile provides
non-slip effectiveness that is not lessened
by water — a surface that will not w^ear
slippery even in places where traffic is
concentrated. In fact, both the non-slip
effectiveness and durability of Alundum
Tiles are guaranteed.

This galley on a modern liner is a typical
example of the use of Alundum Tile. It
will pay you, too, to prevent costly slip-
ping accidents — and in passenger quar-
ters as well as in service areas.

There is also Alundum Ceramic Mosaic
Tile for sho'wers and lavatories and
Alundum Aggregate for making terrazzo
floors non-slip. Catalogs on request.

NORTON COMPANY

WORCESTER, MASS.

New York Chicago Detroit

Philodelphio Pittsburgh Hartford

Cleveland Hamilton, Ont.

London Paris Corsico, Italy

Wesseling, Germony

^^^^ln^^7loo

WESTERN BOAT BUILDING CO., INC.
Tacoma, Wash.
New Construction:

Hull No. 144, purse seine fishing boat. 95' x
24' ; for stock. Keel laid September 10, 1940.

Hull No. 145, fishing boat. 115' x 26'. Keel
laid October 1. 1940.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.
Ai'fli Construction:

Hulls Nos. 57-61, five C-1 cargo vessels for
U. S. Maritime Commission. Full scantling diesel
propulsion type; single screw ; two Busch-Sulzer
2.100-hp engines. Keel laying dates, No. 60, No-
vember 10, 1940; No. 61. March 1. 1941.
Launching dates, .\ugU5t S. October 8, Novem-
ber 10, 1940; March 15 and July 15, 1941.
Deliverv dates, January 16. March 17. May 16,
July 15'and September 15, 1941.

Hulls Nos. 62-65, four C-3 cargo ships for
V. S. Maritime Commission. 492' x 69' x 42'6" ;
S900 tons; S500-hp; steam propulsion; $2,990,-
000 each.

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.
New Construction:

Six coal barges. 175' x 26' x 11'; for stock.
Fifteen freight barges for Inland Waterways
Corp., St. Louis, Mo. 280' x 48' x 11'.

THE AMERICAN SHIP BUILDING CO.
Cleveland, Ohio
New Construction:

Twelve net tenders for C S. Navv.

BATH IRON WORKS
Bath, Maine
New Construction:

Hulls Nos. 180-181, DD42 9, Livermore; and
DD43 0, Eberlc; two 162 0-ton destroyers for
U. S. Navy. Delivery dates. No. 180, October
7, 1940; -No. 181. December, 1940.

Hulls Nos. 182-183, DD437, Woolsey; and
DD438, Ludlow; two 1620-ton destroyers for
U. S. Navy. Delivery dates May and July. 1941.

Hulls Nos. 184-187, four cargo ships for
.\merican Export Line. 400' x 60' x 59'. Delivery
dates September and October, 1941, and April
and June. 1942.

Hulls Nos. 188-189, DD457 and DD458,
two destroyers for C S. Navy. Delivery dates
December. 1941, and February. 1942.

Hulls Nos. 190-195, DD449-451, 467-469,
six destroyers for L. S Navy.

Hulls Nos. 196-206, DD507-DD517, eleven
destroyers for L'. S. Navy.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

New Construction:

Hulls Nos. 1470, Benson; and 1471, Mayo;
two 1600-ton destroyers for L S. Navy. De-
livery dates, July 2 5 and September 18, 1940.

Hull No. 1478, Massachusetts, 35,000-ton
battleship lor U, S. -Navv. Keel laid July 20.
1959.

Hulls Nos. 1479, San Diego; and 1480, San
Juan; two 6000-ton cruisers for U. S. Navv.
Keel, lai<l March 27 and May 15, 1940.

Hulls Nos. 1481-1484, four cargo vessels for
V. S. Maritime Commission. 450' x 66' x 42'.V';
16;. ■i knots ; peared turbines and water tube boil-
ers; 14.500 tons. Launching date, No. 1485, Sep-
tember 21, 1940. Delivery dates. No. 1481,
August 1, 1940; No. 1482, September 5, 1940.

Hulls Nos. 1485-1487, three tankers. 502' x
68' X .57'; 21,000 tons. Keels laid July 1. .August
7 and September 26, 1940.

Hulls Nos. 1488-1491, four tankers for Sin-
clair Relming Co. 10,700 tons dwt.

Hulls Nos. 1492-1493, two tankers for Sin-
clair Refining Co. 15,450 tons dwt.

Hulls Nos. 1494-1497, four heavy cruisers
for I'. S. Navy.

Hulls Nos. 1498-1501, four light cruisers for
U. S. Navy.

Hulls Nos. 1502-1503, two light cruisers fur
U. S. Navy.

Hulls Nos. 1504-1507, four heavy cruisers
for U. S. Navy.

Hulls Nos. 15 08-1511, four aircraft carriers
for U. S. Navv.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Sparrows Point Yard

Sparrows Point, Md.

New Construction:

Hull No. 433 1, Esso Albany, 16,300 dwt ton
tanker for Standard Oil Co. of N. J. 18 knots
speed. Delivered September 25, 1940.

Hull No. 43 3 9, Deltargentino, passenger and
cargo ship for Mississippi Shipping Co. De!iver\'
date, December 1, 1940.

Hulls Nos. 4341, Robin Locksley; 4342-4543 ;
three cargo vessels for Seas Shipping Co. LOA
4S5'. LBP 450', beam 66', draft 43'. Launching
date. No. 4341, October 5, 1940.

Hulls Nos. 4344, James Lykes; 4345, Lips-
comb Lykes; 4346-4348; five C-1 cargo vessels.
LOA 417, LBP .^95', beam 60', depth 57'6".
Launching dates, No. 4544, July 27, 1940; No.
4545, September 7, 1940.

Hulls Nos. 43 5 0-43 5 2, three cargo vessels
for Seas Shipping Co. 450' x 66' x 34'; 6300 hp;
8500 gross tons.

Hulls Nos. 43 5 3-43 5 6, four oil tankers for
Socony Vacuum Oil Co. 487'6" x 68' x 37';
12,000 hp ; 9,800 gross tons.

Hull No. 43 57 oil tanker for Union Oil Co.
of Calif. 442' x 63' x 34'10" ; 3500 hp ; 8000 gross
tons.

Hulls Nos. 43 5 8-43 5 9, two oil tankers for
Socony \acuum Oil Co. 487'6" x 68' x 37';
1 2,000 hp; 9800 gross tons.

Hulls Nos. 4360-43 61, two oil tankers for
Union Oil Co. 442' x 64' x 34'10"; 3500 hp ;
8000 gross tons.

Hulls Nos. 43 62-43 64, three cargo and pas-
senger vessels for Mississippi Shipping Co.
465' X 65'6" X 39'9"; 8600 hp ; 8300 gross tons.

Hull No. 4365, oil tanker for Richfield Oil
Co. 442' X 64' X 34'10" ; 5500 hp ; 8000 gross tons.

Hulls Nos. 4367-4368, two oil tankers for
Panama Transport Co. 487'6" x 68' x 37'; 7000
hp ; 9800 gross tons.

Hull No. 43 69, oil tanker for Continental
Oil Co. 442' X 64' x 34'10"; 3500 hp; 8000 gross
tons.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Statcn Island, N. Y.

New Construction:

Hulls Nos. 8015-8019, five C-l-B design
cargo vessels for U. S. Maritime Commission.
417'9" X 60' X 37'5". Launching dates. No.
8015, October 3, 1940; No. 8016, November 2,
1940; No. 8017, Januarv 1, 1941; .No, 8018,
March 15, 1941; No. 8019, .'Vpril 15, 1941. De-
livery dates .April 1, June 1, .August 1 and No-
vember 1, 1941, and January 1, 1942.

Hulls Nos. 8021-8022, two destroyers for
U. S. Navy.

Hulls Nos. 8023-8032, ten destroyers for
U. S. -Navv.

BOSTON NAVY YARD
Boston, Mass.
New Construction:

DD426, Lansdale, 1600-ton destroyer. Com-
pletion date November 1, 1940.

DD43 5, Gwin, 1600-ton destroyer. Comple-
tion date March 1, 1941.

DD434, Meredith, 1600-ton destroyer. Com-
pletion date May 1, 1941

DD441, Wilkes, 1600-ton destroyer. Com-
pletion date July 1, 1941.

DD442, Nicholson, 1600-ton destroyer. Com-
pletion date September 1, 1941.

DD461, 1600-ton destroyer. Completion date
February 12. 1942.

DD462, 1600-ton destroyer. Completion date
April 12, 1942.

DD472, 1600-ton destroyer. Completion date
March 1, 1943.

DD47 3, 1600-ton destroyer. Completion date
May 1, 1943.

DD474, 1600-ton destroyer. Completion date
July I, 1943.

DD475, 1600-ton dastroyer. Completion date
September 1, 1943.

DD476, 1600-ton destroyer. Completion date
January 1. 1943.

AVP21, Humboldt, seaplane tender. Comple-
tion date October 12, 1941.

AVP2 2, Matagorda, seaplane tender. Com-
pletion date December 12, 1941.

YSDll, seaplane wrecking derrick. Comple-
tion date November 15, 1940.

YSD2 0, seaplane wrecking derrick. Comple-
tion date May 1, 1941.

YSD22, seaplane wrecking derrick. Comple-
tion date January 1, 1941.

YSD23, seaplane wrecking derrick. Comple-
tion date March 1, 1941.

Neu

BROOKLYN NAVY YARD
Brooklyn, N. Y.
' Construction:
BB 5 5, North Carolina, battleship. LBP

714'0", beam to outside armor 108'0" ; std. displ.
35,000 tons; geared turbine engines; express type
boilers. Contract delivery date September 1,
1941 ; estimated delivery date, October 15, 1941.

BB 61, Iowa, battleship. LO.A 880", beam
108'; 4500 tons standard displacement; geared
turbines. Contract delivery date .August 1, 1943.

BB 63, Missouri, battleship. LO.A 880', beam
108'; 4500 tons standard displacement; geared
turbines. Order placed June 12, 1940.

IRA S. BUSHEY & SONS, INC.
Brooklyn, N. Y.
Neiv Construction:

Two 82' diesel tugs each powered with 575-
hp F-M engine. Delivery dates November 15
and 30, 1940.

Two wooden deck scows for Tri-Boro Scow-
Co. 118' X 36' x 10'. Delivery dates October 15
and November 15, 1940.

DEFOE BOAT & MOTOR WORKS
Bay City, Mich.
New Construction:

Hull No. 167, PC45 2, sub-chaser for U. S.

Navv. 174' long. Delivery date May, 1941.

Hulls Nos. 168-170, YT145-YT148, three
harbor tugs for U. S. Navy. 100' long. Delivery
date February, 1941.

THE DRAVO CORPORATION

Engineering Works Division
Pittsburgh, Pa., and Wilmington, Del.
Neic Construction:

Hull No. 1659, welded steel oil barge for
Pacific Dry Dock & Repair Co., San Francisco,
Calif. 148''x 38' x 9'; 426 gross tons.

Hull No. 167 8, caisson for Panama Canal
Bureau of Yards and Docks, Navy Dept., Wash-
ington, D. C; 1598 gross tons.

Hulls Nos. 1697-1701, five welded car floats
for Pennsylvania Railroad, Philadelphia. 250' X
34' X 9'1"; 2970 gross tons.

Hulls Nos. 1710-1711, two type W-7 welded
coal barges for stock. 175' x 26' x 10'8"; 943
gross tons.

Hulls Nos. 1730-1732, three welded steel
auto carrier barges for Commercial Barge Lines,
Pontiac, Mich. 175' x 30' x 10'8"; 1638 gross
tons.

Hulls Nos. 1733-1735, three type W-7
welded bulk cargo barges for stock. 175' X 26' X
10'8"; 1416 gross tons.

70

PACIFIC MARINE REVIEW

November • 1940

PACIFIC MARINE REVIEW

71

€ORDE!ii BRO!$.

200 DAVIS STREET

SAN FRANCISCO

WHITE

4> 90 STAie ST. «9

BOSTON

Capt. Frank Jansen, 1361 South Flower St., Los Angeles

George E. Butler Co., 356 California Street, San Francisco

The McCaffrey Company, 82 5 Columbia Street, San Diego

Max Kuner Company, 812 First Avenue, Seattle

John Finn Metal Works

^ JOHN FINN METAL WORKS s

i DIESEL BABBITT p

SPECIAL ARMATURE METAL

NICKEL DIESEL METAL FOR BEARINGS

ZINC PLATES FOR BOILERS

GALVANIZING AND SHERARDIZING

SAN FRANCISCO -384 SeCDnd Street— Pho
LOS ANGELES BRANCH— -iM South San Pedro
Telephone MIchi);.-in 0984
SEATTLE BRANCH- 106 W. McGr.iw Street
Telephone SEncca 2466

:SU

Str-

4188
. Los Angele

l*ro|iollci* Design

• Save Fuel

• Increase Speed

• Eliminate
Vibration

Send us your
problems . . . we
specialize in pro-
peller design.

WILLIAM LAM B I E, Naval Architect

106 Eost C Street Wilmington, Californio

LAMBIE PROPELLERS

There is an Ishertvood System for every type
of mercantile vessel

Eminently suitable for Oil Tankers

Over 500,000 deadtveight tons — Freighters and
Tankers — on order

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED
4 Lloyds Ave., London E.C.3 17 Battery Place, New York

San Francisco Bar Pilots

"Adventuress" • "California" • "Gracie S"
RADIO — K F S

SIGNALS FOR PILOTS

In fog — Blow four whistles and lay to.

When Clear — Burn blue light or give four flashes on Morse

lamp.
Daylight — Set Jack at foremast.

SIGNALS DISPLAYED BY PILOT BOATS

When on Station Under Sail — A white light is carried at

masthead.
When Under Power — A red light under white; a flare or

torch is also burned frequently.
TELEPHONES— Pilot Office from 9:00 a.m. lo 4:00 p.m.— DOugUs
5436. Chamber of Commerce from 4 :00 p.m. lo 9 a.m. and oo
Sundays and Holidays— EXbrook 4511.

Morrison & Bevilockway

EST.VBLISIIED IN 1890

MARINE PLUMBING
STEAM FITTING and SHEET METAL WORK

Sole Agents and Manufacturers of the New^ M & B

Automatic Lifeboat Drain Plug ■ Expert Lifeboat

Repairs and all kinds of Air Duct Work • Galley

Ranges Repaired • Monel and Stainless Steel

Dressers Manufactured

Day & Night Service 1 66 Fremont St.

Telephone DO-2708-09 San Francisco

At Nifiht Call HEmhirk 4.U6 or Burlinganic 129

HAVISIDE COMPANY

Largest Commercial Heavy-Lifting
and Salvage Barges on the Pacific Coast

Four Derrick Barges .... Capacity up to 100 tons
Submarine Diving

SHIP CHANDLERS

Speciali.'^ts: Yacht Sails and Yacht Riccinp

Complete stock of Yacht and Motorboat Supplies

Agents for

Columbia Steel Co.'s Producis (Subsidiary U. S. Steel Corporation)

American Marine Paint Co. Jedrcy-s Marme Glues

Tuhbs Supercore and Manila Rope Stratford's Best Oakum

HAVISIDE COMPANY

SAN FRANCISCO
56-62 Sicuarl Street - Phone EXbrook 0064

Hull No. 173 6, welded fuel oil barge tor
Brooklyn Edison Co. 128'4" x 23'6" x 14'; 375
gross tons.

Hulls Nos. 1740-1749, ten type W-7 welded
coal barges for stock. 175' X 26' x lO'S" ; 4720
gross tons.

Hull No. 175 0, 13 00-hp twin-screw diesel
towboat lor stock. 176' x 36' x 10'; 590 gross
tons.

Hull No. 1751, 760-hp twin-screw diesel
towboat for stock. 145' x 27' x ll'?"; 318 gross
tons.

Hulls Nos. 1752-1756, five welded steel oil
barges for stock. 195' x 35' x 9'9"; 2990 gross
tons.

Hulls Nos. 1757-1759, three welded coal
barges for M. & J. Tracy, Inc., New York City.
134' X 34' X 17'; 2301 gross tons.

Hulls Nos. 1760-1767, eight welded sand
and gravel barges, deck type, lor Warner Co.,
Philadelphia. 130' x 34' x 10' ; 3616 gross tons.

Hulls Nos. 17 68-177 5, three steel lighters
for U. S. Navy Dept., Washington, D. C. 110' x
34' X ir3" ; 2672 gross tons.

Hulls Nos. 1776-1780, five covered cargo
barges for stock. 175' X 26' X 11'; 2650 gross tons.

Hulls Nos. 1781-1784, four covered cargo
barges for River Terminals Corp.. New Orleans.
2612 gross tons.

Hulls Nos. 1785-1790, six sand and gravel
barges for Keystone Sand Division. 135' x 27' x
8'; 1530 gross tons.

Hulls Nos. 1791-1795, five covered cargo
barges for stock. 175' x 26' x 11'; 2650 gross tons.

ELECTRIC BOAT CO.
Groton, Conn.
New Construction:

Hull No. 39, Gar (SS206). Standard displace-
ment 1475 tons. Keel laid December 27, 1939.

Hull No. 40, Grampus (SS207). Standard
displacement 1475 tons. Keel laid February 14,
1940.

Hull No. 41, Grayback (SS208). Standard
displacement 1475 tons. Keel laid .\pril 3, 1940.

Hull No. 42, Mackerel {SS204). Standard
displacement 800 tons. Launched September 28,
1940.

Hull No. 42, Gato (SS212). Standard dis-
placement 1500 tons. Keel laid October 5, 1940.

THE FEDERAL SHIPBUILDING AND
DRY DOCK COMPANY
Kearny, N. J.
New Construction:

Hull No. 167, C-3 cargo vessel for U. S.
Maritime Commission.

Hulls Nos. 168-169, CL51, Atlanta; and
CL52, Juneau; two 6000-ton cruisers for U. S.
Navy. Keels laid .April 22 and May 27, 1940.

Hulls Nos. 170, Edison; and 171, Ericsson;
two torpedo boat destroyers for U. S. Navy.
Keels laid March 18, 1940.

Hulls Nos. 17 2, Joseph Lykes; 173-176; five
C-1 cargo vessels for I'. S. Maritime Commis-
sion. Keels laid, Nos. 174-175, June 6, 1940;
No. 176, August 12, 1940. Launching dates. No.
172, August 3, 1940; No. 173, October 5, 1940.

Hulls Nos. 179-186, eight C-2 cargo ships
for I'. S. Maritime Commission.

Hulls Nos. 187-188, two cargo vessels for
Matson Navigation Co.

Hull No. 189, one tanker for Pan .American
Petroleum and Transport Co. 13,000 dwt tons.

Hulls Nos. 190-193, four tankers for Sinclair
Refining Co. 15,000 dwt.

Hulls Nos. 194-197, four destroyers for U. S.
Navy.

Hulls Noi. 198-203, six destroyers for I'. S.
Navy.

Hulls Nos. 204-205, two destroyers for C. S.
Navy.

GULF SHIPBUILDING CORP.
Chickasaw, Ala.
New Construction:

Four 2100-ton destroyers for C. S. Navy.

GULFPORT BOILER & WELDING
WORKS, INC.
Port Arthur, Texas
Neu Construction:

Hulls Nos. 153 and 167-168, three diesel-
electric tugs for General Motors Corp. 100' x
24' x 12'4"; 1000-fhp G. M. diesel and auxiliary
each. Delivery date, No. 1 5 3, October 20, 1940.

Hull No. 157, diesel tug for U. S. Navy. 70' x
18' X 10'3"; 400-hp .Atlas diesel and auxiliary.
Delivery date December 15, 1940.

Hull No. 165, oil barge for E. Eggers Towing
& Transp. Co., Houston, Tex. 135' x 30' x 8'.

Hull No. 166, oil barge for 0. B. Zigler Co.,
Jennings, La. 205' x 40' x 10'

Hull No. 169, oil barge for Edwards Trans-
portation Co., Houston, Tex. 100' x 28' x 7'.

Hull No. 170, deckload barge for Brown &
Root, Houston, Tex. 80' x 24' x 5'.

Hull No. 171, oil barge for stock. 100' x 26'
X 8'.

CL57 and CL58, two cruisers for U. S. Navy.
Order placed June 12, 1940.

AV7, Currituck, seaplane tender for L'. S.
Navy.

CL59-CL61, three cruisers for U. S. Navy.

CB1-CB6, six cruisers for U. S. Navy.

THE INGALLS SHIPBUILDING CORP.
Pascagoula, Miss., and Decatur, Ala.
New Construction:

Hulls Nos. 25 3 to 2 5 6, four C-3 cargo ves-
sels. Completion dates November, 1940; and
Januarv, March and May, 1941.

Hulls Nos. 268, 297, 298, three C-3 IN pas-
senger and cargo vessels for V. S. Lines.

One oil tanker for Husky Transit Corp.,
Minneapolis, Minn. 235' x 35' x 14'. Estimated
completion date January 3, 1941.

One derrick barge for Dunbar & Sullivan
Dredging Co., Detroit, Mich. 100' x 43' x 10'.
Completion date November 1, 1940.

Three steam turbine vessels for .American-
South .African Lines. 492' long, 69'6" beam ;
9500 shp; 18,000 ton dis.; 19 knots speed.

Hulls Nos. 265-267, three C-3.P cargo and
passenger vessels for .American-South .African
Lines. 492' x 69'6"; 9500 shp; 18,000 tons dis.;
16^2 knots speed. Completion dates November
15 and December 16, 1941 ; and January 15, 1942.

Hulls Nos. 283, 294-296, four C-3-S-A1
cargo vessels for U. S. Maritime Commission.
Completion dates February 17, March 29, May
Sand June 17, 1942.

Three oil barges for Tropical Oil Co. 125' x
30' X 7'. Completion date December 1, 1940.

One oil barge for Goyer Oil Co., Greenville,
Miss. 135' X M' X 7'9". Completion date Januarv
15, 1941.

MANITOWOC SHIP BUILDING CO.
Manitowoc, Wis.
New Construction:

One steel twin-screw carferry. 406' X 57' X
23.5'. .Approximate deliverv date, January 4,
1941.

One steel twin-scre'w diesel towboat. 140 x
35' X 8'6". Delivery date, November, 1940.

JOHN H. MATHIS CO.
Camden, N. J.
New Construction:

Four anti-submarine net tenders for U. S.

Navy.

One bulk carrier tanker 265' long for Thos.
Bowes, N. A.

THE NEW YORK SHIPBUILDING
CORPORATION
Camden, N. J.
New Construction:

AV4, Curtiss, seaplane tender for U.S. Navy.
Launched April 20, 1940.

AV5, Albemarle, seaplane tender for U. S.
Navy. Keel laid June 12, 1939.

BB57, South Dakota, battleship for U. S.
Navy. Keel laid July 5, 1939.

a'R5, Vulcan, repair ship for U. S. Navy.
Keel laid December 26, 19.59.

CL55, Cleveland; and CL56, Columbia; two
cruisers for U. S. .Navv. Order placed March 23,
1940.

NEWPORT NEWS SHIPBUILDING &
DRYDOCK CO.

Newport News, Va.
New Construction:

Hull No. 372, Esso Columbia, oil tanker for
Standard Oil Company of New Jersey. Gross
tonnage about 11,500 tons; LBP 525', breadth
molded 75', depth molded 39'. Launched Sep-
tember 18, 1940.

Hull No. 378, battleship 58, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos, 379-384, six single screw combi-
nation passenger and cargo vessels for L'. S.
Maritime Commission. 465' x '69'6" x 42'6";
' gross tonnage about 9100 tons. Keels laid, No.
382, February 5, 1940; No. 383, June 10, 1940;
No. 384, .August 12, 1940. Launching dates, No.
379, June 7, 1940; No. 380, August 7, 1940;
No. 3 81, October 4, 1940.

Hull No. 3 8 5, aircraft carrier No. 8, Hornet,
for U. S. Navy. Keel laid September 25, 1939.

Hull No. 3 8 6, single-screw combination
passenger and cargo vessel for U. S. Maritime
Commission. 465' x 69'6" x 42'6" ; gross tonnage
about 9100 tons. Delivery date May, 1941.

Hulls Nos. 387-388, two single-screw cargo
vessels for Matson Navigation Co. 465' x 69'6" x
42'6" ; gross tonnage about 7,700. Keel laid. No.
387, .August 12, 1940. Delivery dates May 25 and
July 1, 1941.

Hull No. 3 89, one single-screw cargo vessel
for International Freighting Corp., Inc. 435' x
63' X 40'6" ; gross tonnage about 8,000. Delivery
date August 1, 1941.

Hulls Nos. 390-391 (CL62-CL63), two light
cruisers for U. S. Navy.

Hulls Nos. J92-394 (CV9-CV11), three air-
craft carriers for LT. S. Navv.

Hulls Nos. 395-398 (CV12-CV15), four
aircraft carriers for U. S. Navy.

Hulls Nos. 399-400 (CL80-CL81 ), two light
cruisers for U. S. Navv.

PORTSMOUTH NAVY YARD
Portsmouth, N. H.
Netii Construction:

Submarines SS201, Triton; SS202, Trout;
SS209, Grayling; SS210, Grenadier; SS205,
Marlin; SS228-SS235.

THE PUSEY & JONES CORP.
Wilmington, Del.
iV^it' Construction:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp. 300' x 65' x 20';
1600 gross tons; steam Una-Flow propulsion;
3600 hp; 16 knots speed; cost $1,000,000. De-
livery date November, 1940.

Hulls Nos. 1075 and 1076, two C-1 cargo
vessels for U. S. Maritime Commission; 413' x
60' X 37'6" ; 5000 gross tons; turbine propulsion;
4000 hp; 14 knots speed; cost $1,928,000. Ap-
proximate launching date November 1, 1940;
delivery dates January and March, 1941.

Hull No. 1079, tug for Long Island R. R. Co.
105' X 24' X 12'H"; 210 gross tons; Una-Flow
steam machinery; 800 shp; 11 knots speed.
Launching date November 15, 1940; delivery
date December, 1940.

Hulls Nos. 1080-1081, two automobile and
passenger ferries for Delaware-New Jersey Ferry
Co. 206' X 65' X 16'; 750 gross tons; Una-Flow
steam machinery; 1400 shp; 15 mph speed.
Launching dale December, 1940; delivery date
1941.

PACIFIC MARINE REVIEW

November • 1940

PACIFIC MARINE REVIEW

73

TOUMEY

Representing

BENDIX MARINE PRODUCTS CO.

Successors to

CHAS. CORY CORPORATION

Signaling, Communicating and Lighting Equipment

PNEUMERCATOR CORPORATION (New York)

Gauges: Liquid Level, Ships Draft, Pressure,

Boiler Woter Level

PLANT MILLS DIRECTION INDICATOR

AND ENGINEER'S ALARM

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTALLA-
TIONS . . MARINE ELECTRIC FIXTURES . . SUPPLIES
AND REPAIRS... ARMATURE WINDING. .SEARCH-
LIGHT PROJECTORS . . . SOUND POWERED TELE-
PHONES . . . FIRE ALARM SYSTEMS

GArfield 8102

SAN FRANCISCO

115-117 Steuart St.

Specify FRANCE Metal Packing for
Marine Engine Piston and Valve Rods

Nearly half a century of e.\perience guarantees maximum
periormance at minimum expense for high, intermediate and
low pressure service.

To obtain renewals or replacements, furnish the number stamped
on case and diameter of rod. Write for new Catalog M-6.
Sole Authorized Representatives :

San Francisco — Hercules Equ

mcnt & Rubber Co., ^lO-Srd

Street— EXbrook :wi.
Seattle — Guy M. Thompson, 124t

South Alaskan Way — Phone

MAin 1870.
Norfolk — C. E. Thurston & Sons,

Vi Commercial Place — Phone

Norfolk :-6(l40.

Los Angeles -

South Hill St.— PRospect 9'>2').
New York City — France Packing

Co., Room UI7-E, <0 Church St.

— COrtlandt 7-6827.
New Orleans— R. M. Shad, 430

Florida Ave.— Phone Galvez 1503.

THE FRANCE PACKING COMPANY
Tocony, Phila., Penna.

Or/j7/>7a/ FRANCE

AIETAI. PAC Kl>«

Speed up loading and unload-
ing with Chiksan Ball-Bearinf,
Swing Joints and Dock Risers.
Pressure and vacuum tight.
Turn easily in all weather.
Never require tightening or
adjustment. .S styles; 4" an
6" sizes in malleable iron; 4
to 10" sizes in steel.

Distributed by Crane Co.

Chiksan Tool Co.

BRE.A,
CALIF

SAVE TIME and MONEY

(■HIKS.\N
STVLK 60

• LOW TEMPERATURE . . .

it pa\s to ha\c the protection ol Muntict "lointite" CorkboartI antl
Moulded Cork Pipe Covering in >torage terminals antl refrigerated
spaces aboard ship. This low temperature insulation gives dependable
protection against heat infiltration. Economical, long-lasting, it is
easily adaptable to individual requirements. Our engineering staff will
he glad to help with specifications.

• HIGH TEMPERATURE...

We carry a full line of K & M aslHsti>s .old magnesia insul.iting prod-
ucts for marine requirements. K & M insulation, made by Keasbey
& Mattison. assures highest cfliciencv and uiaxitiium power sa\'ings in
high temperature operation. For full information on either low or high
temperature insulation, write to the nearest Mundet oflice.

MUNDET CORK

CORPORATION

SAN FRANCISCO 440 Brannan Street

LOS ANGELES 1850 N. Main Street

Distributors of Mundet Cork Insulation Products

SEATTLE Pioneer Sand & Gravel Co.

PORTLAND Pacific Asbestos & Supply Co.

In tube cleaners as in everything
else, nothing takes the place of
experience.

ELLIOTT COM PA NY

LAGONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

Factory Soles and Service Mointoined
813 RIALTO BLDG., SAN FRANCISCO

Phone sutler 5213

Los Angeles, 1732 E. 7th St. Seattle, Wn., 414 Vonce BIdg.

SUN SHIPBUILDING AND DRY DOCK
COMPANY
Chester, Pa.
New Construction:

Hulls Nos. 186-189, four C-3 single-screw
combination passenger and cargo vessels. 465' x
69'6" X 42'6": diesel propelled; equipped with
Sun-Doxford engines. Delivery dates May, July,
.August and October, 1941.

Hull No. 19 3, one tanker for Standard Oil
Co. of Calif. .w5' X 57' x 29'; 7000 dwt tons.
Delivery date March, 1941.

Hulls Nos. 195 and 197, two tankers for
Standard Oil Co. of X. J. 18,000 dwt. Delivery
dates. No. 195, October 1, 1940; Xo. 197, June,
1941.

Hull No. 196, one tanker for Sun Oil Co.
18,000 tons. Delivery date December 1, 1940.

Hull No. 198, one tanker for Texas Co.
13,785 tons. Delivery date July, 1941.

Hulls Nos. 199-2 06, eight cargo vessels for
U. S. Maritime Commission. 7500 tons. Delivery
dates June, .\ugust, October, December, 1941 ;
January, March, May, July, 1942.

Hull No. 207, diesel tanker for Panama
Transport Co. 18,000 dwt. Deliverv date .August,
1941.

Hulls Nos. 208-210, three tankers for Petro-
leum Shipping Co. 16,400 dwt; steam turbine.
Delivery dates October, December, 1941 ; Feb-
ruary. 1942.

Hull No. 211, tanker for .Atlantic Refining
Co. 19.400 tons. Deliverv date .August, 1941.

Hull No. 212, tanker for Sun Oil Co. 18,000
tons. Delivery date June. 1941.

Hulls Nos. 213-216, four tankers for Pana-
ma Transport Co. 18,000 tons; steam turbine.
Delivery dates March, Julv and September,
1942; and March, 1943.

Hulls Nos. 219-2 2 0, two diesel tankers for
Panama Transport Co. 18,000 dwt. Delivery
dates March and June, 1944.

Hulls Nos. 221-222, two tankers for Key-
stone Tankship Corp. 16,400 tons; steam turbine.
Delivery dates June and July, 1942.

Hulls Nos. 223-225, three 16-knot tankers
for The Texas Co. Single-screw steam turbine ;
13,285 tons dwt. Delivery dates August, Sep-
tember and October, 1942.

Hull No. 2 26, tanker for Kaymar Tankers,
Inc. 16,400 tons; steam turbine. Delivery date
Xovember, 1942.

Hulls Nos. 227-228, two tankers for Seamar
Tankers, Inc. 16,400 tons; steam turbine. De-
livery dates January and February, 1943.

Hull No. 229, tanker for .Atlantic Refining
Co. 19,400 tons. Delivery date September, 1941.

TAMPA SHIPBUILDING &
ENGINEERING CO.
Tampa, Fla.
Neiv Constriictiou:

Hulls Nos. 34-3 6, three C-2 type cargo ves-
sels for U. S. Maritime Commission. 459' x 63' x
31 '6" ; 9291 dwt tons; diesel powered.

Hulls Nos. 3 7-40, four C-2 type cargo ves-
sels for U. S. Maritime Commission. 459' x 63' x
3r6": 9291 dwt tons.

i^Wia kM-, 4^. ^^uiH6.4iuiien.-lleceioe^

\ new portable ultra-high-frequency
transmitter-receiver, having 75 calibrated
frequency channels from 28 to 65 mega-
cycles, has just been announced by West-
inghouse Electric & Manufacturing Com-
pany. Compact, and weighing only thirty
pounds complete with batteries, antenna,
microphone, headphones and key, this
type HR communicator combines 'phone
or continuous wave operation. It is ideal
for communication between scattered field
groups, as in traffic, fire, large scale con-
struction or rescue control work.

A crystal frequency standard permits
calibration for accurate adjustment of
both transmitter and receiver to the de-
sired frequency. Equipment is so designed

that several sets in a relatively small area
can operate on the same channel without
heterodyne interference. Sending on one
channel, receiving on another, is easy with
the push-to-talk send-receive control.

Tube complement consists of 3-958 tri-
odes, 1-959 pentode, 2-30 triodes, and
1-1 E7G twin pentode. Radio frequency
carrier output is 0.5 watt minimum; aver-
age receiver sensitivity is 5 micro-volts.
Power is obtained from a plug-in type dry
battery good for 10 hours' continuous
operation, or considerably longer on in-
termittent service. Entire equipment is
resistant to moisture, salt sea air and tem-
perature variations: can be placed in full
field operation in less than thirty seconds.

High-frequency transmitter-receii

Allien,

The J. W. Miller Company of Los -An-
geles announces a new radio interference
filter designed especially for marine di-
rect-current generators to eliminate the
radio interference generated at the com-
mutator.

This filter consists of two choke coils
and four condensers, neatly mounted,
with suitable connections and fuses, in a
metal case 18 inches long, 16 inches wide
and 10 inches high. The total weight is
141 lbs.

The chokes are duo-lateral wound with
a special No. 1 B. & S. cable made up of
520 strands of Xo. 28 copper. This cable
is double cotton covered, and the entire
choke assembly is impregnated with a
special insulating varnish compound.
These chokes are said to be the largest
duo-lateral wound chokes ever made. The
capacity is 200 amperes at 250 volts.

Each of the four condensers has a
2-mfd rating. They are of the non-induc-
tive wound paper type, and are tested at
1440-volt 60-cyclea.c.

Marine Radio Telephone Equipment,

Publication T1704 of the Western Elec-
tric Co., Specialty Products Division.

This si.x-page brochure in blue and
black describes the Western Electric Ma-
rine Radio Telephone Equipment No.
226C, a 25-watt set operating on 110-
volt, 60-cycle, a.c. current. This set in-
cludes a radio transmitter, radio receiver,
telephone hand set and built-in loud
speaker.

This equipment is especially adapted
lo yachts, fishing fleets, workboat fleets
and all coastwise and harbor craft.

9n Qate^i/p^dla/i MaAme ^iei^ll

Two new four-cylinder marine diesel
engines have been announced by Cater-
pillar Tractor Co. The addition of these
two to the line gives the company a com-
plete run of sizes from 25 to 135 bhp.

The new units are of medium speed and
medium weight, especially well suited for
the workboat field. Ratings are conserva-
tive, and the engines are characterized by
mechanical simplicity.

The larger of the two new engines is the
model D8800, which has a bore and stroke
of 5;'4" X 8", and develops 70 horsepower
at 900 rpm. The D7700 engine, with a
5^" bore and a stroke of 8", develops 60
horsepower at the same rpm. Ratings are
unusually conservative. The figure given
is for continuous service, which means
full load operation day in and day out,
throughout the year, if desired.

A closed type heat exchanger with gear-
driven centrifugal jacket water pump and
gear type raw water pump is standard
equipment. A water-cooled lubricating oil
cooler is also provided. An independent
two-cylinder, vertical, four-cycle gasoline
engine is used to start the diesel. Electric
starting is available for both diesel and
starting engine, if desired.

The fuel system offers an individual
injection pump for each cylinder. These
pumps are factory set, and require no ad-
justment while in service. The fuel injec-
tion valves are of the spring-operated
type, and when the pressure of the fuel
oil, built up by the pump, overcomes the
tension of the valve spring, the valve head
lifts and fuel is sprayed into the precom-
bustion chamber through a single orifice.
The comparatively large size of this ori-
fice practically precludes ever having a
clogged spray valve. Valves, like the
pumps, are set at the factory, and require
no attention on the job. Both pumps and
valves are of "Caterpillar" design and
manufacture.

A spring-loaded flyball-type governor
is mounted on the camshaft gear. The
engine is always under the control of this
governor, so that the throttle lever is
really the governor spring control. The
throttle setting determines the approxi-
mate speed of the engine, and the gover-
nor controls the fuel injection pumps to
supply the quantity of fuel necessary to
balance the load.

The "Caterpillar" marine diesel engines
are equipped with twin disk reverse gear,
and are ready for operation when but five
connections have been made. It is only
necessary to connect the exhaust to atmos-

phere, sea water suction to raw water
line, heat exchanger outlet to overboard
discharge, fuel oil line to main storage
tank, and to align the thrust bearing shaft
and connect it with the propeller shaft.

^^laJle. jUde/uiiune.

Valves, Pipe Fittings, Fire Hydrants,

240 pages, letter-size, cloth bound ; Cata-
log No. 63, published by The Kennedy
Valve Manufacturing Company. This
book is an exceptionally complete presen-
tation of data on bronze and iron-body
valves for low, standard and higher pres-
sures, standard bronze and malleable-
iron screwed fittings, standard cast-iron
flanged fittings and flanges, fire hydrants
and various valve specialties.

Characterized by large illustrations
throughout, this book has several unique
features for convenience in use. For ex-
ample, in the section on iron-body valves,
dimensions and prices of valves and ac-
cessories are all on facing pages, thereby
minimizing cross-references to other
pages.

.\ section is devoted to descriptions of
valve accessories for various operating
conditions. .Additional features are: rec-
ommendations for the selection of valves
and fittings: suggestions for operation,
care and maintenance of valves; and
much useful engineering data. Five in-

dexes, and tabulations of references on all
pages of listings and dimensions, greatly
facilitate the use of the catalog in quickly
finding desired information.

The Babcock& Wilcox Tube Company,
Beaver Falls, Pa., has just issued Techni-
cal Bulletin II-C, "Specifications for
Seamless Tubular Products." The bul-
letin contains specifications established
for carbon steel and alloy steel tubes by
the .American Society for Testing Mate-
rials and The .Association of American
Railways, and specifications established
by The Babcock & Wilcox Tube Com-
pany for high chrome and stainless alloy
tubes.

The specifications cover the manufac-
ture, finish and workmanship, chemical
and physical properties, tests and permis-
sible variations in weights and dimen-
sions of tubes and pipe.

A limited supply is available for dis-
tribution to executive departments of
seamless tubing users. Please write for
copies on your company letterhead, men-
tioning Pacific Marine Review.

NOVEMBER

19 4 0

75

PACIFIC

mflRin€

R€VI€W

Advertisers

num Ladder Co. of America 61

can Engineering Company 7

can President Lines 67

Smelting & Refining Co.,
Federated Metals Di'

Alum

Ameri
Ameri

B

Barclay, The 63

Bendix Aviation Corp., Marine Division. ... 63

Berkeley Steel Construction Co 61

Bethlehem Steel Company, Shipbuilding

Division 1

Carrier Corp !-♦

Chiksan Tool Co 73

Clyde Iron Works, Inc 22

Columbian Rope Company 8

Combustion Engineering Co., Inc 19

Cordes Bros 71

Crane Co 5

Davis Engineering Corporation

Inside Back Cover

Diamond Power Specialty Corp 2 0

Diehl Mfg. Company 15, 18

Doran Company Inside Back Cover

Electric Storage Battery Company 65

Elliott Co 7 3

Emerson Electric Mfg. Co 61

F

Federal Composition & Paint Co., Inc 69

Federated Metals Division, American

Smelting & Refining Co 65

Ferdinand, L. W. & Co 67

Finn, John, Metal Works 71

Fitler, Edwin H., Company 63

France Packing Co 7 3

G

Garlock Packing Company 14

General Engineering & Dry Dock Co 5 3

H

Haviside Company 71

Hyde Windlass Company 15

I

International Paint Co., Inc 3

Isherwood, Sir Joseph W., & Co., Ltd 71

K

Kelvin-White Company 71

L

Lambie, William 71

M

Markey Machinery Company . Inside Back Cover

Mathews 8c Livingston 3 6

Matson Navigation Co 67

Morrison & Bevilockway 71

Mundet Cork Corporation 73

N

National Tube Company 12

Newport News Shipbuilding & Dry

Dock Company 2

Norton Company 69

O

Oceanic Steamship Co 67

P

Plymouth Cordage Co 10

Powell, William, Company 62

Propeller Club of the United States 21

s

San Francisco Bar Pilots 71

Sandusky Foundry and Machine Co 71

Shenango-Penn Mold Co 15

Short, Thomas A., Co 15

Standard Oil Company of California 16

Sun Shipbuilding and Dry Dock Co 4

Swett, Geo. E., & Co Inside Back Cover

T

Texas Company Back Cover

Todd Combustion Equipment, Inc 13

Todd Shipyards Corp 13

Toumcy Electric & Eng. Co 73

Tubbs Cordage Company. .Inside Front Cover

u

United States Steel Corp., Subsidiaries. .11, 12

V

Viking Pump Co 63

w

Wall Rope Works 65

Warren Steam Pump Co.. . .Inside Back Cover

Westinghouse Electric & Mfg. Co 9

Winter, Eugene V., Company 65

X

Xzit Sales Co 6

mooRE's

/

PftCIFIC

mnRinE
Review

DECEMBER, 1940

SS MORMACSUN

SS MORMACSTAR

SS CALIFORNIA

SS MORMAtSEA

MV PANAMA EXPRESS SS ALABAMAN

-ENSIVE REPAIRS

MOORE DRY DOCK COMPANY

PBUILDERS

SHIPREPAIRERS ENGINEERS • STRUCTURAL STEEL FABRICATORS

riVE LARGE DRYDOCKS • MODERN SHOPS • WHARVES • TRAVELING CRANES AND
COMPLETE FACILITIES FOR ALL TYPES OF MARINE, INDUSTRIAL AND STRUCTURAL ENGINEERING
HCAD o»nci. W O t K • I

LFOUR BUILDING • SAN FRANCISCO ADILINE STREET • OAKLAND, CALIFORNIA

IXbroek5248 • Cobleit Moonhip, San Froncltco Tal. MIeote 3919 M«iidoyt*NHM.' HIgof 3411

DESIGNED

FOR 4
THE WES'^

Another bidden plus value behind
Tubbs and Portland Marine Rope

Here is rope that ia as much a part of the West
as the rodeo and the bronc rider. For genera-
tions it has been the rope upon which the West
has depended to take care of jobs that were
tough and exacting.

Made by workers of the West, to meet condi-
tions of the West, it is natural that this rope
should be better suited for requirements of
Marine rope users of Pacific Ports.

This background of Western heritage is an-
other of the many hidden plus values that
make Tubbs and Portland Marine Rope out-
standing in their field. These plus values cost
no more but assure the ship operator a large
extra share of rope value.

TUBBS CORDAGE CO.

200 BUSH STREET • SAN FRANCISCO

PORTLAND CORDAGE CC

.PORTLAND NEW YORK SEATTLE,

I {E^^silMuoiQiTNli.i\j^^ll^^

^^-v.

|iCW)VElUMFillANIU;

Oiiicial Organ

Pacific American
Steamship Association

•
Shipowners Association
of the Pacific Coast

•

PACIFIC

mARin€
Review

Contents - December, 1940

Editorial Comment 25

First Southern California Launching 26

With the Society of Naval Architects and Marine Engineers 29

First New Round-the- World Liner 32

American President Lines' Fast Cargo-Passenger Liner
President Jackson Welcomed to Her Home Port.

The Motorship Shooting Star 42

Steady As You Go! 46

By "The Skipper"

Your Problems Answered 49

By "The Chief "

Pacific Northwest Marine Review 52

Dimensions of the Tuna Clipper 54

By D. W. Dickie

On the Ways 56

Latest News from American Shipyards

Safe Conditions on Board Merchant Vessels 59

Tug George W. Codrington 66

Progress in American Shipyards 72

Miscellaneous: Deck Officers' Licenses for October, 46; Engineers'
Licenses for October, 49; Ventilation on U. S. Mosquito Torpedo
Boats, 51; New Cutler-Hammer Plant in San Francisco, 58; Elec-
tric Transformer Production for National Defense, 58; Literature of
the Industry, 62, 70; Book Review, 68; New Unit, Fairbanks-Morse
Diesel Line, 78.

PUBLISHED AT 500 SANSOME STREET.... SAN FRANCISCO

Fntered as second class matter Tunc 20, 1913, at the post office, San Francisco, under the .'Vet of March 3, 1879. Published on the 1st of each month.
MvertkinVand edtorirforms^^^^^^ .n th^ l.Sth. Subscription price, one year: Domestic, $1.30; foreign, $2.50; two years: Domestic $2.50;
fore^n S4 00 threfvttr Domestic, $3.00; foreign, $5.50; single copies, 25c. New York Office, Rooms 202-203, 170 Broadway; Telephone
foreign, $4.00, three years. '-'"^^'^^J.^^'j^ .,-•., lo^ ^^^j,^,^.^ Office: 816 West Sth Street ; Tele^^^

Tn Npw York ritv coDies of PACIFIC Marine Review can be purchased at the news stands of I. Goldberg, 42 Broadway; Harry Nash, 17 Battery
p"a«Tphi% SlndararCrLnwi^h S^^^^^^ Battery Place. In Washington, D. C, at the news stand of the Carlton Hotel. 16th and K Streets.

4 -

T S Mines B. N. DeRochie Paul Faulkner Alexander J. Dickie F Dryden Moore

PreMlnlanrPMisher Assistant Publisher Advertising Mancger EdUor Asststant Ed.tor

PACIFIC MARINE REVIEW

December • 1 940

EXISTING DIESEL VESSEL GAINS
'TREE" SOURCE OF ADDITIONAL STEAM

by installing
C-E waste-heat

STEAM GENERATOR

Here's an application that's typical of the beneficial use of
exhaust gases which is available to most existing Diesel ves-
sels. The illustration shows a C-E Waste Heat Steam Gen-
erator now being built for a merchant vessel powered by
two Diesel engines which produce 32,000 lb of exhaust gas
per hr at a temperature of 700 F.

It will be installed in conjunction with an oil-fired C-E
Sectional Header Boiler which produces 18,000 lb of steam
per hr for use when the vessel is in port. At sea, the C-E
Waste Heat Steam Generator, without incurring one cent of
additional expense for fuel, will provide needed additional
steam — approximately 1,900 lb per hr at a pressure of
150 lb per sq in.

The common steam drum will be kept warm while at sea

Licensee under poU

by the C-E Waste Heat Steam Generator and thereby facili-
tate immediate use of the C-E Sectional Header Boiler.

Another benefit to be gained results from the effect of the
staggered arrangement of the tubes within the C-E Waste
Heat Steam Generator which provides an effective exhaust
silencer for the Diesel Engines.

Whether you are operating existing Diesel vessels or have
new ones under consideration . . . whether they be large or
small . . . you should investigate the potential fuel savings to
be gained from the comparatively simple installation of this
compact, forced-circulation C-E Waste Heat Steam Generator.

An engineer of C-E's Marine Department will appreciate
the opportunity of examining your vessel plans and then
estimating for you the benefits to be gained.

o( (he La Monl Corporolron

COMBUSTION EXGIXEERING

200 Madison Avenue IfW New York, N. Y.
C-E PRODLCTS I.NCM'DE ALI, TYF'ES OF I^ ^j UOILER.S, FURNACES. PIJI,VERI/ED FUEL
SYSTEMS AND STOKERS; ALSO SUPER UK ATERS, ECONOMIZERS AND AIR HEATERS a-563

PACIFIC

rriARinE
Review

VOLUME 37 m^ h «# I hi «il# DECEMBER

No. 12 ri ^ T I W TT 1940

On Qn>iUl and QUnlii*nal

As we American citizens approach the Christmas season in this year of our Lord 1940.
we are assailed on all sides by propaganda largely directed for the purpose of impressing
us with the idea that we as a nation are facing the gravest crisis in the history of the world.
That there is much truth back of this propaganda is evident from the headlines of the
daily press and from the content of many thoughtful articles in our best magazines.

In such times as those in which we are now living, it is of the utmost importance that
American citizens should approach national and local policies with cool, thoughtful, un-
selfish appraisal. This is particularly true when the policy under consideration is one
affecting national defense.

Let us remember that our forefathers have faced crises in history — crises which to
them appeared as momentous as any we of today are facing.

The words that great men speak, and the deeds they do, under crises, form the im-
portant milestones in recorded history. Back of these words and deeds always is the atti-
tude of the people — you and I — and for us there comes the high duty in crisis of carrying
on "as usual" — of remembering all those common loyalties and aspirations that alone
make life worth while and full of meaning.

With these thoughts in mind, let each of us read with new appreciation the words
written by William Tyler Page in 1917, and officially adopted as the American Creed:

"/ believe in the United States of America as a government of the people, by the
people, for the people; whose just powers are derived from the consent of the governed;
a democracy in a republic, a sovereign nation of many sovereign states; a perfect union
one and inseparable; established upon those principles of freedom, equality, justice and
humanity for which American patriots sacrificed their lives and fortunes. I therefore
believe it is my duty to my country to love it, to support its Constitution, to obey its laws,
to respect its flag, and to defend it against all enemies."

So, carrying on "as usual," we wish all of our friends

^ Uerp jHerrp Cfjris^tmas; anb a J|appp iSctu gear

for we still have a strong and an abiding faith that "Peace on p:arth" is possible to men of
Good Will.

S. S. Cape Mendocino
afloat in channel af-
ter launching. Note
the oil ivell derricks
of the harbor oil field
in the near and dis-
tant background

Consolidated Steel

Piiid^ Oue^ ^iMt G-i Stecufte^

Thursday, Xovember 14, marked a
new milestone in the progress of ship-
building in Southern California. On that
day, some 20,000 enthusiastic spectators
assembled to witness the launching of the
first seagoing merchant vessel launched
from a Southern California shipyard in
seventeen years.

At the Long Beach shipyard of the Con-
solidated Steel Corporation, this crowd
saw a complete-length hull sitting on
blocks with her broadside parallel to the
edge of the water. .At the bow end of this
hull was half the length of another hull
waiting to be completed after the first hull
was launched.

On a small platform at the bow, and
back of this platform on the uncompleted
hull, were assembled officials: of Los .An-

geles and Long Beach; of the .American
Bureau of Shipping; of the U. S. Mari-
time Commission ; of the New York and
Cuba Mail S. S. Co., to whom the ship is
allocated; and of the Consolidated Steel
Corporation.

Right at the bow of the ship stood the
sponsor, Mrs. Frank Buck, wife of the
congressman from Vacaville, accompanied
by her matron of honor, Mrs. Erving
Humphrey, wife of a U. S. Maritime Com-
mission official. These two ladies were
under the e.xpert guidance of R. W. Ger-
hart of Con.solidated Steel.

Meanwhile the blocks were being
knocked away by the launching gang, who
had already wedged the weight of the hull
onto the launching cradle. Presently the
"all clear" signal is given — the hawsers

are cut — Mrs. Buck smashes a bottle of
California wine across the bow and pro-
nounces the words, "I christen thee Cape
Mendocino" — and the hull is away.

She toppled gracefully over the edge of
the standing ways, dropping about eight
inches into the quiet waters of Channel
No. 3, and quietly rocked to a stand in
mid channel.

As she hit the water, a great wave of
water and spray shot into the air and
rolled away to chase the crowd off the
opposite bank.

In short, this was a very successful and
auspicious launching amid the derricks of
the harbor oil field, and the Consolidated
Steel Corporation can be justly proud of
their first hull.

26

PACIFIC MARINE REVIEW

Cape Mendocino ready for launching

Mrs. Frank Henry Buck, sponsor, ready to christen the ship; Mrs.
Erring Z. Humphrey^ matron of honor; and Mr. R. W. Gerharty
X Consolidated Steel Corp, Ltd.

Stern view of CaPe Mendocino taking the big plunge. Note crowd
right rear, on half hnlly which will he promptly completed

X Side view of ship taking first dip in the briny

DECEMBER 1940

27

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Retiring President Smith then intro-
duced incoming president Rear Admiral
Emory S. Land, chairman of the U. S.
Maritime Commission.

'Milling around after the speeches,"
reports our observer. "I contacted many
friends, including (in addition to those
already listed as sitting at the speakers'
table) the following: ■

J. E. Schmeltzer. David .\rnott. L. O.
.\rringdale. Andrew Ba.xter. Jr., 'SI. \\ .
Buchanan. J. S. Dickie. Ernest E. Ey-
man. Thomas J. Farley, Joseph E. Gara-
brant. Robert F. Hand, A. M. X. Holz-
apfel. J. W. Weber. Jr.. William H.
Schultze. Arthur R. Pegg. H. L. Watson.
Joseph A. INIoore. Jr., James French,
Robert E. Friend, Sir William Isherwood,
J. W. Stewart, W. A. Stewart, E. H.
Letourneau. Robert Haig. Frederick D.
Herbert. William B. Jupp, X. J. Pluy-
mert. James Plummer, Frank Hansen.
E. L. Stewart. Captain H. S. Howard.
H. F. Xorton, W. F. Gibbs, John W.
Hudson, John F. Xichols. W. W. Smith,
W. B. Xickum. Joseph J. Xelis, E. G.
Bailey. Harte Cooke. John F. Cooke. D.
W. Xiven. B. \'. E. Xordberg. H. L. Wat-
son, Wilfrid O. White, J. C. Workman.
.\mos S. Hebble. .\rthur Hiltebrant. .\.
H. Hoblemann. .Albert .\. Hopeman. Jr.,

Frank A. Hodge, O. U. Colvin, S. E.
-Allen. James F. Goodrich, H. C. Evans,
H. S. Falk. C. C. Doubleday, A. INI. Dox-
sey. .Mark R. Colby, S. D. Brown, L. W.
Allen, Robert I. Ingalls, Jr., Melvin B.
Benson, L. S. .Andrews, .A. M. Butterfield,
George H. Hill, Hans H. G. Bauer. Ed-
ward J. Kaiser, G. H. Bates, Francis L.
Corbin, John S. Leslie, R. C. Lee, Leif
W. Larssen, J. A. Slater, O. C. Pahline,
J. C. Wylie, R. H. Morse, Jr., L. W.
Scott, Jr., J. B. Woodward, Jr., W. W.
Barnes, Joseph Haag, Jr., Charles M.
Reagle, M. A. Laswell, Maurice Xicholls,
J. \'. Santry, W. M. Kennedy. Harold
M. G. Wick, Harry Barnes, Russel C.
Jones, R. W. Bayerlein. Hollis Walter.
O. B. Whitaker,' Robert M. Bent. H.
Christophersen. Lloyd S. Radcliffe, C. C.
Knerr, J. P. Thompson, Sten Soderberg,
R. J. Bouffard, Edward Battersby, Har-
lan R. Jessup, L. R. Sanford, Ernest
Kreher, J. J. Lincoln, Jr., R. K. Kelly.
George W. Selby, F. E. Powell, C. R.
Waller, E. H. Lang, Martin L. Katzen-
stein, John Livingston, W. V. Sauter,
Robert H. Wager, R. H. Kingsley, A. H.
Warren, Jr., K. O. Keel, J. P. Kiesecker,
William L. Lalor, P. H. Kirwin, H. V.
Petersen, W. E. Wallenberg and Gordon
Lefebvre.

^ec/uuccU PapeAA,

The annual meeting of the Society of
.Xaval -Architects and Marine Engineers,
held in the Engineers' Building, 29 West
39th Street, Xew York, on Xovember 14
and 1 5, 1940, produced thirteen papers of
unusual interest to the profession. We
present herewith short abstracts of these
papers :

( 1 ) Notes on Rolling and Lurching —
A Proposed Criterion

By E. H. RiGG

The author of this paper is the naval
architect of Xew York Shipbuilding Cor-
poration, Camden, X. J. In 1902 he came
from (jlasgow, Scotland, to join the tech-
nical staff of that organization, after a
very thorough Scotch training as a ship-
builder and naval architect. He is now an
honorary vice president of the Society of
Xaval Architects and Marine Engineers.
He has presented many useful papers at
.Society meetings.

In this paper he reviews the work done
on this subject by himself and others, and,

to use his own words, proposes a method
to evaluate a "ship's tendency to odd rolls
or lurches," such as often occur at sea
under certain conditions — a method in
which the "work involved is such as can
be handled readily during the design
stage, and hair-splitting accuracy is
neither necessary nor practical."

.After considering all the variables in-
volved, and the previous work of many
authorities on Rolling Tendencies, the
author puts forward the following for-
mula for Lurching Criterion (C) "with
definite hesitation, but with a feeling that
it will give a good measure of the liability
to lurching":

\ k / fl a

where

K is radius of gyration
B is center of buoyancy
G is center of gravity
d is service draft

Immcr.'ifd area of midship section

and a=:

.\rea of a semicircle with radius equal
to draft

Taking a stiffness criterion based on
metacentric height expressed as a percen-
tage of beam, and a lurch criterion based
on (C) values, a combined diagram of
these two criteria can be made. The dis-
tance between the two curves is a measure
of the tendency to lurching.

Examples are worked out from typical
designs, and many practical suggestions
given for the use of the lurching criterion.

(2) Calculation of Motion and Stresses
of a Pitching and Heaving Ship

By Prof. H. L. Hazen and R T Xims

This paper describes a method for cal-
cfilating by the use of the cinema inte-
graph the pitching and heaving motions
of a ship in a seaway, and the shearing
and bending stresses resulting therefrom.
The method is illustrated by such a calcu-
lation for a typical ship. .A trochoidal
wave form, including the Smith correc-
tion, is used.

The calculation of buoyant force and
moment were greatly facilitated by the
use of the cinema integraph, a machine
for integrating rapidly the product of two
functions, in this case the hull-form func-
tion and the pressure-gradient function in
the wave. Shears and moments are com-
puted taking into account the actual lon-
gitudinal buoyant-force distribution, ap-
proximate damping forces and the accel-
erations in pitch and heave.

The accuracy of the calculations them-
selves far exceeds that of the underlying
assumptions, and is adequate to permit
useful engineering comparisons of the
calculated stresses among different ships
and conditions of loading and sea. The
time requirements for these calculations
are such that their principal use is likely
to be in the study of type problems and
important individual ships rather than in
routine design. For this research type of
problem, however, the method appears to
have much promise.

It is interesting that Professor Hazen,
head of electrical engineering at the Mas-
sachusetts Institute of Technology, and
P. T. Nims, an electrical engineer in the
American Bosch Corporation, should be
presenting a paper on this subject. Nims
has carried on much of the research work
that developed this intensely interesting
optical method of graphic analysis and
calculation by moving picture studies. It
may be that this method will revise some
of the present formulas for strength cal-
culations for ships.

30

PACIFIC MARINE REVIEW

(3 ) The Effect of Added Weight on
Longitudinal Strength

By L. W. Ferris

The author works out simple formulas
for hogging and sagging, based on the
hogging moment, the sagging moment
and a constant K. Value of the constant K
for both hogging and sagging conditions is
worthed out for various types of ships and
various positions of weights, and several
practical applications are given. The au-
thor recommends this method as a short
cut for all applications where the added
weight is not too great a percentage of the
total displacement. It provides a very
quick calculation approximating the ad-
ditional stress due to added weight, and
is sufficiently accurate to insure safety.

'Tf the added weight is only a small per
cent of the ship's displacement, the new
maximum bending moment will differ by
only a small amount from the original.
Thus the increment in bending moment
due to adding the weight is found by tak-
ing the difference between two large and
nearly equal quantities. To get an accu-
rate numerical value for the increment,
therefore, requires a higher order of pre-
cision in the calculation of the two large
quantities whose difference is to be taken.

"When one reflects on the very artificial
nature of the whole longitudinal strength
calculation, the assumed proportions of
the wave, the assumed static balancing of
the ship on the wave and the calculation
of stresses by the beam formula, it is ap-
parent that no great degree of precision is
justifiable in calculating small changes in
bending moment. The proposed formula
is therefore recommended for all cases
where the added weights are only a small
percentage of the vessel's displacement,
especially when it is desired that not much
time be used in the calculation."

(4) Investigation of Structural Char-
acteristics of Destroyers Preston
and Bruce

By Commander C. O. Kell, U. S. Navy
Part II. Analysis of Data and Results

This is a report of the data and results
from the experimental testing of the two
destroyers named. .\ description of the
tests and the methods used was given in
the first part of the paper, presented at
the 1931 meeting.

.After describing very fully the methods
of analysis, and discussing the results, the
author concludes as follows:

"In interpreting the data obtained in
these tests, it is necessary to bear in mind
that they were static tests, and that no
dynamic forces, such as the ship expe-

riences in a seaway, were represented.
Further, it was not possible to represent
the torsional forces to which a ship at sea
is subjected. Whether or not the ships'
structures would function at sea as they
did in these tests is the question remaining
to be answered. It is possible that the re-
sults obtained by Dr. G. Schnadel and his
associates in their successful investiga-
tions on the M.S. San Francisco answer
this. It will be remembered that they also
found all continuous structure effective
in the formation of the section moduli,
and no allowancewasmadefor rivet holes.

"The non-representation of torsional
forces is of importance, because, had it
been possible to introduce such forces
along with bending, no doubt a different
stress distribution would have been found,
and perhaps weaknesses in shear other
than wrinkling of plating would have been
found.

"The detailed stress measurements
show that the simple beam theory can be
used with accuracy in predicting stress in
the ship's structure in design work. This
is particularly true of longitudinal stresses
resulting from bending in sag and hog.
There remain some things to explain in
the distribution of shear stresses, although
it has been found that shear stresses cal-
culated by the approximate formula are
on the safe side. It yet remains to be de-
termined what the function is of longitu-
dinals, machinery foundations, platform
decks and transverse bulkheads in carry-
ing a part of the shear load. The disagree-
ment between measured shearing stresses
and theoretical stresses calculated by the
complete formute (6) is not explained.

"In further discussion of the distribu-
tion of shear stresses found in both tests,
I refer to Dr. J. Lockwood Taylor's paper
on the subject, published in 1924. In sta-
tions where theoretical shearing forces
were zero, finite shearing stresses were
measured in the shell of the ships, but
these stresses were so small as to make
their correct value questionable, because
of possible error in measurement. They
were not plotted for this reason.

"The data clear up all questions that
were raised over the results of the Wolfe
tests with reference to disagreement of
theoretical and observed deflections, the
modulus of the structure and what struc-
ture should be included in the calculation
of section moduli. The data show that all
continuous structure, and that with rea-
sonable fore and aft length, are effective,
and no allowance need be made for rivet
holes. Because of the light construction
of these destroyers, it is believed that the
same practice should hold for ships with

heavier scantlings, if the plating be prop-
erly supported. The modulus of the struc-
ture was found to be that of the material.
It is, however, questionable whether or
not a modulus of structure equal to that
of steel can be accepted for ships having
heavier plating, unless the butts of longi-
tudinal strength members and those of the
shell plating are welded.

"The details of the failures and stresses
at failure can be accepted as applicable
only to the design of these destroyers. The
weakness of both the deck and bottom
structure when loaded in compression and
the effect of discontinuity of structure
were found. Instability of structure be-
cause of inadequate support was the cause
of failure in each case. In addition to the '
need of adequate stiffening for plating,
the questions of the rigidity of the stiff-
eners themselves, their stability under
compression and the importance of de-
tails of connections of the stiffeners to the
plating which they support were clearly
brought out by the tests,"

( 5 ) The David W. Taylor Model Basin,
Part II

By Captain Harold E. Saunders

Captain Saunders is presenting to the
Society several papers describing the new
ship model basin of the United States
Navy at Carderock, Maryland. -At the
1938 meeting he described the design of
this basin, which was then under construc-
tion. The buildings and the installation of
services were completed on June 26, 1939.
Water had been admitted to the basins in
January of 1939, and in March of that
year the force from the \\"ashington Xavy
Yard began preliminary work for laying
the tracks for the towing bridges. This
work continued to the summer of 1940,
when the installation of the testing ma-
chines in the laboratory building was
completed.

In October, 1940, the David W. Taylor
Model Basin was placed in full commis-
sion, and henceforward will be the prin-
cipal U. S. Xavy ship model testing lab-
oratory, with the Washington Basin kept
in operation as an auxiliary plant.

In the rigidity of its concrete founda-
tions, the alignment and leveling of its
tracks for the towing carriages, the design
and construction of its basin walls, and
the design and construction of its towing
carriages, this new model basin is superior
to any of its predecessors in Europe or
•America. It should before long be provid-
ing naval architects with much very valu-
able basic design data.

(Page !!.>, please)

DECEMBER

19 4 0

31

s.s.

^iA4i ol NeuA Haund-

For American

The new round-the-world cargo and
passenger Hner President Jackson cleared
New York on Xovember 2 on her maiden
voyage under the house flag of the Ameri-
can President Lines, and arrived in San
Francisco on Xovember 18.

This steamer is the first of seven identi-
cal sister ships building for the U. S.
Maritime Commission at the Newport
News Shipbuilding and Dry Dock Com-
pany's yard, Nev\-port N'ews,\'irginia, and
all allocated to the American President
Lines' round-the-world service. The names
and estimated delivery dates of the other
si.x vessels are; President Monroe, Decem-
ber 20, 1940; President Hayes, February
20, 1941: President Garfield, .April 10,
1941; President Adams, June 10. 1941;

President Jackson tinder
Golden Gate Bridge^ enter-
ing home port

President \'an Buren, August 8, 1941;
and President Polk, October 10, 1941.

These new liners will replace seven
cargo and passenger steamers built in
1920, and it is interesting to compare the
principal physical and operating charac-
teristics of the new and old types, because
this comparison gives a very good idea of
the progress made in ship and propulsion
machinery design.

Physical characteristics are shown in
the table herewith. It will be noted that,
as compared with the old ships, the new-
vessels are: shorter, of greater beam, of
greater depth but of shallower draft, of
greater power, of greater speed and of
less cargo capacity.

Comparing the propulsion plants, we

have: in the old steamers, twin screws
each driven by a direct-connected, four-
cylinder, triple expansion reciprocating
steam engine working on steam at 225 lbs.
psi generated in 6 Scotch-type cylindrical
fire-tube marine boilers; and in the new
liners, a single screw driven through
double reduction gears by a compound
steam turbine working on steam at 450
lbs. psi generated in 2 modern marine-
type water tube boilers. The old plant
requires a large boiler room and an engine
room, while the new plant, boilers and all,
is housed in the engine room. Both plants
burn fuel oil; the old plant at the rate of
approximately 75 tons a day for 14 knots
speed, and the new plant at the rate of 58
tons a day to drive the ship at I63/2 knots
sea speed.

Higher speed in the new plants cuts the
total round-the-world schedule time (vis-
iting li ports) from 1 12 days to 98 days,
and allows longer stays in ports. Thus
each ship on each round-the-world voyage
will save 14 days ship's time and 2,136
tons of fuel.

)

r »— — —

nniHNii

WoM JlUien^l

President Lines Service

It is rather interesting that this new
design has a large, slow-speed, solid four-
bladed propeller operating at 85 rpni,
while the old ships being displaced have
twin screws of the three-bladed built-up
type operating at 105 rpm.

Also of great interest, as illustrating
the increased demand for service and com-
fort on passenger vessels, is a comparison
of the electric auxiliary power features.
On the old ships, all engine room auxil-
iaries and all deck machinery were oper-
ated by steam. In the new ships, all deck
machinery and nearly all engine room
auxiliaries are electric motor drive. Three
small 50-kw turbine drive generating sets
took care of the lighting and cooking load

in the old vessels. For the increased power,
lighting and cooking load in the new ves-
sels, two 300-kw turbo generating sets are
required.

Hull Characteristics

As with all Maritime Commission ves-
sels, these liners are designed and built to
comply with all the governing rules and
regulations of the American Bureau of
Shipping, the United States Bureau of
Marine Inspection and Navigation, the
Convention for Safety of Life at Sea, and
Senate Report No. 184.

The hulls are subdivided into 8 water-
tight compartments by 7 watertight bulk-
heads. Forward and after peak bulkheads

ROUND-THE-WORLD LINERS
PRINCIPAL CHARACTERISTICS COMPARED

Old Ships New Ships

Length O. A 522' 5" 492' 0"

Length B. P 502' 0" 465' 0"

Beam molded 62' 0" 69' 6"

Depth molded 42' 0" 42' 6"

Draft loaded 3 1'6" 26' 6"

Displacement loaded 20,500 tons 16,190 tons

Gross measurement 10,500 tons 8,000 tons

Net measurement 6,200 tons 4,770 tons

Bale capacity 465,940 cu. ft. 454,050 cu. ft.

Refrigerated cargo capacity 52,300 cu. ft. 60,000 cu. ft.

Refrigerated ship's stores 5,300 cu. ft. 6,300 cu. ft.

Passenger capacity 76* 96

Crew complement 115 110

Propulsion power 7,000 bhp 8,500 shp

Sea speed loaded 14 knots Ityi knots

Fuel capacity 3,550 tons 1,455 tons

Cruising radius 15,000 miles 10,000 miles

.Auxiliary electric power 1 SO kw 600 kw

Propeller speed 105 rpm 85 rpm

*This comparison is based on the older ships as built by the Shipping Board.
These vessels were later altered by the Dollar Lines for larger passenger capacity.

of Preside/It Jacks.

are carried watertight to the shelter deck.
All intermediate bulkheads are water-
tight to the second deck. A tonnage hatch
is fitted in the shelter deck, and tonnage
openings in all shelter deck intermediate
bulkheads. Double bottoms extend from
the forepeak bulkhead to within 50 feet of
the stern frame. The arrangement exceeds
in stability and buoyancy the one-com-
partment floodability standard for a ves-
sel of this size.

Passenger Accommodations

President Jackson's sleeping accom-
modations for 96 passengers are arranged
in: six single-bed staterooms and two
rooms for three each on the promenade
deck; and six rooms for two each and
twenty-four rooms for three each on the
shelter deck. The three-person rooms
have two single beds and a pullman berth.
All staterooms have private toilet, a lava-
tory and a tub bath and/or a shower.

As will be noted in the illustrations
herewith, these staterooms: have ample
floor area for comfort; are very nicely
finished in metal-clad Marinite; are lux-
uriously carpeted and furnished ; and
have a profusion of electric light fixtures
of either the indirect or lumiere types.
\'entilation is perfect. Each passenger has
a large clothes locker of the built-in flush-
wall type. The air ports are large, and fur-
nish ample fresh air when the ship is go-
ing ahead at her normal speed. Plenty of
hot or cold fresh water is available at the
turn of a tap. In short, here are first-class
hotel standards and service.

The closely-grouped public rooms on
the promenade deck are much more spa-
cious than one would imagine from the

DECEMBER

19 4 0

33

Vera»tla cafe and bay

arrangement plans of the ship. The main
lounge or hall is two decks in height,
tlanked on each side by four vertical ven-
tilating ducts. The center space between
ducts on each side is closed by a fernery.
The two end spaces on each side are open.
On the port side, these openings lead into
the cocktail lounge and bar, and on the
starboard side, into the writing room and
library.

The forward end of the lounge is deco-
rated by a large mural painting over a
fireplace and mantel. The after end is a
huge curved window extending the full
height and covered with Venetian blinds
and drapes. This window almost makes
the room a solarium. It gives a fine view
of the sports deck, the swimming pool and
the sea. The windows in the two side
rooms also support Venetian blind treat-
ment. The windows are by Kearfott.

.A fine broad promenade deck outside
these rooms is glass-enclosed with Kear-
fott Fulvu windows for the forward 50
feet port and starboard.

The dining room, pantry and galley are
amidships on the 2nd deck. These three
spaces are completely air conditioned.
They have no outside air ports or any
chance for natural light or air. We made
the trip up from Los .\ngeles to San Fran-
cisco on the President Jackson, and wish
to pay tribute to the designers and engi-

Main
lounge

34

PACIFIC MARINE REVIEW

neers who arranged the ventilation, air
conditioning and ilhimination of these
spaces and the decoration of the dining
room. The ilUision of great spaciousness,
and the actual freshness of the atmos-
|)here, are perfect. We have never been
in a dining room on any ship or in any
hotel where the objectionable odors of
cooking and of food were so completely
eliminated.

A very simple and effective decorative
device changes the appearance of the din-
ing room from a long, narrow rectangle
to a spacious, square compartment.

Furniture of Public Rooms

Throughout the public spaces, the fill
ing of all upholstered pieces and all loiis(
cushions are made of Dunlopillo latex
cushioning.

The library, which is one of the rooms
entered from the foyer, is paneled in light
rift oak. This paneling is 74. inch thick
and has a core of "Marinite," an incom-
bustible asbestos composition. The rift
oak veneers are applied to the face of this
core by Sloane's Permo-Weld process.
The exposed wood parts of all furniture in
this room match the paneling. Along one
wall is a sofa with end tables attached at
each end, forming a single unit. This sofa
is covered with a blue chevron frieze, and
has three reversible loose cushions. The

Below: Promenade deck lobby
Above: Shelter deck lobby and purser's office.

end table tops are of dark brown blister-
proof material. The same fabric as is used
on the sofa is also used on the open arm-
chairs.

In the library there are also two easy
chairs upholstered with a gold fabric of
a diagonal weave, and two barrel-shaped
easy chairs in a soft light blue leather.

Off the library is the card room. Sofas
are of the same design as the sofa in the
library, except that the wood is walnut
and the covering a heavy cotton weave
with stripes of varying widths of gold,
brown and beige. Here in the card room
the furniture is walnut bleached a medium
color. The easy chairs and the open arm
chairs are in chocolate brown mohair, as
are the high back chairs set against the wall.

The hall is the largest of the public
spaces. At one end is a fireplace, and on
either side is a console cabinet. The top
and base of the cabinets are walnut. The
front and sides are covered in tan leather
and divided into panels decorated with
hand-painted decorations. Separating the
hall from the card room are ferneries,
also of walnut, and covered with leather
which has been framed in by tooling with
|3arallel lines.

The easy chairs in the hall are of two
designs. Some are covered with light
brown fabrics of a mottled pattern.
Others are of a l)arrel type in plain gold

DECEMBER • 1940

35

mohair, and similar in design to the set-
tees. These settees have rounded ends and
backs of uniform height and are covered
in brown mohair.

Along the side of the cocktail room is
a series of gray-green leather-covered
benches forming a series of booths. The
dado which is part of the unit is of silver
finished prima vera. The chairs in this
room consist of two barrel type easy
chairs upholstered with modern textured
fabric, black and white figured on a red-
dish brown ground. The open armchairs
are bleached walnut with full top grain
Venetian red leather. Several coffee tables,
both rectangular and round, with rounded
legs and corners, complete the furniture
requirements in this room.

All of the above furnishings were sup-
plied by \V. & J. Sloane.

Fire Protection

For the detection and extinguishing of
fire in the cargo compartments and the
machinery spaces, there is installed a
Walter Kidde & Company Richaudio
smoke and fire detection system combined
with a Walter Kidde & Company Lux
CO. fire extinguishing system. An ade-
quate supply of gas masks and oxygen-
breathing apparatus is carried for fire
fighting and rescue purposes.

The smoke detection system contin-
uously samples the air from all cargo
spaces, including fourteen refrigerated
compartments. The main fire extinguish-

Typical three-passenger stateroom. Note piiltman-type berth on bulkhead at left

ing system employs 103 SO-lb. -capacity
carbon dioxide cylinders to protect cargo
and machinery spaces, paint and lamp
lockers. A separate Lux System of five SO-
lb. -capacity cylinders is installed to pro-
tect the emergency generator room. Also,
there is a centrally-located Lux hose reel

Enclosed section of promenade deck set for afternoon tea. Windo

foil I„l,

with 75 feet of hose connected with two
SO-lb. -capacity cylinders for protection of
boiler room and engine room.

.\I1 quarters and passenger accommo-
dations are separated into zones by fire
doors, of which there are forty-five manu-
ally operated and nineteen operated from
a central control.

Zonit fire detection thermostats in
passenger accommodations and crew's
quarters, and a Zonit cabinet in the en-
closed navigating bridge, give instant
alarm to and locate fire danger for the
officer on watch. The Zonit system was in-
stalled by Walter Kidde & Company, Inc.

All furniture is built of fire-resistant
and fireproof materials, and all partitions
are of Johns-Manville Marinite. A Walter
Kidde & Company automatic fire-detect-
ing and fire alarm system covers all quar-
ters and all passenger accommodations.

Hydrants and hose reels kept under
pressure by powerful fire pumps, and an
adequate supply of portable chemical ex-
tinguishers strategically located, combine
to make the President Jackson and her
sisters as safe as engineering can make
ships against the dangers of fire at sea.

Navigation Equipment

Radio communication to and from
President Jackson is maintained by
Mackay Radio and Telegraph Company
equipment of sufficient power to keep her
in constant touch with the operating office

36

PACIFIC MARINE REVIEW

S. S. President Jackson presents very "sweet lines" in the quartering bow li

of the American President Lines in San
Francisco. This equipment includes: a
Type 1S5-A main transmitter; a Type
1S6-A high-frequency (short wave) trans-
mitter; a Type 149-A emergency trans-
mitter; a Type 117-A all-wave receiver;
a Type 122-B stand-by receiver; and a
Type 123-B crystal receiver.

The radio direction finder was supplied
by Bludworth.

.Azimuth circles, pelorous, Navy stand-
ard binnacle, spherical compasses and
standard compasses are from T. S. and
J. D. Negus.

Gyro master compass and repeaters,
gyro pilot and course recorder, were in-
stalled by the Sperry Gyroscope Company.

The A. Lietz Company of San Fran-
cisco supplied an electric drive rotary
brake sounding machine.

The mechanical engine order tele-
graphs, the helm angle indicator and the
tell-tale running light panel are of Bendi.x
manufacture.

The Submarine Signal Company sup-
plied a Fathometer, automatic echo-
sounding device.

Refrigeration

There are 14 refrigerated cargo cham-
bers. Three of these, with a total capacity
of approximately 10.000 cubic feet, are
fitted with wall and ceiling coils, cold air
diff users and air recirculation, and are
capable of maintaining 0 V. temperature.
The other eleven, with a combined capac-
ity approximating 44,000 cubic feet, are
fitted with cold air diffusers and air recir-
culation only, and are capable of holding
the temperature at 25° F. For ship service
stores, there are seven chambers, with a
combined capacity of 12,795 cubic feet.

and with maintainable temperatures rang-
ing from 20° F. to 50° F.

The dining room and certain other com-
partments are air conditioned under the
Carrier "Weather Maker" system, with
complete temperature and humidity
control. The complete refrigerating and
air conditioning installation was by the
Carrier Corporation. .All of the refrigerat-
ing machinery is on the direct-expansion
system, using Freon-I2 as a refrigerant.
There are: eighteen Carrier (7H5) com-
pressors, each with a 7^-ton refrigerat-
ing capacity at 40° suction temperature;
one scuttle butt with a capacity for 40-
gallon storage and for cooling 10 gph to
25° E; and one ice maker with a capacity
for 400 pounds per day.

Deck Machinery

The electro-hydraulic steering gear is

of the Lidgerwood double-ram link type
having two double-acting rams and four
cylinders. These cylinders are actuated by
either one of two variable-delivery hy-
draulic pumps, each of which is driven by
a Westinghouse 50-hp motor. Each pump
and its motor forms a complete system for
working the gear, which is capable of op-
erating the rudder from hard over to hard
over in 30 seconds with the ship at full
speed ahead, or in 60 seconds with the
ship at full speed astern.

Steering gear control is of the follow-up
type, with both Lidgerwood hydraulic
and Sperry electric telemotor systems.
The Sperry gyro pilot is installed.

The windlass is of the Lidgerwood hori-
zontal spur gear type, having two wildcats
with locking and driving heads and two
whelpless gypsey heads on the wildcat
shaft.

It is mounted on the forecastle head,
and driven by a 70-hp Westinghouse
motor equipped with a solenoid brake.
This windlass will raise both 11,340-
pound anchors from a depth of 30 fathoms
at a speed of 30 fpm. The anchor chain is
Naco stud link-cast steel chain, supplied
by the National Malleable and Steel Cast-
ing Co., who also supplied the anchors.
Thirty fathoms would weigh approxi-
mately 8500 lbs., so that the total weight
on the wildcats at that depth would be
over 31,000 lbs.

The warping capstan, located on the
shelter deck aft, is of the Lidgerwood ver-
tical shaft type, driven through spur and
worm gearing by a 50-hp Westinghouse
motor located on the second deck. It will
handle a warping load of 29,000 lbs. at
30 fpm, or a load of 2500 lbs. at 75 fpm
rope speed.

The radio equipment is

',pU-lr. both for

nnl /or ship broadcasts

DECEMBER

19 4 0

37

For cargo handling, sixteen cargo
winches are provided. These are all of the
American Hoist and Derrick single-drum
type, with drums 11 inches in diameter
and 20 inches long, and gj'psey heads 18"
X 20" on the drum shafts. They are double
spur geared. 2-speed type, each driven by
a 50 hp. \A'estinghouse motor and each
capable of handling a single line load of
3720 lbs. at 330 fpm or 7450 lbs. at 250
fpm. Two of the winches are fitted with
additional gearing so that they can be ad-
justed to handle also a single line load of
14,430 lbs. at 105 fpm.

Propulsion Machinery

The main propulsion unit consists of a
Newport News Shipbuilding and Dry
Dock Company cross-compound turbine
receiving steam at 440 psi gage pressure
and 740^ F. total temperature from two
sectional header t\pe Babcock & Wilcox
marine water tube boilers, and driving the
single propeller shaft through Westing-
house double-reduction gears.

The turbine unit is rated at 8500 shp on
the above steam conditions with 28^2
inches vacuum at the condenser and with
high-pressure turbine rotor revolving
4504 rpm and low-pressure rotor revolv-
ing 2289 rpm. .\t these speeds for the tur-
bine rotors, the propeller shaft turns at 85
rpm.

At 8500 shp the ship must maintain
16^2 knots speed; the turbine is guaran-
teed to maintain a water rate of not over
6.97 lbs. per shp hour; and the combina-
tion of boiler and turbine is guaranteed to
maintain an overall fuel consumption not
exceeding 0.60 lbs. per shp hour of fuel
oil containing 18,500 Btu per pound.

The propeller is a right-handed, four-
bladed, solid-cast manganese bronze
wheel furnished by the Cramp Brass &
Iron Foundries. Measurements of this
wheel form an interesting combination of
twenty-one's. It has a diameter of 21 feet
8 inches; at 0.7 of the radius its expand-
ing pitch measures 21 feet 8 inches; its
mean width ratio is 0.216; and it weighs
21 tons.

A six-shoe segmental type thrust bear-
ing, supplied by the Howarth Pivoted
Bearings Company, is installed on an ex-
tension of the low-speed gear shaft just
forward of the casing for that gear.

The boilers are of the well-known Bab-
cock & Wilcox sectional header marine
water tube type, with convection type
superheaters, drum coil desuperheaters
and straight tube air preheaters incorpo-
rated in the design. This boiler is designed
for a working pressure of 500 psi.

.■\t normal operation, the evaporative

rate of each boiler is 37,500 lbs. per hour
of steam, which registers 450 psi gage
pressure and 750° F. total temperature at
the superheater outlet. The efficiency un-
der these conditions is 87 per cent. Each
boiler is capable of 50 per cent evapora-
tive overload, or 56,250 pounds of steam
per hour at 450 psi and 750° F.

Five fuel oil burners are installed in
each boiler. These are of the Babcock &
Wilcox wide-range t\pe. Fuel oil is sup-
plied to the burners by a Quimby screw
type, motor-drive oil pump. This pump
takes oil at 100° F. from the fuel oil serv-
ice tanks and discharges at 300-lb. pres-
sure into an oil main leading to three
Griscom-Russell oil heaters, which raise
the temperature of the oil to 230° F From
these heaters the oil goes to the burner
manifold. .\ Buffalo Meter Company
meter measures the fuel oil used on each
boiler. .A steam drive 6j4" x 3J4" x 12"
direct-acting Worthington vertical sim-
plex pump is installed for auxiliary fuel
oil service. Each of the three oil heaters
has capacity to heat 6000 pounds of oil
per hour from 100° to 230° F.

Two Sturtevant force-draft blowers
driven by Westinghouse motors supply
combustion air to the burners at the rates
of 12,000 cfm at 6.0" for normal full load
and of 18,000 cfm at 14.5" for the maxi-
mum overload condition. This air is fed

down to the burners through the air pre-
heaters and through the space between
the inner and outer casings of the boilers.

Combustion Control

The Bailey Combustion control equip-
ment aboard the President Jackson is ar-
ranged as shown diagrammatically in the
illustration. This diagram shows both
combustion control and feed water con-
trol, which are installed aboard this ship.

The combustion control system auto-
matically maintains steam pressure and
distributes the load between boilers. It
also automatically readjusts the fuel-air
ratio to insure ideal combustion condi-
tions in everyday operation. Fuel-air ratio
is constantly measured by the Bailey
Fuel-Air Ratio Indicator-Controllers, one
of which is installed on each boiler.
Through these controllers, this all-impor-
tant factor which determines fuel econ-
omy is continuously monitored and in-
stantly readjusted when necessary.

Both fuel and air are controlled simul-
taneously in accordance with changes in
load as measured by slight variations in
steam pressure. The fuel flow to the
straight mechanical oil burners is read-
justed to maintain the most economical
fuel-air ratio at all times. -A system of oil
pressure alarms and signal lights warns
operators when it is necessary to put on or

38

PACIFIC MARINE REVIEW

take off additional oil burners in order to
maintain operation always within the con-
trollable range of the burners.

The control system operates on com-
pressed air at a pressure of approximately
35 pounds per square inch, and includes a
selector valve, which enables the opera-
tors to place the boilers on remote manual
control from the boiler panel if desired.

Bailey Feed Water Control of the
thermo-hydraulic type regulates the flow
of feed water to the boilers in accordance
with the rate of steam output as reflected
by slight variations in boiler water level.
These regulators are self-contained, em-
ploying their own thermo-hydraulic sys-
tem for the automatic regulation of the
feed water control valve.

Diamond soot blowers keep the heating
surfaces of the boilers clean, and a flue gas
analysis outfit furnished by the Hays Cor-
portion is used to check the completeness
of combustion. A Hancock injector takes
care of filling these boilers with water
when necessary.

The boilers are mounted just forward
of and in the same compartment as the
turbines, and a short main steam line con-
nects the drums of the two boilers to the
turbine throttle. The entire propulsion
machinery space for 8500 normal horse-
power occupies only 50 feet of the length
of the hull, and allows ample space for all
auxiliaries, a spacious dynamo flat and a
large machine tool room.

The main turbines are of the combined
impulse and reaction types, designed and
built by the Newport News Shipbuilding
and Dry Dock Company, and having an
astern turbine incorporated within the
casing of the low-pressure ahead turbine.
The main throttle valves and the gover-
nors are of Newport News design and
make. The shafts of the high-pressure and
low-pressure rotors are directly connected
through flexible couplings to the shafts of
the high-speed pinions of a Westinghouse
double-reduction gear.

Steam from these turbines is exhausted
directly into a condenser directly below
the turbines. This condenser is of the two-
pass type, designed and built by the New-
port News Shipbuilding and Dry Dock
Company, and has 7800 square feet of
cooling surface. It is rated at 53,700
pounds of exhaust steam per hour on nor-
mal operation at 283/2" vacuum, 75° F.
entering temperature of cooling water, 7
feet per second cooling water velocity and
85 per cent clean tube factor.

The condenser is served by a C. H.
Wheeler Co. twin two-stage type air ejec-
tor with inter and after and gland leak-off
condensers. When maintaining a 28J/2"

'-^-^

wnnnuii

Bridge and stack of President Jackson

vacuum, and supplied with 250 psi steam,
this ejector is capable of removing in each
hour 41 pounds of dry air or 130 pounds
of air and vapor.

Circulating water is provided by a De
Laval horizontal type centrifugal pump
driven by a 100-hp Westinghouse motor
and having a capacity of 13,000 gpm at
10 lbs. pressure.

Two Worthington vertical centrifugal
pumps, each having a capacity of 140 gpm
at 180 feet head, and each driven by a
15-hp Westinghouse motor, take care of
the condensate. These pumps draw from
the condenser hot well and discharge
through: the inter and after and gland
leak-off condensers of the ejector, and
thence to the drain cooler, and then to the
first-stage feed water heater and the de-
aerating feed water heater. The drain
cooler has a drain capacity of 4500 lbs.
per hour and a feed capacity of 64,000 lbs.
per hour of 100° F. feed. The first-stage
heater will raise 64,000 lbs. per hour of
feed water from 100° F. to 172° F., using
exhaust steam at 7.5 psi absolute. Drain
cooler and first-stage heater are by Davis
Engineering Co. When provided with bled
steam at 25 psi absolute, the Cochrane de-
aerating heater will heat 76,000 pounds of
feed per hour from 172° F. to 240° F.
This deaerating heater has a storage ca-
pacity of 1250 gallons, and, being located
on the shelter deck level approximately
36 feet above the engine room floor, it acts

as a positive priming head for the feed
pump suction.

There are duplicate main feed pump
units. Each consists of a Warren horizon-
tal centrifugal pump driven by a Terry
turbine and having a capacity to deliver
2000 gpm at 600 psi. These pumps take
feed from the deaerating heater and de-
liver it to the boilers through the Davis
third-stage heater, which is served with
steam at 100 psi absolute, and raises the
feed from 240° F. to 318° F. at the rate
of 76,000 lbs. per hour.

A gravity lubricating oil system takes
care of the turbine-reduction-gear units.
The gravity tanks are located high enough
to provide 10 lbs. pressure on the highest
bearings. From these tanks oil flows to
the bearings, and from the bearings to a
sump under the turbines. From this sump
it is pumped by two Quimby rotary motor-
driven pumps through two Griscom-Rus-
sell oil coolers, each having a capacity for
cooling 310 gpm of oil from 135° F. to
110° F., and back to the gravity tank.

The lube oil purifying system is ar-
ranged for either batch or continuous
purification. Purification is accomplished
in either case by a Sharpies centrifuge
with a capacity for 350 gpm. It is served
by a Griscom-Russell heater which is de-
signed to raise that amount of oil from
110° F. to 150° F. In continuous purifi-
cation, oil is drawn from the sump tank,
and goes through heater and centrifuge

DECEMBER

19 4 0

39

LU

<

5
<

o

Z

o

UJ

z

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LU

o

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to

o<^"

THE LUXURIOUS DINING SALOON aboard

the S.S. President Jackson, alike in dimen-
sions with her six sister ships, is individually
designed and decorated in the above manner.
These seven 23 ft. by 55 ft. saloons are all
air-conditioned. Whether the vessels are in the
tropics or a temperate winter, they remain a
standard for dining comfort.

The modern equipment o ^^
will make it possible for ect
the luxury of fresh fruits a^he
America, whether they are
Passengers may add to the j, ^
standbys a series of new ner
globe travelled chefs are t°P'
ducing. Indian curry at

41

and back to sump. In batch purification,
oil is pumped from the sump to a settling
tank, where it is allowed to settle before
going through the centrifuge and back to
the sump or to the storage tank.

In order to prevent any contamination
of the feed-water system for the main
boilers, all steam for heating the Cjuarters
and for the heating coils in the fuel oil
tanks is generated in a Davis Engineering
Company evaporator which has a capacity
to convert 13,000 pounds of water per
hour into steam at 50 psi when supplied
with desuperheated steam at 185 psi.

There is installed a make-up feed evap-
orator which evaporates 1500 pounds of
water per hour to steam at 15 psi when
supplied with bled steam at 85 psi. The
salt water evaporator and distiller have a
combined capacity for 6000 gallons of dis-
tilled water per day. Both evaporators
and the distiller were supplied by Gris-
com-Russell.

An interesting item in the engine room
equipment is the oil and water separator
made by the Condenser Service and En-
gineering Company. This device will sep-
arate the oil from 50tonsof water per hour.

Machine Tool Equipment

The machine shop equipment includes:

One American Tool Works 18" x 54"
engine lathe driven by 73/2-hp Electro-
Dynamic motor.

One Steptoe 24" shaper driven by a
7J/2-hp. Electro-Dynamic motor.

One Cincinnati Electric Tool Co. 20"
drill press driven by a 1-hp General Elec-
tric motor.

One Champion Blower & Forge Co.
12" X 12" X 2" wet and dry grinder
driven by a 2-hp General Electric motor.

Auxiliary Po'wer

The electric power and light plant con-
sists of three 300-kw, three-wire, com-
pound-wound, 120/240-volt, direct-cur-
rent W'estinghouse generators each driven
through reduction gearing by a De Laval
steam turbire. The turbines operate on
full steam pressure, and exhaust into a
Newport News 640-sq.-ft. heating surface
condenser at 28'/l inches vacuum. Under
these conditions, a water rate of 14.25
pounds per kw hour is guaranteed at full
load o])eration.

Practically all auxiliaries are electric-
motor-drive, the exceptions being the
steam turbine drive main and auxiliary
feed pumps, and the steam reciprocating
drive; port feed pump; contaminated,
salt water and make-up evaporators feed
pumps; and auxiliary fuel oil service
pump. The total connected electric load
in motors, cooking and lighting approxi-
mates 2500 horsepower.

As is required in American marine prac-
tice, an emergency generating set is in-
stalled. On these new round-the-world
liners, this set is installed in the dummy
part of the stack at the level of the top of
the bridge house. It consists of a Westing-
house 120/240-volt generator driven by a
Superior diesel engine and floating on a
storage battery interconnected with the
main generator circuits in such fashion
that whenever the main generator voltage
drops more than 20 per cent the emer-
gency generating set will start automati-
cally, and all emergency circuits will be
automatically transferred to the emer-
gency generator. These emergency cir-
cuits cover the lighting for navigation,
machinery spaces, binnacles, radio equip-

Westinghoiise generator driven by De Laval turhhic as installed on S. S. President Jacks

ment, emergency power station, passage-
ways, stairways, exits from quarters,
boat stations and side flood lights.

The switchboard was built and in-
stalled by the Newport News Shipbuild-
ing and Dry Dock Company.

Performance

The propulsion plant on this ship oper-
ates with remarkable smoothness, and al-
though the turbines have never yet been
fully opened up to their capacity, they
have driven the hull through the water at
better than 20 knots speed.

At normal horsepower and propeller
speed, the hull, designed for 16.5 knots,
travels through calm seas at nearly 18
knots. At 19.5 knots, there is no sign of
vibration on deck, nor can the ear detect
the slightest sign of noise or hum from the
machinery.

The owners, the builders and the de-
signers are to be congratulated on such a
splendid product — a combination liner
setting new standards of economy in op-
eration and passenger comfort.

DECEMBER

19 4 0

41

M.S.

Second C-2
Built by Tampa,

On February 8, 1851, there was launched
from the yard of James O. Curtis at Bed-
ford, Massachusetts, a beautifully-mod-
eled clipper ship for Reed, Wade & Co. of
Boston. Designed by Captain John Wade,
this hull had a keel length of 154 feet, a
deck length of 164 feet and a length over-
all of 171 feet, with a beam of 35 feet and
a depth of hold of 18 feet 6 inches. On her
sharp bow was a female figure draped in
white garments encircled at the waist by
a girdle of stars. She was named Shooting
Star, and became one of the fastest of the
small clippers.

She made six voyages outward bound
from Atlantic Coast ports round the Horn.
Four of these were to San Francisco; the

other two to Hongkong. Her best time to
San Francisco was 105 days, in 1852.
Best time to Hongkong, 98 days, in 1856.
Her most notable run was the homeward
voyage in 1851-52 from Macao to Boston
in 86 days. She frequently logged 14
knots.

In 1856 she entered the Asiatic coast-
ing trade; and about 1860, after being
damaged in a typhoon, she was sold to a
Bangkok merchant and continued in the
coasting trade under the Siamese flag. In
1867 she was lost on the coast of Formosa.

It is interesting to note, in passing, that
at a speed of 14 knots the clipper Shoot-
ing Star was gathering free horsepower
with her sails which would be the equiva-

lent of approximately 3500 shaft horse-
power applied through a propeller.

The name of this beautiful clipper ship
is proudly borne today by the second of
eight C-2 motor vessels building at the
Tampa Shipbuilding Co. for the U. S.
Maritime Commission. The modern
Shooting Star held satisfactory trial runs
on October 28 and 29 in the Gulf of Mexi-
co off Tampa, Florida, and was delivered
to her new owners, the U. S. Navy, shortly
thereafter.

The Shooting Star is identical with the
Sea Witch, described in the August issue
of Pacific Marine Review. On her eight-
hour endurance and fuel consumption
test, the main engines developed 6300 shp

42

PACIFIC MARINE REVIEW

Cargo Motorship
Engined by Nordberg

forii.'ard deck

and indicated a specific fuel consumption
of 0.42 lbs. per shaft horsepower hour. On
her two-hour 10 per cent overload run she
developed 7175 shp.

.^t her normal shaft speed of 95 rpm,
her hull traveled through the water at
17.75 knots, and on overload her maxi-
mum hull speed was 18.46 knots.

Her principal characteristics are given
in the table herewith:

Characteristics

Length O. A 459' 0"

Length B. P 435' 0"

Beam molded 63' 0"

Depth Molded, S. D 40' 6"

Draft loaded 25' 9"

Deck height, 2nd— S. D. . . 9' 0"

Deck height, 3rd— 2nd. . . 10' 0"

Built weight 4,626 tons

Fuel oil 1,287 tons

Fresh water 246 tons

Crew and stores 28 tons

Cargo dwt capacity 7,713 tons

Total dwt capacity 9,274 tons

Displacement, loaded .... 13,900 tons

Gross measurement 6,222 tons

Net measurement 3,559 tons

Total bale cubic capacity. 558, 2 70 cu. ft.

Deep tank liquid cargo cap. 2,900 tons

Shaft hp, normal 6,000

Sustained sea speed,

designed 15.5 knots

Cruising radius 12,500 miles

Propulsion Machinery

The power plant of S.S. Shooting Star
and of her seven sisters is of the geared
diesel type. Very briefly, it comprises two
Nordberg diesel engines of the 2-cycle,
single-acting, mechanical-injection, port-
scavenging, cross-head type, each having
9 cylinders in line with 21 -inch bore and
29-inch stroke. These engines, on their
normal load, run 225 rpm, and each of
them is connected through a \'ulcan hy-
draulic coupling to a pinion meshing with
the single gear of a Falk speed-reducing
gear. The resulting output is 6000 horse-
power on the propeller shaft at 92 rpm.
Guarantees call for 0.43 lbs. of fuel per
shp at full load, and for capacity to run

under 110 per cent full load continuously,
and under 125 per cent full load for two
hours. The normal rating of each engine
at 225 rpm is 3115 bhp, which allows for
approximately 4 per cent loss through the
coupling and gear, or an efficiency of 96
per cent from engine to propeller shaft.

Some of the principal details of this en-
gine are described as follows by R. W.
Bayerlein of the Nordberg ]Manufactur-
ing Co.

The cylinder heads are of heat-treated
alloy cast iron, symmetrical in design,
having a central opening for the fuel-in-
jection valve together with openings for
air starting, relief and indicator valves.
Fuel-injection valves are of the Bosch

DECEMBER

19 4 0

43

/7 Mode^ui, Ma^iUte. 2iiedel Cnj^ine (loom

This clear photograph, taken on the lower grating of the engine room of M. S. Shooting Star, gives a
clear view along the central aisle between the two Nordberg diesel engines of the 2-cycle, single-acting,
mechanical injection, port scavenging, cross-head type. Each engine has nine cylinders with 21 -inch bore
and 29-inch stroke, and at normal full load speed of 225 rpm develops 3115 brake horsepower.

Each engine is connected to the single propeller shaft through a Vulcan hydraulic coupling and a Falk
single-reduction mechanical gearing, which at full normal speed of the engines drives the propeller shaft at
95 rpm. In calm water, fully loaded, and at the normal rating of the engines, this propulsion unit on trials
drove the hull at 1 7.75 knots.

Note the simplicity of the engines, the accessibility of the fuel pumps and lubricators, and the access
to all reciprocating parts through doors in the side of the frame.

In the background can be seen one side of the control panel. .All starting, reversing and maneuvering
controls are located at this spot, and one engineer can with one set of easily-operated levers control both
engines.

The consumption of fuel is less than 0.42 pounds per shaft horsepower hour fur all purposes.

44

PACIFIC MARINE REVIEW

upper grating of engine
room on Shooting Star^
showing heads of cylin-
ders of tivin Nordberg
diesel engines

differential type, fitted with removable
water-cooled nozzles and metal-edge fuel-
oil filters. Starting valves are air oper-
ated, pilot-piston type, located in cages in
each cylinder head. Cylinder relief valves
are also located in cages.

The pistons are of two-piece construc-
tion. The head, of heat-treated alloy cast
iron, is bolted directly to the trunk or
skirt, which in turn is bolted to the cross-
head body, thereby eliminating a piston
rod. The head carries all piston rings, and
contains the oil-cooling space.

Cooling oil is brought through the
drilled connecting rod to the hollow cross-
head pin, then out to one side through
steel tubing to the piston head. Here the
cooling oil must take a definite course
through a spiral passage, and then leave
the piston through another tube to the
opposite side of the crosshead pin and out
through a free-running telescopic pipe to
the engine sump. Thus the cooling oil is
forced through the piston head without
employing any wearing parts.

The scavenging air is supplied at 2y2
lb. per sq. in. gage pressure by a Roots
type positive-displacement, two-lobe, ro-
tary blower located at the aft end of each
engine. The blower is driven from the
crankshaft through a train of gears, the
driving gear being mounted on the crank-
shaft with a torsionally flexible connec-
tion. Superimposed on each blower is a

butterlly valve providing for uni-direc-
tional flow of air, irrespective of the direc-
tion of engine rotation. The butterfly
valve is automatically brought into its
proper position by the reversing mechan-
ism. The air is discharged into a large
header, running along the full length of
the engine. In this header, and bolted to
the cylinders, is a series of automatic non-
return valves serving all of the scaveng-
ing ports. These valves make it impossible
for exhaust gases to flow back into the
scavenging header, thus preventing con-
tamination of the fresh air supply.

The reversing gear fitted to these en-
gines is an adaptation of the type built by
Burmeister and Wain of Copenhagen, for
whom Xordberg is the .American licensee.
Hand levers for engine control and revers-
ing, together with the remote control for
connecting and disconnecting the hydrau-
lic couplings, are mounted at a central
control stand, which is located at the for-
ward end of the two engines near the gage
boards. The reversing and control levers
are interconnected to control the two en-
gines with one set of levers, and provision
is made to control the engines separately.

DECEMBER

19 4 0

45

KnOUIlEDCE IS THE STRHIGHT

COURSE TO nDunncEmEiiT

A ^ep^ani^nent jp^ 3^ecA O^fjlcen^

by ''The Skipper''

Questions Welcomed. Just Address "The Skipper," Pacific Marine Review, 5 00 Sansome Street, San Francisco, California

CARGO AND STOWAGE VI

QUESTION
Define the follo'wing: (a) grain; (b)
grain-laden.

ANSWER

(a) The expression grain means any
corn, rice, paddy, pulse, seeds, nuts or
nut kernels.

(b) The e.xpression grain-laden means
loaded with a cargo of which the portion
consisting of grain is more than one-third
of the registered tonnage of the ship, and
that third shall be computed, where the
grain is reckoned in measures of capacity,
at the rate of one hundred cubic feet for
each ton of the registered tonnage; and
where the grain is reckoned in measures
of weight, at the rate of two tons weight
for each ton of the registered tonnage.

QUESTION
What is a "Grain Certificate"?

ANSWER

A grain certificatr is a document re-
quired to be filled in by the master, signed
and delivered by him. The grain certifi-
cate contains the following information:
The ship's name, port of registry, official
number and registered tonnage; number
of laid decks; draft and freeboard after
completion of loading; kind, weight and
quantity in cubic feet and bushels;
method of stowage and precautions taken
to prevent the grain from shifting.

QUESTION

How would you prepare the holds
for grain in bulk?

ANSWER

Have the holds thoroughly washed out,
if possible; if not, then thoroughly swept
at least twice. On the last occasion,
sprinkle damp sawdust about before
sweeping; the sawdust prevents the dust
from rising. Have the holds thoroughly
dried and aired before erecting the shift-
ing boards and feeders — the shifting
boards to extend from ceiling to deck.
Have the bilges and strums cleaned out
and limewashed, calk all the limber
boards, then cover them with burlap or
separation cloths. Have the whole of the
tank top, ceiling and limber boards well
dunnaged, and the dunnage covered with
separation mats or covers. All bare iron-
work, etc., to be covered with mats or
burlap.

Deck Officers' Licenses for October

Name and Grade Class Condition

PORTLAND
L.S. Russell, Jr., 2ndClassPilotSS, any GT O

SAN PEDRO

H. K. ODell, 2nd Mate SS. any GT RG

J. F. Summerill, 2nd Mate SS, any GT RG

SEATTLE

C. H. Salenjus, Master SS, any GT RG

L. L. Hughes, 2nd Mate SS, any GT O

SAN FRANCISCO

H. W. Anderson, Master SS & MS, any GT RG

J. W. Home. Chief SS, any GT RG

S. J. MacKinnon, Chief SS, any GT RG

E. E. English, Chief SS, any GT RG

F. W. Gager, Chief SS. any GT RG

H. R. Odell. 2nd Mate SS. any GT O

G. J. Costello, 2nd Mate SS, any GT O

R. W. Lees, 2nd Mate SS. any GT RG

L. R. Dupuich, 2nd Mate SS, any GT RG

R.E.OLaughlin.Jr., 2nd MateSS, any GT RG

L. Slaton, 3d Mate SS, any GT O

Abbreviations: SS is steamer; MS is motorship ; GT
is gross tonnage; O is original license; RG is raise of
grade. AH of these licenses arc for ocean service.

QUESTION

Why must a vessel carrying grain in
bulk be fitted with feeders and shift-
ing boards, and how^ are they con-
structed?

ANSWER

Grain when carried in bulk is very
liable to shift, the angle of repose of a pile
of grain being about 25 degrees, so that
the rolling of a ship at sea is capable of
setting it in motion.

When a ship not specially built for the
purpose is required to load a cargo of
grain in bulk, a temporary midship longi-
tudinal bulkhead or shifting board must
be constructed, extending from one end of
the hold to the other, and from the bottom
up to the deck. The bulkhead is made of
deal planks laid fore and aft, edge on
edge, so that it forms a boarded partition
dividing the hold longitudinally into two
parts. Some ships have the midship pillars
staggered on alternate frames so that the
planks may be rove between them.

A feeder is a grain-tight trunk-way
built over the hatch of the lower hold be-
tween that hatchway and the one above it.
It must hold from 2 per cent to 6 per cent
of the total quantity which the compart-
ment it feeds will hold. Feeders are con-
structed by placing some deals on end,
reaching from hatchway to hatchway, and
tomming them off from the ship's side,
and generally backing them with grain in
bags or cases of general cargo to keep
them in position. Feeders must be cleated
at head and foot, and have shifting boards
extending, in the center, above the grain.

The most important thing as regards
the stowage of a grain cargo in bulk is to
see that it is well trimmed and that every

46

PACIFIC MARINE REVIEW

hold is thoroughly well filled. It is not
sufficient to leave this to be done only by
the trimmers, but every officer or person
concerned should f;ive the matter his own
personal attention.

QUESTION

How ^'ould you sto^v grain in bags?

ANSWER

The stowage of grain in bags requires
considerably more attention than that of
grain in bulk. In all cases the ship must be
thoroughly clean, holds dry, dunnage laid
and all iron well covered. Care must be
taken that no bags overlap beams, string-
ers or other such obstruction in the hold.

The tiers should be stowed fore and aft
right across the vessel, but in the case of a
ship that is close dunnaged, and perhaps
matted in the sides, it is recommended, if
convenient, that the bags in the wings be
stowed athwartship, as this leaves only
the end of the bag close to the ship's side,
and only the end of the bag is liable to
damage.

On all favorable opportunities, hatches
should be opened and cargo examined:
and if the weather is good, they should be
left open during parts of the day. The
hold ventilators also require careful at-
tention at all times. Insufficient dunnage
or lack of ventilation is undoubtedly
"bad stowage. "

QUESTION
What is meant by "bleeding bags,"
and would you advocate this proce-
dure?

ANSWER

By "bleeding bags " is meant the open-
ing of bags so that their contents are al-
lowed to run into spaces left between the
bags already stowed, and also between
the ship's side and the edges of the stowed
bags. Sometimes the bags are actually
opened and emptied by the stevedores; at
other times they are opened and then
stowed so that the contents escape by
themselves.

This procedure should never be advo-
cated, because in most cases it impedes,
and sometimes prevents, the proper venti-
lation of the cargo, this being a very im-
portant factor in the safe carriage of
cargo.

QUESTION
What precautions must be taken
when carrying a part cargo of guano?

ANSWER

Guano is the dung of seabirds, mainly
collected from islands of the West Coast
of South .America and the Pacific Ocean.
It contains phosphorus and ammonia, and

is largely used in the manufacture of
patent manures. If carried with other
goods, great care should be taken to avoid
damage to them. All foodstuffs must be
kept in another hold, or the smell will in-
jure them, and it will turn nuts and feath-
ers, etc., black. In its turn it will be in-
jured by contact with salt, nitrate of soda,
etc. Guano is often carried in full cargoes.
It needs no special stowage, but must be
kept apart from nitrate of soda, which is
also shipped from South American ports,
and carefully protected from contact with
salt water, but rain water does not se-
riously affect it. Vessels loaded with a full
cargo of guano are usually battened down
and ventilators closed after loading, and
kept in this condition during the whole
voyage.

QUESTION
What is the most important thing to
watch out for w^hen stowing hemp?

ANSWER

When stowing hemp, the most impor-
tant thing to avoid is to keep clear of
greases, oils, etc., as it is liable to spon-
taneous combustion if it has been in con-
tact with such. If stowed with wool, dun-
nage must be placed between the hemp
and wool. It is a dry, clean cargo, devoid
of any objectionable properties, and is
mostly employed for cloth and rope mak-
ing, but a small quantity is used in phar-
macy. Hemp is packed in bales, and when
not carried in full cargoes, should be
loaded in a dry condition, and given upper
stowage if possible, well dunnaged and
matted.

Manila hemp bales are bound with rat-
tan canes. New Zealand with fiber rope,
and sisal bales with wire.

QUESTION
How and where w^ould you stow
hides?

ANSWER

These are the undressed skins of cattle,
horses and other large animals, which,
when tanned and dressed, become leather.
They are variously carried either in a dry
condition, wet, or dry salted.

Dry hides are those that have been sun
dried after having been treated with a
special mixture. They are usually carried
loose in bales, which should be given good
stowage and never loaded among wet
hides or moist goods.

Dry salted hides are those that have
the .salt rubbed into them before the treat-
ment, and they are then packed in barrels,
bags, or loose.

Raw hides from South .America are
sometimes salted into a vessel. The iron

of bulkheads, stringers, etc., is first cov-
ered with wood, the raw hides laid flat
with the hair underneath, and salt then
sprinkled over them, then another layer
of hides, and .so on till the compartment is
full.

Salted hides are often carried folded
into square bundles stowed loose in a wet
condition, and in this case should be
stowed by themselves in a wet deck or in
some place in the bottom of the vessel.
Care must be taken to prevent their dam-
aging other cargo, as a large quantity of
brine will drain from them, and in cases
where they have been piled at one end of
a hold, as much as six inches of brine has
been found on the ceiling in the other
parts of the hold.

In every case, when carried loose or in
bags, hides should be kept as flat as pos-
sible, and most carefully dunnaged and
matted. All stanchions or any other iron,
even hoops of casks, if not carefully cov-
ered, will seriously damage the hides.
They may rot and become useless, and in
any case, if at all marked, will result in
heavy claims. This iron damage is very
difficult to observe, and is sometimes im-
perceptible until the process of tanning is
nearly completed. Chafing should also be
avoided.

Owing to the objectionable pungency
of green hides, these must not be carried
in emigrant ships, and in other vessels
they should be stowed away from food-
stuffs and living quarters.

QUESTION
How^ should iron and steel be stowed ?

ANSWER

For stowage purposes, these two arti-
cles may be taken together. They are
shipped in many forms, such as pig, bar,
billet, bloom, rod, plate, sheet, hoop, etc.,
each of which requires different stowage.

Fig iron should be stowed solid, if in
small quantities, but large quantities are
usually stowed loose in a hold, and the
weight kept as high as possible. If in a
vessel with a tween deck, a proportion of
the cargo sufficient to prevent the vessel's
being too "stiff" should be stowed in the
tween deck, and well secured.

Bar iron should be stowed quite fiat,
and care taken in loading and discharging
to prevent the ends getting bent.

Plate and sheet iron must be stowed
flat, and, like hoop iron, must be kejit |)er-
fectly dry. Steel hoops are usually in
bundles, and are liable to damage by
bending if overstowed with heavy cargo.

Steel billets should be kept clean and
well clear of oil, as cases have occurred

DECEMBER

47

where they have been ruined for making
tinplates by contact with oil.

Steel tubes may be of any length, either
loose or in bundles. They are often coated
with tar, the more valuable tubes being
bound round with a tarred material and
chalk-covered to protect them. All tubes
should be stowed fore and aft and well
blocked off.

Great care must be taken to keep steel
dry, as the slightest rust will often ruin
steel articles, especially such as coils of
thin iron bands.

Different lots of iron and steel should
be separated — a strand of rope will serve
the purpose — but care must be taken to
see that it is dry.

Before overstowing iron or steel with
any other cargo, good dry flat dunnage
should be used.

QUESTION

What precautions would you take in
the stowage of jaggery?

ANSWER

Jaggery is an exceedingly moist sugar
obtained from a certain variety of palm
tree grown in India. It quickly melts in
hot weather, and tends to become one
viscous mass, from which a thick syrup
drains. The loss of weight sometimes
amounts to 10 per cent or more after a
voyage through the tropics.

If overstowing with other cargo, the
jaggery should be well boarded over and
heavily matted so as to preclude all pos-
sibility of top cargo getting into contact
or mixing with jaggery.

Goods susceptible to damage from
moisture should not be stowed in the same
vicinity; neither should bag seed be
stowed over same, if that can be avoided,
owing to the danger of seed's mixing with
the jaggery. The bill of lading should ade-
quately protect vessel for any loss of
weight.

QUESTION
What must be particularly guarded
against when loading jute?

ANSWER

Jute is a fiber obtained from an Indian
plant. It is really a coarser flax or hemp,
manufactured largely for packing canvas
and many other articles, such as carpet
backings, and fabrics for the base of lino-
leums, etc.

Jute is usually packed in pressed bales,
each of which consists of many bundles.
In the season, it is much shipped from
Calcutta, and many full cargoes are car-
ried. At one time it was generally screwed
into a ship in an almost identical manner

to cotton, but the loss of time and the ad-
ditional e.xpense incurred in so doing do
not warrant this being done at the present
day.

Before loading jute, care must be taken
to see that the holds are thoroughly
cleaned and perfectly dry. All floors,
decks, etc., must be well matted, and the
bales must not be allowed to touch iron
on any account, or rust will badly damage
the contents.

It was at one time thought that jute was
liable to spontaneous combustion, but this
has never yet been proved, and is still
open to doubt. It is, however, especially
necessary to use all precautions to guard
against fire, for if a flame comes in contact
with a bale of jute, it will spread over the
outside edge like a flash; and it has been
known, where a lamp accidentally touched
a bale of jute, for the flame to run right
underneath a deck, where it was impos-
sible to extinguish it with water.

.A cargo of jute, especially new jute, is
particularly liable to sweat; therefore
every precaution must be taken with re-
gard to the ventilation of holds.

It is particularly advisable to leave air
spaces in the hatch coamings, and also
underneath the deck ventilators, in order
to afford a passage for the vapor to rise.

QUESTION

What is lampblack, how is it shipped,
and w^here is it usually stowed?

ANSWER

Lampblack is an almost pure form of
carbon, and is a soot produced by burning
in furnaces the coarser parts of tar, etc.
It is much used in the manufacture of
inks. It is usually shipped in packed card-
board cartons or paper packets, which are
in paper-lined cases. These cases are often
very lightly constructed, and must be
handled carefully and not worked over, as

they are easily broken and may suffer loss
of contents besides damaging other cargo
stowed in the same hold. If newly made,
lampblack is said to be liable to spon-
taneous combustion, and in some ports is
classed as hazardous goods.

Stow near hatchway, and protect other
cargo from damage by siftings of the
lampblack.

QUESTION
Ho^v should linseed, linseed cake,
and linseed oil be carried?

ANSWER

Linseed, or flax seed, is the seed of the
flax plant, from which linseed oil is ob-
tained. It yields from 37 to 40 per cent of
oil, is very liable to heat and should be
well ventilated. It is largely carried in
bags, and when so carried must be well
dunnaged, matted and ventilated. It is
one of the worst kind of seeds for shifting,
its angle of repose being less than that of
any other class of seed shipped in bulk.
When shipped in bulk, it must be stowed
like grain, with shifting boards which
should be close fitting.

Linseed cake is made from refuse of
linseed after the oil has been extracted,
and is used for feeding cattle. It is packed
in bags or made up into packages covered
with gunny, and, on occasions, shipped in
the loose condition. Stow clear of strong-
smelling goods, such as turpentine, onions,
fruit, etc., and, as this commodity is given
to heating, stow in a well-ventilated space,
clear of articles liable to be affected by the
heat so generated.

Linseed oil is obtained from flax or
hemp seed, and is shipped in barrels and
occasionally in bulk. The temperature at
which it solidifies being from 5 degrees to
17 degrees Fahrenheit, it is not necessary
for heating coils to be provided when this
oil is carried in bulk.

Thi, picture of the cumouflcigcd Maui reminds us that here is u type of protecli.
about which we hear nothing today

48

PACIFIC MARINE REVIEW

by ''The Chief"

"The Chief's** department welcomes questions — Just write "The Chief,'
Pacific Marine Review^, 5 00 Sansome Street, San Francisco, Californi:

Motor -Generator Sets

ON BOARD SHIP

FROM SHIPS
Sir:

. . . Your answer to W. E. H ., Richmond,
is not complete. We have installed motor
generator sets on ships jor lighting.

L. E. M., Los .Angeles.
Sir:

. . . I note also in October issue your
statement that motor generator sets
aboard ship are unusual. . . . We have one
on our ship. S. L. H ., San Francisco.

Sir:

I am in receipt of the October, 1940,
issue of Pacific Marine Review, and
wish to call your attention to an error in
your answer to a question submitted by
W. E. H ., Richmond, California.

His question reads in part, "If you had
a 240-volt motor generator, the generator
delivering 120 volts, compound wound, 20
kw and 166 amps."

Your answer reads in part, "We do not
understand the use of a motor generator
on board ship, unless it is a balancer set,
to derive 120 volts to neutral from 240-
volt ship's power, in which case it would
hardly be as large as 20 kw. '

W. E. H . is right in stating about such a
motor generator aboard ship. Ten years
ago I was on a vessel having such a motor
generator, and I have seen them on most
of these high-pressure ships ever since,
including the one I am on now.

R..l..l.,.X. Y.C.

QUESTION

Sir:

Why are sometimes 3-wire generators,
sometimes balancer sets, and sometimes
motor generator sets, used for lighting^
What are the differences?

W. G. R., San Francisco.

Engineers' Licenses for October

Name and Grade Class Condition

PORTLAND

I. V. Waters, Jr., Chief SS, any GT RG

R. Francezon, 2nd Asst SS. any GT RG

C. E. O'Brien. Isi Asst SS, any GT RG

SAN PEDRO

E. N. Clemens, 1st Asst SS, any GT RG

D. R. Carpenter. 2nd Asst.. . .SS, any GT RG

O. T. Fudge. 2nd Asst SS, any GT RG

J. Q. May, 2nd Asst SS, any GT RG

J. T. Thorn, 3d Asst SS, any GT O

F. G. Ernst, Chief MS. 750 GT RG

W. H. Douglas, Ist Asst MS. 1000 GT RG

SEATTLE

L. W. Wharton, 3d Asst SS. any GT O

A. Anderson. Chief MS, any GT O

SAN FRANCISCO

J. H. Dwyer, Chief SS, any GT O

D. W. Coker. Chief SS. any GT O

C. L. Price, Chief SS, any GT O

G. Banasco, Chief SS, any GT RG

C. R. Bower, Chief SS, any GT RG

J. A. Wayne, Chief SS. any GT RG

E. J. Swan. Chief SS, any GT RG

A. L. Conroy. Chief SS, any GT RG

R. U. Compton, 1st Asst SS, any GT O

v. P. Wincman, 1st Asst SS, any GT RG

0. K. H. Boltz, Ist Asst SS. any GT RG

W. H. Greenlee. 1st Asst SS. any GT RG

J. W. Wadick. Isl Asst SS. any GT RG

J. L. Ducsler. 2nd Asst SS. any GT O

1. Drummond. 2nd Asst SS. any GT O

W. F. Doyle. 2nd Asst SS, any GT RG

D. W. Coker, 2nd Asst SS, any GT RG

S. A. Walters, 2nd Asst SS. any GT RG

D. Barrett. 2nd Asst SS & MS. any GT RG

L. A. Barker. 3d Asst SS. any GT O

I, F. Lindeberg, 3d Asst SS. any GT O

L. A. Fleming. 3d Asst SS. any GT O

J. H. Foye, 3d Asst SS. any GT O

Abbreviations: SS is steamer; MS is moiorsliip; CiT
is gross tonnajge; O is original license; RG is raise ot
grade. Ail of these licenses are for ocean service.

SPECIAL NOTE
As often stated in these articles,
■when a question seems to be important
or urgent enough, •we ^vill interrupt
our regular series to give specialized
attention to it. This question seems to
be one of importance and wide interest.
It is gratifying to note the immediate
response when an incomplete or w^rong
statement is published in this series. In
lieu of apologies, we w^ill give as com-
plete and accurate analyses of the
questions as is possible.

ANSWER

R. .\. .\. and others are right. There are
more motor generators used for lighting
aboard ship than "The Chief" had ex-
pected . The complete analysis is as follows :

The principal cause for the use of these
systems is: (a) lighting circuits are stand-
ardized at 120, lis, 110 volts, both ashore
and afloat: (b) standards and codes of
authority and good engineering require
that one side of all lighting circuits be con-
nected to ground or frame of ship, if de-
rived by direct electric circuit from a
source of over ISO volts: (c) that there
shall be no voltage of over 1 SO volts to
ground on lighting circuits and plug-in
outlets. This protects people handling
lights and appliances from getting a shock
or more than this voltage. In the days of
the brass shell lamp socket and braided
drop cords, serious shocks were common,
and 240 volts may be more than serious.
These are .American standards. European
practice has been and still is 250 volts on
lights, frequently with one side grounded,
and ground return.

DECEMBER

19 4 0

49

-f-120

-)20.

(a) Pernnanenlly grounded neutral
3-Wire Generator

a^(p^

(b) Neutral grounded ihrough resistor, normally
shorted out. 3-Wire Crenerator

aj%0(t)

(c) Same as (b) except accidental ground
on motor.

+

0 (b(b^

^ -120-
O

/'Ji Balancer Set. Permanently qrounded
W neutral. ^

3)! (p(^(^(^^

/gj Motor Generator set. One side lights grounded

^(^(t)^(L)(^

/j.) Same as (^3 except accidental ground

on motor.

igrammatic representation of various circuits used aboard ship

Another fact which brings this into re-
lief is that for power aboard ship, as now
used, 120 volts is too low or requires too
much copper. It would be impractical for
the deck machinery at this voltage.

It should be noted here that in trans-
mitting power over copper wires, if we
double the voltage we may transmit four
times the power at the same per cent volt-
age drop and watts loss. This comes about
from Ohm's Law, E=RI, and watts^EI.
Let the reader work this out for himself,
or, if further interested, write in about it.
Thus at 240 volts we need only one-fourth
the copper for power.

We are also limited to 120 volts on
lights because at 120 volts the lamp is
much more rugged and is a decidedly bet-
ter lamp for both light output and life.

The 3 -wire system, originated by
Thomas -A. Edison, and frequently called
the "Edison System, " allows us to trans-
mit the lighting load at 240 volts and at
the same time use only 120-volt lamps. It
uses two lamps in series, the same current
passing through each, with a fall in volt-
age of one-half the line-to-line value in
each. If the lamps are of a different size,
or we are unable to balance the two groups
exactly, so that one group requires more

current than the other, the difference must
flow back to the generator over a neutral
or common wire. This common wire, or
third wire, carries only the difference,
which may be very small. It can never be
greater than the current in one of the line
wires. It might easily be of smaller size
than the two line wires, but it is custom-
ary to make it the same size on lighting
circuits, of only a few kw load, and to
make it smaller on larger loads, since the
larger the load and more lamps connected,
the more likely it is to be evenly divided
between the two sides of neutral, and the
smaller the per cent of line current in the
neutral.

'When the 3-wire system is used, in-
variably the neutral is grounded. This
prevents the 240 volts from being applied
to any of the circuits with respect to
ground.

There is no need of the 3-wire system
on the ship's power circuits. The current
from the grounded neutral or common
wire must be led back to the generator.
This is accomplished in two ways: (a)
The 3-wire generator, where it goes into
the center tap of a transformer whose two
outside wires are connected to the arma-
ture through slip rings. This transformer
may be mounted or built into the rotor of
the generator, and the neutral brought in
on one slip ring, (d) By the use of two
generators coupled mechanically together,
each 120-volt rating connected in series.
These two systems are shown schemati-
cally in (a) and (d) in accompanying
figure. The theory of just how the neutral
current gets back to the generator is rather
obscure, but will be discussed if any in-
terest is shown.

There are many good reasons why it
might be desirable to separate the lighting
and power circuits electrically. With one
side of the lighting grounded, using the
3-wire system, if an accidental ground
comes on anywhere, the circuit involved is
tripped off by its breakers. This is true of
the 240-volt power circuits as well as
lights. For instance, suppose a ground
comes in the motor of the anchor hoist
just at the time it is needed. It is shorted
and tripped out, as grounding one line
causes current to flow through the frame
of the ship back to the lighting neutral
grounded, and we have 120 volts, causing
current flow until it is tripped out. The
equipment cannot be used until the ground
is cleared, which may take minutes or
hours.

-Another reason, not so important, is
that a bad collector ring on the 3-wire
generator, causing rapidly-varying resis-
tance to the neutral current, will cause the

50

PACIFIC MARINE REVIEW

voltage of the live wires to vary a fraction
of a volt or more with respect to ground,
which seriously disturbs the radio recep-
tion of the ship.

The advantages of the 3-wire system
are so great, however, as to warrant an
effort to use it, and at the same time not
to disable an important machine because
of a ground. This is accomplished on some
of the new Maritime Commission ships,
as shown schematically in (b) and (c) of
the diagram. The neutral is grounded
through the contacts of an automatic cir-
cuit breaker, so that when the current to
ground exceeds a calibrated amount, say
25 amps, or maybe 50 amps, the breaker
opens. Across its contacts is connected a
resistor, whose ohmic value and capacity
is such as to limit this ground current to a
small value. Figure (b) shows the normal
position, and (e) with breaker tripped.
The voltage scale at the left shows the
value of the voltages with respect to
ground. Note that normally |Fig. (b)|
the lighting circuits have no more than
120 volts to ground, but when a ground
occurs on a power circuit [Fig. (c) | and
the breaker opens, part of the lights now
have 240 volts to ground on them. See
lights marked ".x."

This scheme could be used as well on a
system using a balancer set.

Isolation by electrical insulation is, of
course, the complete answer to this prob-
lem (see Fig. (e) | . Here there is no elec-
trical connection between the power and
lighting circuits. Normally ungrounded,
the power circuits may operate success-
fully with one accidental ground [see
Fig. ( f ) ) . By providing for periodic moni-
toring or inspection of all power circuits
as to insulation to ground, and clearing a
ground when it is discovered, the acciden-
tal ground which appears at the inoppor-
tune time is harmless and may be cleared
at leisure. It must be cleared, however, as
another ground on the opposite side of the
line would then trip the breakers.

Although the principal advantage of
the 3-wire system is saving copper, that is
not the reason for its use aboard ship.
Lighting loads and distances are not great
enough to make this a controlling factor.
Thus when we may generate at 1 20 volts,
we do so, and have no 3-wire system. The
3-wire system aboard ship is used to ob-
tain 240 volts for power and 120 volts for
lights from the same system. When motor
generator sets are used, the motor is 240
volts and generator is 120 volts. With a
maximum of only 120 volts on the gener-
ator, it is not necessary, and may not be
desirable, to ground one side of the circuit
permanently, as shown in Figs, (e) and

(f), and as shown grounded in diagram to
show the effect if it were so grounded
either accidentally or permanently.

With the 3-wire system, the capacity of
the transformer in the generator or the
balancer set is only that of the expected
unbalance. It usually is 25 per cent of the
generator capacity, or the balancer set
may have a capacity of 25 to 50 per cent
of the lighting load.

The balancer set has no advantages
over the 3-wire generator, and may be
heavier and more expensive than the dif-
ference between a 2-wire and a 3-wire gen-
erator. It ordinarily will be found on the
smaller loads. It is less efficient than the
3-wire generator. If we expected lOOamps
in each outside line of 240-volt system for
lighting, we might expect a maximum of
SO amps in the neutral. The balancer
would consist of two generators each 50
amps at 1 20 volts or 6 kw.

If we used a motor generator set, the

generator would have to be good for 100
amps at 240 volts or 24 kw, and the motor
equally large, or, say, 40 hp. Thus for an
unbalance of 50 per cent, the motor gen-
erator set is four times as large as the
balancer set. For 100 per cent unbalance,
they would be equal in size.

Therefore the motor generator set,
while more expensive, heavier and less
efficient than the 3-wire system, isolates
the lighting system, so that no system
grounds are necessary, and may be con-
sidered well worth the weight and expense.

The matter of electrolysis and erosion
of ship's piping and frames from electric
currents is debatable. Whether or not the
grounded system contributes to erosion is
an open question, at least for the time
being. Will engineers please write in on
this phase of the subject, as "The Chief"
is collecting data to be discussed later.

Our next article will resume the subject
of Boilers.

Mosquito fleet torpedo boats PTi and PT4 at better than 40 knots on t

n the Detroit Kit

Ventilatiott on

U. S. Mosquito Torpedo Boats

"\'entilation for the Nation" is evi-
dently no empty slogan as far as the Ilg
Fllectric Ventilating Co. of Chicago is
concerned, for this company is actively
concerned with ventilation as it relates to
the National Defense Program.

Each of two new torpedo boats, the
PT3 and PT4, built by the Fisher Boat
Works of Detroit, are equipped with three
llg direct-connected blowers to vitalize
the air for the crew of eight, and to re-
move odors and fumes. The motor on each
blower is mounted on the wheel to avoid
friction and noise, and to save the space
and weight required by a coupled motor
mounted on a separate pedestal.

Tests on the Detroit River indicate that
these new members of the "Mosquito
Fleet" attain speeds of 40 knots. Each
boat is: fitted with two machine gun
mountings: designed to fire two torpedoes
at one time: and powered by two 1200-
horsepower Packard motors.

Costing $100,000 apiece, the boats will
combine with two similar craft being
built in Miami, Florida, the four others
constructed in New Orleans and Phila-
delphia, to form an experimental fleet
covered by the $15,000,000 appropriation
for development of torpedo boats and
submarine chasers.

DECEMBER

19 4 0

51

PaclUc
NORTHWEST MARINE REVIEW

hy Special Correspondent

SlUp/OMUf.

Gains in both foreign exports and im-
ports for the State of Washington were
shown in the figures recently given out for
the first nine months of 1940 by Philip M.
Crawford, acting manager, Seattle office,
of the Bureau of Foreign and Domestic
Commerce. Total this year is $91,832,849
as compared to §77,373,070 for the same
period in 1939. Exports were $61,970,851,
an increase of 18 per cent. Imports were
S23. 95 1.471, an increase of 25 per cent.

Gleanings . . . Heavy advance bookings
of canned salmon shipments out of Puget
Sound are reported, with 140.000 to 1 75,-
000 cases on five .\merican-Hawaiian
steamers for delivery after January 1 . . . .
Following the close of the .-Maska season
this year, all units of the fleet of the U. S.
Coast and Geodetic Survey will be en-
gaged in charting the waters of Puget
Sound, Juan de Fuca Strait and adjacent
coasts. . . . Christmas ship from the Pa-
cific Northwest to Hawaii this year will be
the Matson Line freighter Makiki, posted
to sail from Seattle on November 29, with
her decks piled high with Christmas trees,
and her refrigerators filled to capacity
with turkeys, celery, fruits and other
Christmas delicacies.

Alalka Mad

The S. S. Cordova will sail from Seattle
on November 29 to become the commis-
sioned mail vessel on the .Alaska Penin-
sular run out of Seward. The Postoffice
Department has awarded the .Alaska
Steamship Co., owners of the Cordova,
the mail contract for one year, and the
vessel will become the successor of the
motorship Fern and the steamships Starr
and Dora on this famous and hazardous
route. The Cordova is renowned for hav-
ing saved the lives of the officers and crew
of the U. S. Revenue Cutter Tahoma, lost
off the Aleutians in September, 1914.

Efforts will be made to maintain a four-
teen-day turn-around in the mail route.
Plans have also been made by the Post-
office Department to award a contract to
Otto Kraft of Kodiak calling for mail
service once a month from Kodiak to
Shearwater Bay, Port Hobron, McChord,
Old Harbor, .Alitak, Carmel, Karluk,
Uyak and Uganic. The Alaska Traders'
motorship Fern will have the mail con-
tract from Dutch Harbor to Bristol Bay
and Good News Bay during the open sea-
son of navigation, probably from ^lay to
October, 1941.

StfUkie Settled

Grays Harbor's month-old tugboat
strike was settled on November 8 through
a compromise agreement giving workmen
shorter hours and more pay. Two unions,
the ^Masters, Mates and Pilots, and the
Inland Boatmen, signed the contract, ex-
piring June 30, 1942. The settlement will
permit resumption of operation of seven
harbor lumber and shingle mills closed by
the strike. The unions originally demanded
an eight-hour day with no increase in pay.
Operators wanted a twelve-hour day, but
were willing to pay more. The compro-
mise fixes a ten-hour day, an increase in
wages and a premium for overtime.

SlUp4uu.ldi4u^

Under "full speed ahead " orders, work
is being rushed at the Tacoma plant of the
Seattle-Tacoma Shipbuilding Corp. on the
completion of the two C-1 type freighters
for the U. S. Maritime Commission, the
Cape .Alava and the Cape Flattery. The
speed with which the work is being car-
ried on is reminiscent of the old war days,
when Puget Sound shipyards established
new world records in ship production.
Rivet guns hammer on steel, and huge
cranes lower machinery into the holds of
the vessels. The two liners will be com-
pleted and turned over to the government
exactly on schedule, according to com-
pany officials. The Cape Alava will go into

service the latter part of January, the
Cape Flattery about April 1 . The hulls of
both vessels were built at the Tacoma
yards of the company, and will be com-
pletely finished there. .\ third vessel of the
same type will have been launched when
this is published. .Altogether, this yard has
orders for eleven vessels, the backlog of
orders having been increased on October
2i by the awarding of another Maritime
Commission contract for two C-3 vessels
at a cost of $2,990,000 each. To be built so
as to be suitable for conversion into trans-
ports, these ships are 492 feet in length,
17,000 tons displacement, 16!-^ knots
speed.

^edino4fe^ AUe^uUlo*U,

The Todd-Seattle Drydocks, Inc., shar-
ing in an award of alterations to twelve
destroyers to be made by the Navy De-
partment to private yards, is starting
work on the remodeling of the U. S. S.
Mugford, a unit of the fleet stationed at
Honolulu until recently, but now in Se-
attle. The alterations to be made are said
to have the purpose of increasing sta-
bility and simplifying the vessel's deck
plan.

One of the largest private contracts to
be awarded in the Northwest for some
time has gone to the Todd-Seattle Dry-
docks, Inc., for the rebuilding of the
freighters Ancon and Cristobal, recently
purchased by the Permanente Steamship
Co., a subsidiary of the Permanente Ce-
ment Co. The .Ancon was formerly the
Shawmut, and the Cristobal the Tremont,
operated from Puget Sound to the Orient
in 1903 by the Boston Steamship Co.
They are vessels of 9,604 tons register,
489.5 feet long, 53 feet beam and 28.9
depth, and have been at Balboa, C. Z.
They will be converted into bulk cement
carriers, in connection with the construc-
tion of .Army fortifications and housing
expansion at the Panama Canal.

52

PACIFIC MARINE REVIEW

As forecast in last month's issue, con-
struction of another large new shipyard is
now assured on Harbor Island at Seattle
by the Associated Shipbuilders, composed
of the Puget Sound Bridge & Dredging
Co. and the Lake Union Urydock and
Machine Co. Building of the new plant
has now been assured by the awarding of
contracts to the new company for the con-
struction of four large seaplane tenders at
a combined cost of ^18.181,996. The new
yard will be built around the graving
docks at the plant of the Puget Sound
Bridge & Dredging Co., where the im-
mense concrete pontoons for the Lake
Washington bridge were erected. .As some
of these pontoons were 371 feet in length
and 59 feet wide, these graving docks
were of considerable size.

\n additional expenditure of over
$500,000 for buildings, cranes and other
equipment is contemplated. The .'Asso-
ciated Shipbuilders have also purchased
the plant of the Commercial Boiler Works
at Seattle, and will move their equipment
to the new yard.

.\t the same time of the award to the
.Associated Shipbuilders, announcement
was also made that si.x more of these sea-
plane tenders had been awarded to the
Lake Washington Shipyards at Houghton,
across the lake from Seattle. Contract
price of the tenders awarded the Lake
Washington Shipyards is $4,5 10,000 each,
or a total of $27,060,000. Contract price
with .Associated Shipbuilders is $4,545,-
499 each.

The growth of National Defense ship-
building activities at the Puget Sound
Navy Yard at Bremerton has caused such
an increase in the number of workmen
going to and from Seattle that the Puget
Sound Navigation Co. found it necessary
during the past month to add the diesel-
electric ferry Klahanie to the cross-sound
run, making a total of four large ferries
now in this service, the Kalakala, Chip-
pewa, Kehlokan and Klahanie.

Work is being rushed with all possible
speed on the construction of the new 30-
acre shipbuilding yard for the Seattle-
Tacoma Shipbuilding Corp. on Harbor

Island, Seattle. Practically all the piling
and base work has been completed. The
first two of six craneways and an out-
fitting wharf are taking shape. Sometime
in March, 1941, this new five-million-
dollar plant will be ready to start work on
its contract with the Government, which
involves the construction of 20 destroyers
at a cost of $137,500,000.

.\t the Winslow Marine Shipbuilding
plant at Eagle Harbor on Bainbridge
Island, work is progressing on the conver-
sion of the 135-foot freighter Penobscott
into a mine sweeper, but it will not be the
first time she has served in this capacity.
She was built originally during the war as
a French mine sweeper, but converted
after the war into a freighter, and was
used for many years on the East Coast.
.After all these years, she is now reverting
to type.

Three of the five Panama-Pacific Line
ships recently bought by the Navy De-
partment will be outfitted in Seattle and
Portland as transports. Captain Guy
Davis, chief of staff to Rear Admiral C. S.
Freeman, 13th District Commandant,
states that two of the 8,378-ton vessels
will be made over by the Willamette Iron
Works. Portland, and the other by the
Lake Union Drydock & Machine Works,
Seattle. Cost of conversion of these vessels
is estimated at about $500,000 each.

^VUi G-i Jbelu^e^

First of the three C-1 type vessels to be
assigned to the .American Mail line for
transpacific service out of Seattle, the
passenger-cargo steamship Cape San i\Iar-
tin will be delivered to the company in
the last of December. Captain J. S.
Smith, commander of the Capillo, has
been appointed commander. The vessel is
now nearing completion at the yards of
the Bethlehem Steel Co. on the Bay. The
Cape .Alava, now nearing completion at
the Tacoma yard of the Seattle-Tacoma
Shipbuilding Corp., will be delivered to
the .American Mail line in January, and
the Cape Flattery, from the same yard, in
March.

.\cc|uired by the War Department from
the Maritime Commission, the former

M.S. Cape Alava at the outfitting dock, Seattle-
Tacoma Shipbuilding Corporation,
Tacoma Yard, October 2S

( Turner-Richardii Studio, Taccima)

.American Mail liner President Jefferson,
which has been recently lying at Port Or-
card near the Puget Sound Navy Yard,
has gone to San Francisco to be converted
into a troop transport. The former .Ameri-
can Mail liner President McKinley, now
at Port Orchard, will probably, according
to reports, be converted for the same serv-
ice. The Jefferson is of 14,174 tons gross
register. Two other old INIail boats, the
President Grant and the President Jack-
son, are now at Todd-Seattle Drydock,
Inc., being converted into Navy trans-
ports at a cost of $4,000,000, and will
enter the Navy service as the U. S. S.
Harris and the U. S. S. Zeilan. The fifth
ship, the President Madison, was sold to
Philippine interests for $350,000, and
renamed the President Quezon. She was
lost on the coast of Japan last January.

The $75,000 tug Oswell Foss, newest
and most modern unit of the Foss Launch
& Tug Co. of Seattle, has been purchased
by the Navy as a mine sweeper. She is a
new boat, completed during the past year,
and is equipped with a 500-hp diesel en-
gine. The Navy Department has pur-
chased a number of other small craft in
this district, as well as on the South and
East coasts. .Among those recently bought
in the Pacific Northwest for use as coastal
mine sweepers are the fishing vessels J. .A.
Martinolich, New Bol and New .Ambassa-
dor. .A number of seiners and tuna boats
are being negotiated for in Southern Cali-
fornia for mine sweepers, and it is rumored
that some of the larger yachts on the
coast will be purchased for patrol boats.

DECEMBER

19 4 0

53

<U tke I una CUp/pe^

by David W. Dickie, N. A.

From an economic point of view, cer-
tain sizes of tuna clippers seem to be more
efficient than the intermediate sizes, and
the design of the refrigeration at each of
the efficient sizes is entirely different.

One of the efficient sizes is between 124
and 127 feet length overall, 30.5 to 31
feet beam over the planking at the point
of greatest beam, and 15.8 to 16 feet
depth from the rabbet at the keel to the
top of the deck plank at the middle of the
overall length.

The normal width of the central fore
and aft alleyway in the hold is S feet 4
inches to 5 feet 6 inches, depending on the
size of the engine. At the hatch the alley-
way widens to about 7 feet 4 inches, so
part of it can be used for a pump room to
relieve congestion in the engine room.

When the tuna clipper leaves on a
voyage, the bait boxes and bait wells are
filled, and other wells are filled as the ne-
cessities of refrigeration demand. Practi-
cally the same condition exists on the
voyage home, as an effort is made to sub-
stitute for the weight of the fuel, water

and stores consumed an equal weight of
fish cargo.

The attempt to make an efficient 100-
foot tuna clipper cooling and holding the
fish in brine proved to be a failure. The
boat has insufficient displacement to carry
the weight of a proper refrigeration plant,
together with a profitable load of fish. In
the 100-foot boat it is possible to put a
somewhat smaller refrigeration plant, cool
the fish down to 30 degrees by means of
coils in the wells and circulate the sea
water by means of a circulator shown in
the October Pacific Marine Review
article.

The sea water is then pumped over-
board, and some additional heat is re-
moved by circulating air through the fish
and coil by using the circulator as a fan.

The method cannot be used to preserve
fish in prime condition for a longer time
than 20 days, and it is not possible to
catch enough fish to fill the boat and get
them back to port in time to make it prof-
itable to go to the additional ex-pense of
using the system. It is better to build a

smaller boat fitted to pack the fish in ice.

The design was then lengthened to 125
feet, which allowed additional displace-
ment to carry more refrigeration and mo-
tive power and a larger pay load that can
be kept long enough to allow sufficient
time to fill the boat.

To get an idea of how the pay load
works out, take a typical tuna boat:

Full load displacement 682 tons

I^ight loaded displacement .463 tons
Less fuel, water, stores used

on the outbound voyage. 49 tons
Net displacement at the fishing

grounds 414 tons

Net weight allotted to cargo 268 tons

Whether the fish are brought in wet or
dry, one-fifth of the cargo will be
water while being cooled 53.6 tons

.

c

D

//

/

TUNA CLIPPER TUNA CLIPPER TUNA CLIPPER TUNA CLIPPER

DISPLACCMENT TONS 627 DISPLACCmCNT TONS 792 DISPLACEMENT TONS 662 DISPLACCMCNT TONS 723

PBOPCLLCB PROPELLER PBOPELUER PROPELLER

PITCH 44.S' PITCH 54. e4- PITCH S3.97" PITCH 70.45"

//

/

a/

///

/V

/ /I

A

I

900

1/

s

I/I

I

///

s

SPEED AND HORSEPOWER CURVES
AT MAXIMUM LOAD DRAFT

/

Bv

.00

A-

-c

200

^.

^

~D

==

^=

„

°

'

'

'

'

'

5 P

,u«

0 1

' '

' '

*

Net weight of fish (2240 lbs. ton) 214.4 tons

Fish are delivered in short (2000 lbs.)

tons 214.4X1.12= 240 tons

The bait water the boat needs is at
least 40% of the total amount the
boat will carry 268x.4= 107.2 tons

The bait water is distributed to the bait
boxes on deck and bait wells in the hold,
and pumped overboard as the cargo is
being stowed.

The pay load in the ice boat is a
ittle different:

Vessel full.v loaded 240 tons

Vessel light load 150 tons

Less fuel, water, stores used nn
the voyage outbound 12 tons

Net weigh! allowed Uir cargo 102 tons

About 40' i of the 102 tons will be ice

stowed before leaving. .... 41 tons
One-third of the Ice melts and

is pumped overboard 14 tons

lining at the fishing grounds

27 tons

Net fish cargo (2240 lbs. Ions)

102—27 tons 75 tons

Ki.sh is delivered in short (2000 lbs.)

tons 75X1.12= 84 tons

The bait water is the same as the ice. . . 41 tons

If we divide by the amount of fish
that can be caught and stowed per
day, it will be seen that the ice boat
is limited in size on account of the
time limit on the length of the voy-
age. On the 100- foot boat using the
sea water cooling and dry carriage,

54

PACIFIC MARINE REVIEW

the time for stowage is shortened
and the carrying time is lengthened
a little by the air cooling. Neverthe-
less the length of the voyage is
limited.

Practically speaking, the vessel
operates at sea in the nearly full
load condition all the time, making
it essential that particular attention
be paid to obtaining the best speed
for the least power while in that con-
dition. On the fishing grounds,
cruising speed is all that is neces-
sary. To meet the need, some of the
modern diesel engines are being
fitted with superchargers, making it
necessary to design a compromise
propeller between the best possible
with and without the use of the
supercharger.

Wide differences of opinion exist
concerning motive power. It has
been governed largely by the financing of
the boat. Sometimes an engine manufac-
turer will finance his type of engine for a
boat, and, oftentimes financing over-
shadows other considerations.

The drawing shows curves of speed and
horsepower for the original 100-foot boat,
the 12S-foot tuna boat and two variations
of the larger boat, illustrating different
applications of motive power. It is plainly
evident that there is no particular gain in
speed by having more than 500 horse-
power or 600 horsepower with the super-
charger. The extra weight of a larger en-
gine offsets any gain in power.

The boat with the greatest displace-
ment brings home $7000 more fish per
voyage than the other two large boats.
Necessarily it is slower and takes from 6 to
12 hours longer to return from the fishing
grounds using the same power. Even the
difference in speed can be partially elimi-

A B

c

c

ll

TUNA CLIPPER TUNA CLIPPER TUNA CLIPPER TUNA CLIPPER

SURFACE RATIO 42V. SUBFaCE R»TiO 42V. SURFACE RATIO «iV. SURFACE HATIO 42V.

/

11'

v^

II

//

V

'//

/

1000

jl

V

900

1 1

t°

^

1/

//

/

<oo °

SPEED AND HORSEPOWER CURVES

AT TWO FEET LESS THAN

MAXIMUM LOAD DRAFT

//

soo

^

400

^C

200

^

^

.

,00

^^^_

^^

00

°

'

^

3

REEO

\no

TS P

ER H

our

°

'

^

^

'

nated by careful design. When cruising on
the lookout for a school of fish, the speeds
are all the same.

There is some difference in speed due to
the revolutions of the propeller being
more suitable for the speed of the boat,
but length, block coefficient and displace-
ment are the governing factors.

By comparing the curves at the two
waterlines given, it will be seen that there
is a greater difference in speed due to the
change in displacement of any selected
boat than there is between the four boats
if the same cargo is carried, regardless of
whether the maximum or normal loading
is considered.

The propellers given are figured for the
given condition of loading, and it is the
duty of the propeller designer to make the
propeller a compromise best suited to
cover the limits between which the boat
will operate.

*JecluUcai PapeA^

(Continued from Paar ?1 )

Included in the laboratory apparatus is
an electronic contact device so sensitive
that it will indicate with precision vibra-
tions or movements that are not visible to
the eye through a 30-power microscope.

The first of the new model basins at
Carderock will be ready to undertake out-
side work on or shortly after January 1,
1941.

(6) Marine Radio Communication and

Equipment

By Irving F. Byrnes

Irving F. Byrnes is chief engineer, Ra-

diomarine Corporation of America. The

paper discusses very briefly: the early de-
velopments of radio; the actions of Inter-
national Telecommunication Conferences
in setting frequency band assignments to
the marine radio services; the develop-
ment of radio regulations affecting the
.American ISIerchant Marine; and the ma-
rine requirements to be met in the design
of main and emergency transmitters, life-
boat equipment, high-frequency appara-
tus, the auto alarm and the radio direction
finder.

A typical cargo vessel installation is
described and illustrated. The special in-

stallations required on passenger liners
are outlined. The development of radio
telephone for harbor and coastal vessels
is discussed.

(7) Sound and Radio Aids to

Navigation

By CoMM. I. L. Gill, U.S.C.G.; and

Lt. Comm. L. M. Harding, U.S.C.G.

This paper presents a very careful and
thorough treatment of the development
and present status of sound and radio aids
to navigation in the United States, and
visualizes the establishment of rigid con-
trol of marine traffic in congested chan-
nels through the use of radio communi-
cations.

We shall be using a full abstract of this
paper in a forthcoming issue.

(8) Some Policies of the U. S. Maritime
Commission

By Rf.ar Admiral E. S. Land, U.S.N.
(Retired)

A full abstract of this masterly paper
will appear in the January issue of Pacific
Marine Review.

(9) Condenser Scoop Design

By E. F. He WINS and J. R. Reillv

This paper covers the results of a long
series of model tests of condenser scoops
at the Hydraulic Laboratory of the New-
port News Shipbuilding and Dry Dock
Company, of whose technical staff both
authors are members.

These experimental tests provide a
basis for design of condenser scoops of
predictable performance. The results of
model experiments applied to the con-
denser scoop system on the S. S. America
(Page 6S, please)

DECEMBER

19 4 0

55

SHIPS in THe mpKinG

LATEST NEWS FROM AMERICAN SHIPYARDS

(leceni J^auHclutu^

There were numerous launchings of
both naval and mercantile vessels from
American shipyards during November.
Among the more important of the mer-
chant vessels launched were:

S. S. Cape Ann, November 2, at the
Staten Island Yard of the Shipbuilding
Division of the Bethlehem Steel Com-
pany. Sponsored by Mrs. David R. Wil-
derding; an unallocated C-1 cargo steam-
er for the U. S. Maritime Commission.

S. S. Fred Morris and S. S. Reuben
Tipton, November 2 at the Federal Ship-
building and Dry Dock Company for
Lykes Bros. Steamship Company, two
C-1 cargo steamers, sponsored by Mrs.
Fred Morris and Mrs. Reuben Tipton,
wives of the Lykes Bros, officials for whom
the ships were named.

S. S. Cape Mendocino, November 14,
at the Long Beach, California, yard of the
Consolidated Steel Corporation; a C-1
cargo steamer. Full particulars in a sepa-
rate article on page 26 of this issue.

M. S. Sweepstakes, November 14, at
the Tampa Shipbuilding Co., Tampa,
Florida: a C-2 motorship for the .Ameri-
can Pioneer Lines. Sponsored by Miss
Dorothy Clay Ramspeck, this vessel is a
sister of the Shooting Star, described on
page 42 of this issue.

S. S. Examiner, November 16, at the
Fore River Yard of the Shipbuilding Divi-
sion of the Bethlehem Steel Co., Quincy,
Massachusetts; a C-3 (Export type)
cargo steamer for the American Export
Lines. Sponsored by Miss ]\L Nicol,
twelve-year-old daughter of Robert Nicol,
director for India of the American Export
Lines.

S. S. Mormackyork, November 16, at
the Kearny, N. J., yard of Federal Ship-
building and Dry Dock Co.; a C-3 cargo
vessel for Moore-McCormack Lines, Inc.
Sponsored by Mrs. W. T. Moore, this
launching was less than four months after
keel laying.

S. S. President Garfield, November 20,
at the Newport News Shipbuilding & Dry
Dock Co., Newport News, Virginia ; a C-3
combination cargo and passenger steamer
for the round-the-world services of the
.American President Lines, San Francisco.
Sister ship to President Jackson, de-
scribed on page iil of this issue. Spon-
sored by Miss Eugenia Merrill, daughter
of Mr. and Mrs. Keith Merrill of Wash-
ington, D. C, and godchild of Rear Ad-
miral Emory S. Land, U. S. N. (ret.),
chairman of U. S. Maritime Commission.
M. S. Rio Hudson, November 27, at
the Sun Shipbuilding and Dry Dock Co.,
Chester, Pennsylvania; a C-3 combina-
tion passenger and cargo vessel for the
Moore-McCormack Lines, Inc. Sponsored
by Mrs. Warren Lee Pierson, this is the
first of four sister ships. They will be

This picture shows the November launching
most interesting to marine engineers. S. S. Ex-
tnniner, here sliding off the ways at Bethlehem
Fore River Plant, is to be fitted with a steam
plant carrying I2i$ psi gage pressure and
750° F. temperature at the superheater outlet.
A triple expansion turbine will be used, and the
exhaust of the high-pressure stage will be re-
heated to 7 5 0° F. With this plant, the Maritime
Commission engineers expect to get a fuel con-
sumption of 0.5 pounds per shaft horsepower
hour for all purposes

56

PACIFIC MARINE REVIEW

shTpMlders

and ENGINEERS

BUILDING WAYS FOR WOOD AND STEEL CONSTRUCTION

SAN FRANCISCO OFFICE and PLANT

Machine Shop
and General Repairs

1100 SANSOME STREET
Telephone SUtter 0221

ALAMEDA PLANT

Machinery, Hull
and Industrial Repairs

Two Dry Docks
JfiOO Ions and 5,000 tons capacity

FOOT OF SCHILLER STREET

Telephone ALameda 8585

GENERAL ENGINEERING
and DRY DOCK COMPANY

fitted for 197 passengers, and are the first
vessels ever designed for air conditioning
in every stateroom.

M. S. Cape Cleare, November 30, at
the yard of the Seattle-Tacoma Shipbuild-
ing Corp., Tacoma, Washington; a C-1
cargo motorship sponsored by Mrs. Wil-
liam E. Boeing.

During the latter part of October and
the calendar month of November, the
following merchant vessels were delivered
by American shipyards:

S. S. Joseph Lykes, October 15, by
Federal Shipbuilding and Dry Dock Co.,
to Lykes Bros. S. S. Co. of New Orleans;
a C-l-B cargo vessel.

U. S. S. Pokomoke, October 16, by the
Ingalls Shipbuilding Company, Pasca-
goula, Mississippi, to U. S. Navy; a C-3
cargo steamer.

S. S. Executor, October 22, by Fore
River ^'ard of Shipbuilding Division of
the Bethlehem Steel Co., to American Ex-
port Lines, Inc.; a C-3 (Export type)
cargo steamer.

S. S. President Jackson, by the New-
port News Shipbuilding and Dry Dock
Company, to American President Lines.
See jull description oj this ship beginning
on page 32 oj this issue.

S. S. Zoella Lykes, November 7, by the
Federal Shipbuilding and Dry Dock Co.,
to Lykes Bros. S. S. Co., Inc.; a C-l-B
cargo steamer.

S. S. Deltargentino, November 8, by
the Sparrows Point Yard of the Ship-
building Division of the Bethlehem Steel
Co., to the Mississippi Shipping Company.

M. S. Shooting Star, November 12, by
Tampa Shipbuilding Co., to U. S. Navy;
a C-2 cargo motorship. See description of
this vessel beginning on page 42 of this
issue.

C-} combination passenger and cargo motorship Rio Hudson, now l)uilding at Sun yard for
iioore-McCormack Lines, Inc. From an artist's conception of her appearance when finished

DECEMBER

19 4 0

57

S. S. Reuben Tipton, a C-l-B cargo
steamer, on November 29. by Federal
Shipbuilding and Dry Dock Company, to
Lykes Bros. S. S. Co., Inc.

S. S. James Lykes, a C-l-B cargo
Steamer, on November 29, by Bethle-
hem's Sparrows Point Yard, to Lykes
Bros. S. S. Lines, Inc.

^edeAxii Jlcuutolte4.

On November 21 Federal Shipbuilding
and Dry Dock Company launched two
L'. S. Navy destroyers, named Ericsson
and Edison in honor of two of the greatest
creative inventors that this country has
known, and each ship was sponsored by a
relative of the inventor for whom the
vessel was named.

L'. S. S. Destroyer Edison was launched
first, and was sponsored by Mrs. Thomas
Alva Edison, widow of the famous in-
ventor.

Twenty minutes later, U. S. S. De-
stroyer Ericsson was launched, and was
sponsored by Mrs. Ruth E. Wallgren of
Folcroft, Pennsylvania, a great-great-
grand-niece of the late John Ericsson.
Mrs. Wallgren is said to be herself a de-
signer of machinery for steamships, and
worked on the designs of the propulsion
machinery for these two destroyers.

Otie. /^eiu, *1wo. Old SUlp^

The Maritime Commission announced
on November 27 that it had invited bids
for purchase of two old vessels and one
new vessel now under construction.

The new vessel is of the C-1 shelter
deck type, of 7,500 deadweight tons, now
building at the Pusey & Jones Corpora-
tion shipyard, Wilmington, Delaware.
The two old vessels are the West Neris
and the West Hematite, of 8,556 and
8,542 deadweight tons, respectively, now
laid up at New Orleans, Louisiana.

The new vessel will be sold for the high
bid not less than the domestic cost, which
is the contract price of the vessel, $1 ,928,-
000 as adjusted, plus the cost of addi-
tional equipment furnished by the Com-
mission.

The old vessels will be solri for cash mi
an "as is, where is ' basis.

The purchaser of either or both of the
old vessels must agree to replace it or
them, either by construction or purchase,
within two years, with one new vessel of a

size, type and speed satisfactory to the
Commission. The C-1 being offered at this
time may qualify as a replacement.

The bids will be opened in Room 7856,
Department of Commerce Building,
Washington, D. C, at 1 2 : 1 5 p.m., E.S.T.,
December 17, 1940.

Bi<IUeaUed

The Maritime Commission announced
on November 29 that it has invited bids
for the construction of two marine trans-
ports.

Bids must be received before 12 o'clock
noon, December 23, 1940. They will be
publicly opened and read the same day.

Ai^ocicUed SUifiLiUide/tA.
Qet 4 Beofdatie. ^e4^de^

The U. S. Navy has awarded a contract
to the Associated Shipbuilders, Inc., of
Seattle, Washington, to build four sea-
plane tenders at a cost of $4,545,499 each,
or a total of $18,181,996.

The Associated Shipbuilders is a com-
bination of the Lake Union Dry Dock and
Machine Co. and the Puget Sound Bridge
and Dredging Co. The firm is building a
large shipyard on the Harbor Island prop-
erty of Puget Sound Bridge and Dredg-
ing Co., where a considerable equipment
incidental to shipbuilding operations was
already in place. They figure an additional
e.xpenditure of over $500,000 for build-
ings, cranes and machinery. Very re-
cently they purchased the Commercial
Boiler Works of Seattle, and are moving
that equipment to the new yard.

Six, *Je4uiz^ '^

The Lake Washington Shipyards at
Houghton, Washington, were awarded a
contract by the U. S. Navy to build si.x
seaplane tenders at a contract price of
$4,510,000, or a total of $27,060,000.
This busy fresh-water shipyard already
has under order or construction :

Four anti-submarine net tenders for the
United States Navy at $2,000,000.

One thousand anti-submarine net floats
for the I'nited States Navy at $400,000.

One large U. S. Coast anri Geodetic
Survey .ship at $1,279,000.
This makesa total in hand of $3,679,000.

The new order, therefore, gives them
$30,739,000 in Government contracts.

Alew- Cutlet- eMatnm.e.'a
Plant in San. ^^ancii^o.

On October 1 Cutler-Hammer, Inc.,
Milwaukee, Wisconsin, manufacturers of
motor control, safety switches and allied
electrical equipment, opened their new
factory, warehouse and sales office at 71 1
Potrero Avenue, San Francisco, Calif.

This new plant is a modern, one-story
structure, typical of today's factory archi-
tecture, with every facility for efficient
fabrication and production of panel
boards, switchboards, multi-breakers and
special assemblies of motor control, C-H
items which have been e.xceptionally pop-
ular on the West Coast. Distribution is
handled through four sales offices: Los
.Angeles, San Francisco, Portland and
Seattle.

The building also includes large ware-
house space with complete facilities for
stocking and handling the company's line
of electric control apparatus.

Pacific Coast sales headquarters of
Cutler-Hammer will also be located in the
new building. F. H. Oberschmidt, mana-
ger of the San Francisco office, supervises
the Seattle, Washington, and Portland,
Oregon, sales offices as well.

Production ^at, 2ie^eH4^

Production to meet transformer require-
ments under the Government's National
Defense Program has been increased at
Westinghouse Sharon Works, world's
largest plant devoted exclusively to trans-
former manufacture.

Being built in the plant at present are
500 distribution and instrument trans-
formers for Navy shipbuilding.

Among major orders affecting national
defense and being built at Sharon are
three huge electric furnace transformers,
among the largest ever built. One will sup-
ply current to an electric furnace in a steel
mill which is turning out alloys for air-
plane parts. Rated at 1 2,000 kva, it stands
14 feet high and weighs 45 tons.

The last of seven 50-ton transformers
for Bonneville Dam in Washington is
nearing completion. IMuch of the output
of this power development is expected to
be made available to manufacturers in
various lines of defense preparedness.
These transformers are 28 feet high and
are rated at 25,000 kva each. Another
power unit for defense is a 4,500-kva
transformer ordered by a furnace manu-
facturer. This unit will ultimately be in-
stalled in a steel mill for i)roduction of
[irei)arcdness materials.

PACIFIC MARINE REVIEW

Sa^ Gandiilcutd.

On Board Merchant Vessels

A set of minimum standards presented by a Committee
of the Marine Section, National Safety Council

(A) Safe Working Places

Subdivided to three Sections, viz.: ( 1 )
Deck; (2) Engine; and (3) Steward's.

Under subdivision ( 1 ) , there is to be
considered provision for safety through
the medium of:

(a) Decks clear and free of refuse, loose
dunnage, scattered gear, oil and
grease, etc.

(b) Properly-lighted decks and holds for
working at night.

(c) Proper lighting for work aloft at
night. (Rigging and dismantling
booms and radio aerials.)

(d) Proper walkways, with guard ropes,
and lighted at night, over all deck
cargo which obstructs passageways
fore and aft.

(e) Ample space, free from obstructions,
for working lifeboats and davits.

(f) Proper lighting in lazarette and shaft
alley escape.

(g) Winches on platforms above decks
and electrically operated.

(h) Weather decks free of all possible
obstructions. .\ny obstructions to be
painted white for visibility at night.

(i) Lay-out and construction to agree as
nearly as possible with requirements
of Government Inspection Bureaus.
Under Subdivision (2), as above:

(a) Proper and sufficient lighting in en-
gine rooms, fire rooms, shaft alleys,
steering engine rooms, machine
shops, refrigeration engine rooms,
dynamo rooms, etc.

(b) Ample working space and passage-
way in all of the above to permit ac-
cess to and passageway by various
machines, engines, boilers, etc.

(c) Corrugated steel deck-plates, prop-
erly secured and free from e.xcess oil
and grease.

(d) Catwalks in good repair; also steps
and handrails of all ladders (free
from oil and grease).

(e) Proper ventilation in fire rooms, en-
gine rooms, etc.

(f) Same as "i" abo%'e. (Re construc-
tion.)
Under Subdivision (3), as above:

(a) Proper and sufficient lighting in
galleys, pantries, storerooms, chill
rooms, ice boxes and on all ladders
or stairs to and from same.

(b) Proper and sufficient ventilation in
above.

( c ) Ample space in above to provide easy
access to all gear, equipment and
stores.

( d ) Roughened surface to deck of galleys
and pantries to minimize slipping
hazard.

(e) Same as "i" and "f" above. (Re con-
struction.)

(B) Safe Gear and Equipment

Subdivided to three sections, viz.: ( 1 )
Deck; (2) Engine; and (3) Steward's.

Under Subdivision (1), there is to be
considered provision for safety through
the medium of:

(a) Guarded winches.

(b) Proper, sufficient and well-marked
hatch boards.

(c) Stanchions for lines around all open
hatches.

(d) Locking devices for hatch-beams.

(e) Screens for cowl ventilators.

(f ) Proper stages with horns bolted and
countersunk.

(g) No broken or defective tools.

(h) Goggles for scaling and chipping.
Sufficient number.

(i) Guards between lifeboat davits.

(j) Standard working gear and equip-
ment. Frequently inspected. ( Blocks,
tackle, lines, etc.)

(k) Gangways, properly lighted, and
equipped with metal corrugated
treads on all steps and double man-
rope stanchions.

( 1 ) Gas masks and gas detectors.

(m) Proper guards over all deck steam-
lines.

( n ) Hand-grabs from ladders on masts to
crosstrees.

(0) Signs ^'Caution — Use Other Side"
hung at passageways fore and aft
when loading or discharging cargo
from port or starboard side only.

(p) Metal plate (demountable) between
upper gangway platform and ship's
side.

(q) Sign "Caution — Use Handrails" on
all overheads to ladders and stair-
ways.

(r) Lanyards attached to all beam-
bridles.

Under Subdivision ( 2 ) , as above :

(a) Goggles for chipping, scaling and
machine shop work.

(b) Gas masks.

(c) Permanent or demountable brackets
for stages in engine and fire rooms.

(d) First aid kits in engine rooms.

(e) Guards over, and railings around, all
moving parts of machines (dynamos,
refrigerators, etc.).

(f) Guards over all gage and water
glasses. (Shatter-proof glass for all
gages, etc.)

(g) Portable guard for changing water
glasses.

(h) Asbestos gauntlets for use in blow-
ing tubes.

(i) Standard working gear, frequently
inspected.

(j) All tools in good condition. No faulty
or mushroom heads.

(k) Guards over all emery wheels. (Shat-
ter-proof glass.)

(1) Bar around switchboard panel and
rubber mat at base.

(m) Fire extinguishers in all fire and en-
gine rooms.

Under Subdivision (3), as above:

(a) Guard bars for all galley ranges.

( b ) Guard bars for all moving machinery
parts.

(c) Alarm bells and lights to galleys from
ice boxes.

(d) Xo faulty or broken kitchen utensils.

(e) Handrails on all ladders or stairs to
ice boxes.

DECEMBER

19 4 0

59

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX FIRE INS. CO.

Commercial Hull Dept.
AUTOMOBILE INS. CO.

•

MATHEWS & L 1 V 1 N Ci S T O .X

Marine Underwriters

200 BUSH STREET • • • ■ SAN FRANCISCO

Offices at: Colman Bldg., Seattle • 111 West 7th St., Los Angeles

(f) Hooks for holding open doors of
storerooms and ice boxes.

(g) Meat hooks and bars in good condi-
tion.

( h ) Rubber mats in all baths and
showers.

(i) Proper fastenings for chairs, tables,
lounges, desks, beds, etc., in all pas-
senger quarters.

( j ) Roughened surfaces of all galley and
pantry decks.

(C) Safe Methods and Practices — Used
in the Different Types of Operations.

Subdivided into three Sections, viz.:
{ 1 ) Deck ; ( 2 ) Engine : and ( 3 ) Steward's.

Under Subdivision ( 1 ) , there is to be
considered :

(a) Goggles issued to each man when
chipping, scaling or painting.

(b) All stagings, lines, etc., inspected be-
fore use.

(c) Lashings for all portable ladders.

(d) Safet\' posters changed weekly and
prominently displayed.

(e) Safety cards in all crew's quarters
and in all staterooms.

(f) All open hatches guarded by lines
around same.

(g) Orders to all not to enter any dark-
ened spaces without flashlight in
good working condition.

(h) Orders to report immediately to su-
perior officer any and all injuries or
illnesses.

(i) "Medical Log" kept in crew's hos-
pital (on freighters) by officer in
charge of same. Notations therein of
all treatments and medications given
for entire voyage.

(j) Xo tools to be carried aloft unless
properly lashed or in a bucket.

(k) Regular and periodic inspection of
all working gear and equipment.

( 1 ) .Sneakers or soft-soled shoes not to be
worn while at work.

( m ) Safety belts for work aloft and over
the side.

Under Subdivision (2), as above:

(a) Sign on emery wheel "Use Goggles,"
and goggles in place on hook over
same.

(b) All e.xcess oil and grease to be re-
moved from handrails, steps, grat-
ings and deckplates in and to engine
room, fire rooms, shaft alleys, ma-
chine shops, ice machines and steer-
ing engine rooms.

(c) Use of portable guard when chang-
ing water glasses.

(d) .\\\ fire bricks removed from wings
and stored behind boilers or in the
lazarette.

(e) Goggles issued to all when chipping,
scaling or painting.

( f ) Orders to "Stand aside" when touch-
ing off boilers.

(g) Orders that handrails to decks be-
low are not to be slid upon when de-
scending.

(h) Guards around all open deck spaces
caused by removal of deck -plates.

(i) Heavy skid supplied for loading en-
gineer's stores through fuel port.

Under Subdivision (3 ) , as above:

(a) Use of oil, grease, gasoline or kero-
sene forbidden in lighting fires in
galleys.

(b) All faulty gear to be discarded to
avoid injuries.

(c) Galley, pantry and storeroom decks
to be kept free of refuse and grease.

(d) Orders to avoid carrying stores or
supplies of weight in e.xcess for one
man.

(e) Kitchen gear and utensils to be kept
in racks and out of the way.

(f) Safety cards in all passenger state-
rooms.

( g ) Inspection of shower heads and water
faucets in all passenger baths and
showers.

(h) Caution to passengers to avoid wear-
ing high-heeled shoes when walking
or playing games on decks.

(i) Chairs and tables secured to decks in
all dining rooms and mess rooms.

^f^ftSft

(fprtifiratc of Mfrit

Uktcrfront Smplogens^sociattau of ^an5rancisco,CaL
DUarinc aectioa <Safetp Contest

l^zz^ 5ea Stevedoring i^ivisioa

/f.>{?mt/na/ 6, 776, V-^S /w/t/n^Jlm}^

^""'""'""' y\/h^fMJl/ilt^^

Here is a well-earned merit badge and recognition of achievement in safety engineering,
of which Byron O. Pickard and his associates are justly proud

PACIFIC MARINE REVIEW

PACIFIC
MARINE

Leighton Stone of George Swett &
Company of San Francisco, on October
21st became the father of a hale and
husky son. The new arrival in the Stone
household has been christened William
Leighton Stone and we can say the proud
father, known throughout ship operating
and construction circles in the San Fran-
cisco Bay area, has been busily engaged
passing out cigars.

R. G. Roshong, Southern California
Manager of the Crane Packing Company,
has been appointed to the post of Chair-
man of the Membership Committee of
the Los Angeles Section of The Ameri-
can Society of ^Mechanical Engineers.
The section chairman is P. L. Armstrong,
and E. Kent Springer is vice-chairman.
E. M. Wagner is secretary-treasurer. The
executive committee is composed of J.
Calvin Brown, J. S. Gallagher, J. D.
Hackstaff, D. A. Lyons, J. Roy Hoffman,
C. H. Shattuck, J. A. Whitaker and R. B.
Esselman.

The San Diego committee comprises
John L. Bacon, Laurence M. Klauber,
Ed R. Prout, O. Franklin Zahn, with
Martin J. Poggi as secretary.

E. J. Bradley has been transferred
to the San Francisco offices of Matson
Navigation Company to become Assistant
Freight Traffic Manager, according to an
announcement of M. F. Cropley, Freight
Traffic Manager.

joining Matson in 1923, Mr. Brad-
ley was first assigned to the Matsnn
freight docks, then in the general freight
offices until his transfer in 1929 to New
York City as General .Agent of Matson
Navigation Company.

In 1931, Mr. Bradley was transferred
to Honolulu, where he became General
Freight -Agent for Castle and Cooke,
Ltd., Matson general agents in the Ter-
ritory of Hawaii.

In his 9 years in Honolulu, ^Mr. Brad-

Kea€ew4.

ley became widely known by manufac-
turers and shippers as one of the young-
est and most aggressive freight agents in
the Islands. His advancement to the posi-
tion of -Assistant Traffic Manager in Mat-
son's San Francisco freight headquarters
brings to Northern California an execu-
tive of wide experience in freight and
traffic management.

Captain C. S. McDowell, president
and general manager of Enterprise Foun-
dry Company and its Engine and Oil
Burner Divisions, announces the appoint-
ment of C. M. Sayre as production mana-
ger and Hal W. Forsey as controller. In
releasing this news, Captain McDowell
said, "We feel particularly fortunate in
being able to add Mr. Sayre and Mr. For-
sey to our executive staff. Our rapidly ex-
panding production facilities and person-
nel emphasize the need for the best pos-
sible executive leadership in our organi-
zation. The excellent business background
of both these men will be most helpful in
meeting the ever increasing needs of
Western industry and production."

Mr. Sayre was formerly connected with
Westinghouse Electric and Manufactur-
ing Co., where he was engaged in produc-
tion work for over eighteen years. Pre-
vious to that time he was with the Split-
dorf Electric Co. Mr. Forsey comes from
Rosenberg Bros. & Co., Oakland, where
he was office manager and controller. He
has held similar important positions with
the Mark Lally Company and the State
of California. He has also been associated
with such firms as San Joaquin Light and
Power Company, Southern California
Edison Company, Johns-Manville Com-
pany and the Bankamerica Company.

Commenting on business develop-
ments, President McDowell stated that
prospects for the future look very
bright, as all the company's lines are
benefiting from the increased business
tempo.

Mrs. Warren Lee Pierson, wife of the president
of the Import-Export Bank, sponsored the new
Moore-McCormack liner Rio Hudson, launched
Wednesday morning, November 27, in the yard
of the Sun Shipbuilding S Drydock Company,
at Chester, Pa. The Rio Hudson is the first of
four passenger and cargo liners which will be
launched by Moore-McCormack Lines during
the next three months

K. M. Walker, Marine Surveyor, at
Box 248, Point Loma Station, San Diego,
California, has announced his appoint-
ment as non-exclusive surveyor to the
American Bureau of Shipping for the port
of San Diego.

Q. C AfoAine
^efUiAitnent

John W. Belanger, in charge of Gen-
eral Electric's marine sales in the Phila-
delphia district since 1930, was appointed
assistant manager of the company's Fed-
eral and Marine department on Novem-
ber 14 by D. W. Niven, manager. The
appointment took effect immediately. Mr.
Belanger is located at Schenectady.

-A native of Bath, Maine, he has been
with General Electric since -August, 1917,
when he entered the test course at the
Lynn works after receiving his electrical
engineering training at Franklin Insti-
tute at Boston. In 1919 he was trans-
ferred to Schenectady as a student engi-
neer in the Power and Mining Depart-
ment, specializing in electric arc welding
until 1923, when he was transferred to
the Philadelphia sales office as arc weld-
ing specialist there.

DECEMBER

19 4 0

61

The Xomination Committee of the Mari-
ners Club, headed by Mr. Winslow D.
Conn, chairman, made the following re-
port for nominations of new officers for
the coming year:

For President, year 1941, Captain A. T
Hunter.

For \"ice-President, year 1941, Erik
Krag.

For Governors, 3-year term, E. J. Mac-
farlan, Thomas Short, Thomas Monroe,
C. M. LeCount.

The Nomination Committee also made
the recommendation that Walter J.
Walsh, outgoing president of the club, be
kept on the Board of Governors as legal
counsel.

The Christmas Jinks luncheon of the
Mariners Club will be held at noon on De-
cember 20, at the 365 Club, located at 365
Market Street. Tickets cost $2.50. The
sea will be very smooth to start out, but
you had better leave word at your office
that you will not be back before three
o'clock. Special entertainment will be pro-
vided, and the members will get the big-
gest value for their §2.50 that they have
ever got.

Mo^ue. AlxuU jinki, !

Mr. Bern Ue Rochie,
Pacific Marine Review,
500 Sansome
.San Francisco, Calif.
Dear Bern:

In view of the fact that there are so
many banquets during the holidays, our
Board of Governors have decided to dis-
pense with our annual Christmas banquet,
and in lieu thereof, we will hold a Christ-
mas Jinks in the form of a luncheon:

Date: Friday, Dec. 20, 1940.
Time: 8 bells ... 12 o'clock Noon.
Place: 365 Club, 365 Market Street, San
Francisco.

Repast: Roast Turkey or Fish.

Refreshments: Scotch or Bourbon high-
balls.

Entertainment: The 365 show as well as
our own.

Cost per plate: $2.50.

We would appreciate your cooperation
in making this event a success.

With kindest regards, we are
Sincerely,

Stanley Allen,

Secty.

P. S. — Vou might win a Door Prize!

On Tuesday, November 26th, the Mari-
ners Club of California enjoyed good re-
sponse to the announcement which had
been dispatched to the membership for
observing OLD TIMERS' D.-W.

The highlight of the luncheon program
was the interesting talk of .Abe Marks, a
real old-timer himself, regaling his au-
dience with "Memories of the Old Days
on the San Francisco Waterfront." .'\be
Marks, it will be recalled, was with the
Marine Exchange in San Francisco since
the age of 14 years. His address took the
form of interesting anecdotes of old-time
shipmasters and picturesque waterfront
characters of the good old days.

Presiding at this luncheon meeting was
Walter J. Walsh.

Convening from all maritime districts
of the Nation, [jrominent figures in the
.American Merchant Marine field attended
the annual ijanquet of the Society of
.\aval Architects and Marine Engineers
held in the Waldorf .\storia on Novem-
ber 14.

-Making a Hying trip from Cleveland,
Ohio, our worthy publisher James S.
Hines covered the event for Pacific

Marine Review. Publisher Jim writes us
very^enthusiastically about the grand
party which was hosted by George Cod-
rington, president of General Motors
Diesel Engine Division.

These annual parties of the popular
engine-builder are always the magnet for
fine get-togethers of maritime personali-
ties, k special room on the first floor of the
Waldorf is traditionally the "moorings"
. . . and all of the trimmings of a convivial
party are always in evidence. K represen-
tative list of shipbuilders, ship operators,
naval architects and engineers responded
to the Codrington invitation . . . and
George greeted everybody on arrival with
that good old Florida hospitality, making
one and all feel very much at home.

"It was a very cheerio gathering," re-
ports Publisher Hines. "We all look for-
ward with keen pleasure to this 'preview'
of the Naval .Architects Banquet each
year."

A'p/pxUntfne4tt

Commander K. H. Donavin announces
the appointment of Captain John M.
Hultman as Master of the Pacific Re-
publics liner City of Flint. Captain Hult-
man has been the chief officer for the past
two years of the Moore-McCormack liner
Brazil. He arrived in San Francisco with
his family recently, and took over his
command when the City of Flint arrived
from the Northwest November 30th.

Captain Hultman is not unknown on
the Pacific Coast, as he served on the
ships of the Panama Pacific Line oper-
ating in the intercoastal trade for several
years, and when the three passenger ves-
sels of that line were taken over in Sep-
tember, 1938, in the creation of the Amer-
ican Republics Line Good Neighbor
Fleet, he was made chief officer of the
liner Argentina. He made two voyages to
.South America on that ship and then
transferred to the Brazil as chief officer
and has continued in that capacity ever
since.

Captain Hultman served on the Pana-
ma Pacific liner California in 1928. That
ship has since been named the Uruguay,
of the (iood Neighi)or Fleet, so that he has
actually served in all three ships of the
Good Neighbor lieel.

62

PACIFIC MARINE REVIEW

December ■ 1940

PACIFIC MARINE REVIEW

63

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PHGIFIC mflRinE REUIEUI

Dedicated to the United States Maritime Cortimission, the
January, 1941, Edition of PACIFIC MARINE REVIEW will
survey the great progress already made — and the future
program of the Commission — for rebuilding America's mer-
chant marine. Special emphasis will be focused on Pacific
Coast Shipbuilding— the field in which PACIFIC MARINE
REVIEW is supreme!

Every effort will be made to produce a volume w^hich w^ill
long be preserved for its value and interest to America's ship
operators, shipbuilders, and the executive personnel of all
allied industries.

The publishers of PACIFIC MARINE REVIEW proudly herald this
January, 1 941 , edition as the logical and resultful medium for the Blue
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500 SANSOME STREET •

PHGIFIC mRRinE REUIEUI

SAN FRANCISCO

^leAAjLl Ojf the

United Btatei

A banner attendance was on hand at
the Comstock Room in the Palace Hotel
on Wednesday, December 4th, to sit in on
the first December meeting of the Pro-
peller Club Port of San Francisco.

President Charles L. Wheeler brought
the membership up to date on recent plans
worked out by the Board of Governors,
including the report of the Board's deci-
sion to campaign earnestly for the 1941
National Convention.

President Wheeler also outlined what is
being charted in the way of future pro-
grams for the San Francisco group.

The introduction followed of Marshall
Levis, vice president of INIarsh & McLen-
nan, prominent Pacific Coast marine in-
surance agency, who gave an exceedingly
informative and interesting paper on
Some Effects of War on Marine Insurance.

The speaker's discussion was indeed
comprehensive. "War affects ship opera-
tions and vitally influences insurance on
hulls and cargo, " he stated. An analysis
followed, detailing the manner in which
the claims are decided . . . whether as a
consequence of hostilities ... or, in line of
peaceful operation.

The full text of Speaker Levis' talk,
which will come to us after our December
closing date, will appear in the next issue.

At the meeting it was announced that
President Wheeler and Edward H. Harms
will leave immediately for New Orleans to
attend the American Merchant Marine
Conference and the National Convention
of the Propeller Clubs of the United
States.

Extending the invitation of the Port of
San Francisco, our delegates have adopted
the slogan — "Win With Wheeler. "

The November dinner and meeting of
the Propeller Club, Port of Tacoma, was
held Tuesday evening, the 26th, at the
L'niversity-L'ni(jn Club.

Immediately after the dinner, the
President called the meeting to order,
after which he brought up various mat-

ters to be discussed by the Club, among
them being the Annual Convention to be
held next month at New Orleans. The
Club will not be directly represented but
Captain Langley of the Seattle Club, as
usual, is representing both Tacoma and
Portland, as well as his own Club.

The speaker of the evening, Mr. A. B.
Comfort, was introduced to the Club
members by President Moore. Mr. Com-
fort's talk was thoroughly enjoyed by
everyone present and was in regard to
the National Association of Manufactur-
ers and the Better Understanding of Pri-
vate Enterprise program. He particularly
dwelt on the gold situation in the United
States, with special reference to the con-
centration of gold and its effect on the
future of American business.

Immediately after Mr. Comfort's ad-
dress, the general meeting was adjourned.

The members of the Board of Gover-
nors remained after the meeting, at the
request of the President, for the purpose
of appointing nominating committees to
take care of the election of officers, to be
held at next month's meeting.

The President appointed the following
to act as one committee:
Perry Moore
Beecher McKenzie
K. M. Kennell

The Board of Governors appointed a
committee as follows:

Phil Gruger
Arnaud Lefevbre
Casey Davison

Members of the Propeller Club, Port
(if Los Angeles No. 66, at their luncheon-
meeting October 30, held in the main din-
ing room of the Chamber of Commerce,
were informed by Captain Richard B.
Coffman, U.S.N., of the role Los Ange-
les Harbor will play in the event war
comes to the Pacific.

Captain Coffman, assistant comman-
dant of the Eleventh Naval District, with
headquarters in Long Beach, declared

that the Los .'\ngeles Harbor district, in
addition to serving as the most important
American fueling port, will be used as
a supply base.

"Should America be unhappily forced
into this war," Captain Coffman said,
"our commercial shipping's first task
would be to bring to our shores the vast
flow of strategic materials essential to the
National Defense, such as rubber, tin,
chromium, hemp and manganese.

"Probabilities are that the bulk of
these materials would have to be trans-
ported across the Pacific, because other
routes might be unavailable for one of
several military reasons. This port, there-
fore, would be of primary importance as
a port of discharge for this material, not
only because of its location and superior
cargo-handling facilities, but also because
the adequate transportation facilities
leading out of the Los Angeles area would
expedite the distribution of the various
cargoes to their ultimate destinations.
Likewise, the exceptional industrial po-
tential of this area would facilitate the
creation of industries locally using these
strategic materials for manufacture of
military necessities."

The meeting, one of the best attended,
was presided over by Propeller Club
President Ralph J. Chandler, resident
manager of the Matson Navigation Com-
pany. President Chandler announced the
appointment of James Adams, admiralty
attorney, as chairman of the House or
Program Committee and Fred A. Hooper,
district manager of the American-Ha-
waiian Steamship Company, as chair-
man of the Resolutions Committee.

^04/e^nMe/L P^UiJcyuuK

In a celebration marking the centenary
of regularly established steamship opera-
tion on the Pacific Ocean, steamship lead-
ers from all of the Los Angeles-Long
Beach area joined with the Propeller
Club in an evening program at Long
Beach on Tuesday evening. The meeting
was the only Pacific Coast observation of
the anniversary.

The meeting, one of the best attended
in the recent Propeller Club series, was
under the general chairmanship of Ralph
J. Chandler, resident manager of the
Matson Line. James Adams, chairman of
the house committee of the Propeller
Club, arranged the program, and Howard
Wickersham, member of the committee,
introduced the guests present and pre-
sented the speaker of the evening.

64

PACIFIC MARINE REVIEW

December

1940

PACIFIC MARINE REVIEW

65

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Details from y
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MAIN OFFICE and PLANT

LIDGERWOOD MANUFACTURING CO.

ELIZABETH, N. J.

AU- WeUed Steel
^iedelSlect^Uc ^ua

George W. Codrington, president of the
Cleveland Diesel Engine Division of
General Motors Corporation, is the lead-
ing builder and exponent in this country
of diesel-electric marine power, which is
notable for its dependability, speed and
maneuverability. In his younger days Mr.
Codrington was a marine chief engineer,
and when, on October 21, at Port Arthur,
Texas, a diesel-electric tug named in his
honor was given her trials, he donned
overalls and acted as her chief.

The George \V. Codrington is a welded
steel boat built to the requirements of the
American Bureau of Shipping, designed
by Geo. B. Drake of Xew York, and con-
structed by the Gulfport Boiler and Weld-
ing Works, Inc., of Port Arthur, Texas.
All plating and structural members in the
hull are of mild open-hearth steel, and all
steel joints in the hull are welded by the
electric metallic process.

The vessel has an overall length of 102
feet 2 inches, a molded beam of 24 feet,
and a molded draft of 12 feet 4 inches.
Her fuel capacity is 520 barrels, and her
lubricating oil capacity 400 gallons.

Complete propulsion machinery for the
George W. Codrington, including main
and auxiliary engines, electrical equip-
ment and reduction gear, was designed,
built and installed by General Motors.
The propulsion power plant is a Model
12-278, 12-cylinder, 2-cycle General
Motors diesel engine, rated 1200 bhp, 750
rpm, direct-conected to an 800-kw gener-
ator, which furnishes current for a 1000-
hp propulsion motor. The main engine

George Codrington^
Chief Engineer

OEORGEW.C0DRW4,

also drives a 24-kw exciter generator by
\'-belt connection.

The drive is through a 1000-hp reduc-
tion gear unit, 160/200 shaft rpm, with
sub-base common to gear housing and
propelling motor. The main engine oper-

Tilg's diesel-electric power plant

ates at half speed until the propeller
reaches half-speed. Higher propeller
speeds are obtained by increasing the en-
gine speed in any desired number of steps
up to full engine speed.

The auxiliary engine is a Model 3-71,
3-cylinder, 2-cycle General ^Motors diesel
engine, rated 45 hp, 1200 rpm, and direct-
connected to a 30-kw generator.

Operation of the main engine can be
controlled from the pilot house, the after
deck or the engine room.

A steering engine, controlled from the
pilot house or from the end of the main
deck house, is driven by a 7^2-hp, 125-
volt D.C. electric motor. The gypsey,
mounted to starboard of after towing
bitts, is driven by a 12j/2-hp, 125-volt
D.C. electric motor with controls on after
end of the main deck house.

Commodious, airy quarters are pro-
vided for officers and crew. Equipment
includes a Frigidaire refrigerating unit.
A spacious galley is located on the main
deck, forward of the engine room.

"Never before has the maritime industry
been presented with a more opportune oc-
casion for the discussion of its serious
problems than in the 14th Annual Con-
vention of the Propeller Club of the
United States and American Merchant
Marine Conference, to be held in New
Orleans December 8-11," declared Louis
B. Pate, General Chairman of the Con-
vention Committee, in announcing the
names of the many outstanding speakers
scheduled for the meetings. Mr. Pate is
V' ice President of the Mississippi Shipping
Company.

"There can be no doubt," said Mr.
Pate, "that those connected with the in-
dustry, and I also mean to include .Ameri-
can shippers and exporters who use the
inland water carriers to reach shipside,
are keenly aware of the situations affect-
ing their business today, as well as poten-
tial changes in the world sphere which
will be profound in their application."

Rear Admiral Emory S. Land, U.S.N.
(ret.), Chairman of the U. S. Maritime
Commission, will be the featured speaker
at the annual banquet, scheduled for the
evening of December 10. Mr. T. A. Scott,
of New York, President of the Propeller
Club of the United States, will serve as
toastmaster, and E. A. Jimison, President
of the Propeller Club of New Orleans, will
serve as Chairman.

For the American Merchant Marine
Conference, we have such outstanding
personages as Commissioner HoTvard L.
Vickery, who, as Director of the Build-
ing Program of the U. S. Maritime Com-
mission, is exceptionally well qualified to
speak on "Efficiency of the New .-Ameri-
can Merchant Marine." Charles H. C.
Pearsall, V'ice President of Atlantic. Gulf
& West Indies S. S. Lines, a past President
(jf the Propeller Club of the United States,
will speak on the subject of "Another
Eventful Year in .America's Shipping
History."

"The Building Up of Our Inland
Waterways for National Defense" will
be the subject for an address by Lach-
lan Macleay, President of the Missis-
sippi Valley Association.

Frank J. Taylor, President of the
American Merchant Marine Institute,
will speak on "The American Mer-

chant Marine and Its Relation to Na-
tional Defense."

A. T. Wood, President of the Lake
Carriers' Association, w^ill speak on
"Great Lakes Shipping and National
Defense."

Rear Admiral R. R. Waesche, Com-
mandant of the U. S. Coast Guard, will
speak on "The Coast Guard's Role in
the National Defense Program."

H. Gerrish Smith, President of the
National Council of American Ship-
builders, will speak on "The Part the
Shipbuilding Industry is Playing in the
National Defense Program."

J. Monroe Johnson, member of the
Interstate Commerce Commission, w^ill
speak on "The Transportation Act of
1940."

Roger D. Papham, Chairman of the
American-Hawaiian Steamship Com-
pany, w^ill speak on "Maritime Labor."
Jesse Saugstad, Special Adviser to
the Department of State on Maritime
Affairs, w^ill speak on "Our Merchant
Marine in WorldTrade After the War."
The sessions of the Propeller Club of
the United States will be held on Decem-
ber 9 and 1 1 , with the .American Merchant
Marine Conference on December 10.

Robert H. Fouke, Chairman of the Board
of Governors of the California Maritime
.Academy, will speak on ".America Builds
a Merchant Marine."

T. .A. Scott, of New York, President of
the Propeller Club of the United States,
will preside over the sessions of that or-
ganization. J. Lewis Luckenbach, Chair-
man of the .American Merchant Marine
Conference, will call that meeting to
order and introduce Commissioner Vick-
ery, who will serve as presiding officer.

UNITED STATES
MARITIME COMMISSION

Commander Howard L. Vickery,

member of the Commission, has accepted
an invitation to be the presiding officer of
the .American Merchant Marine Confer-
ence to be held in New Orleans, Decem-
ber 8, 9, 10 and 11.

J. Lewis Luckenbach, chairman of
the .American Bureau of Shipping and
Chairman of the Conference Committee,
extended the invitation.

GENE HOFFMAN COMPLIMENTED
Commander K. H. Donavin has just
been informed that Captain T. A.
Scott, President of the Propeller Club
of the United States, appointed James
F. Roche, director of public relations
and advertising of Moore-McCormack
Lines, New^ York, as chairman of the
Committee on Public Education for
the club. Mr. Roche, prior to his ap-
pointment as director of public rela-
tions and advertising for Moore-Mc-
Cormack Lines, was a member of the
staff of the New York Times.

Eugene F. Hoffman, publicity director
of the .American President Lines, with
headquarters at San Francisco, was named
as one of the ten members of the Com-
mittee of the Propeller Club, as well as
David Livingstone, secretary of the Edu-
cation Committee of the Los Angeles
Chamber of Commerce.

The Propeller Club of the United States
has embarked on a program of education
of .American youth in the affairs of the
merchant marine and the role that ship-
ping plays in our national life.

One of the outstanding programs in fos-
tering this interest is the "Ship .Adoption"
program throughout the L^nited States.
\'arious public schools are adopting new
ships constructed by the U. S. INIaritime
Commission. Recently some 17 schools in
Los .Angeles got behind the Propeller
Club program and adopted Mormac's new
Mormacstar. Captain E. H. Petrelius,
master of this vessel, spoke at these
schools and great interest was aroused as
a consequence.

The Kerr Steamship Company an-
nounces that on November IS, 1940,
Charles Harrington joined the organiza-
tion as Vice-President. On December 1,
1939, the Kerr Steamship Company
opened its own offices at New Orleans at
which port Mr. Harrington represented
the company for many years prior to that
date.

In his new capacity, Mr. Harrington
will manage the New Orleans office, and
also be in active supervision of all the
Gulf activities of the company.

DECEMBER

19 4 0

(Continued from Page .v )

indicated that on a ship speed of 23.6
knots, and a flow through condenser of
40,000 gallons a minute, the inlet scoop
would produce a positive head of 9.70
feet, and the outlet scoop a negative head
of — 5.26 feet, or a total head due to
scoops of 14.96 feet.

The usual method of calculating the
resistance of the system to a flow of
40.000 gpm gave a resistance head of
15.50 feet. The scoop on trials maintained
a satisfactory vacuum at the speed. These
results are very close for model experi-
ment predictions.

The authors' conclusion:

The results of the laboratory tests pre-
sented in this paper are not intended to
give the final answer on the most efficient
form of condenser scoops, but it is be-
lieved that enough data have been made
available to enable the designer to make
some improvement in the existing forms
of scoops. No equipment was available for
checking the effect of various forms of
scoops on ship resistance, as was described
by John R. Weske in the Journal oj the
American Society of Naval Engineers,
May, 1939. Much remains to be done in
developing practical designs of scoops
which will combine maximum head recov-
ery with minimum ship resistance. Until
such information is available, the authors
hope that this paper will lead to a better
understanding of flow conditions in scoops,
and will assist designers where model tests
or past practice are not available.

(10) Feed Systems for Naval Vessels
By Gf.orgk B. Emerson

In a forthcoming issue of Pacific Ma-
rine Review, we shall publish a full ab-
stract. The author sketches developments
in high-pressure steam boiler feed systems
during the last ten years, and concludes:

It is believed that the modern naval
closed feed system, employing deaerating
feed tanks, constitutes one of the major
advances of recent years in the design of
propelling machinery installations for
naval vessels and, by eliminating oxygen
contamination of boiler feed water, re-
moves one of the obstacles in the path of
increased main steam pressures and tem-
peratures.

( 1 1 ) A New Type of Power-Torque

Meter

By Wayne C. Hall

A description and an appraisal of the

value of a torque-speed meter calibrated
to give readings in shaft horsepower, and
developed by the Naval Research Lab-
oratory.

Following is author's summary:
It is to be emphasized that the power-
torque meter which was developed and
tested to indicate either shaft torque or
shaft power directly was an experimental
model. .4t the conclusion of the tests, cer-
tain difficulties still remained, but these
can be corrected.

The power-torque meter possesses cer-
tain notable advantages. The scale may be
expanded for either torque or power mea-
surements by a factor of 20 to 1 for low-
scale measurements. Both forward and
astern readings of either torque or power
may be taken with the instrument. In-
stantaneous values of torque and power
are obtained, which, because of the inertia
of the moving system of the current meter,
are averaged out over several revolutions
of the shaft. Finally, a considerable ad-
vantage in the reading of a power meter is
due to the relative steadiness of the meter
indications, since, for a given throttle
opening, the power output remains ap-
proximately constant, even though the
speed and torque vary in opposite direc-
tions.

(12) Engineering Features of the Ma-
ritime Commission's Program

By J. E. SCHMELTZER

A full abstract of this paper will be
published in January issue of Pacific Ma-
rine Review.

( 1 3 ) A Mercury-Propelled Cargo Ship

By W. L. R. Emmet

A carefully-worked-out proposal to ap-
ply the Emmet Mercury Vapor process to
the power requirements of a U. S. Mari-
time Commission standard C-3 type cargo
vessel.

As outlined and calculated, this pro-
posal would result in a saving of weight of
about nine tons, and some saving in space
and in initial cost. Under full load opera-
tion, the plant would have an overall ther-
mal efficiency of 31.1% and an overall
fuel consumption rate of 0.443 pounds per
shaft horsepower hour.

The plant would comprise two mercury
boilers delivering mercury vapor at 100
psi absolute and a temperature of 907"^ F.
to a mercury turbine which extracts from
this vapor 4,750 shaft horsepower, reduc-

ing the vapor to 1.12 psi absolute and
temperature of 466° F. This vapor ex-
hausts into a condenser-boiler wherein the
cooling water is raised to steam at 436° F.
and 365 psi absolute. This steam is super-
heated in the uptakes of the mercury
boilers, and arrives at the throttle of the
steam turbine at 350 psi absolute and
800° F. The steam turbine extracts 4,900
shaft horsepower from the steam, and ex-
hausts into the steam condenser at 1.5 psi
absolute.

The mercury turbine operates at 1,200
rpm and the steam turbine at 4,000 rpm.

The calculated fuel rate of 0.443, as
compared with the record straight steam
fate of 0.54S, would indicate a saving of
approximately 20,000 lbs. of fuel a day
on full power.

Book Heaiew-

Cable Car Days in San Francisco, by

Edgar M. Kahn; 128 pages 7 by 10
inches, with many illustrations. Pub-
lished by the Stanford University Press.
Price $3.00, net.

It is difficult to describe in words the
charm that a book like this has for its
readers. Into ten short chapters the author
packs an amazing amount and variety of
information about the development of San
Francisco and its cable car systems. The
first chapter, "San Francisco of the 'Sev-
enties," sketches in swift sentences a vivid
picture of the setting in which was laid the
groundwork for "the first cable car sys-
tem in .America." A sample sentence shows
the sure, graphic touch: "With the gold
fever in its joints, the city suffered from
growing pains."

Chapter Two covers "The Horse-Car
Period," and takes the reader back to the
fifties and traces the development of
transportation in the rapidly-growing
metropolis.

But we are not going to tell the whole
story. The author has put honest research
into the compilation of factual data, and
has marshalled that data with rare skill.
We advise you to buy your own copy, and
assure you many hours of pleasurable
reminiscence as you browse through its
fascinating text.

This book is also a work of art from the
bookmaker's viewpoint. With half tones
from many old and rare photographs, and
with two-color drawings by William
Wilkie made especially to illustrate the
text, the publishers have produced a for-
mat that any book-lover would be glad to
have in his library.

6i

PACIFIC MARINE REVIEW

December • 1940

PACIFIC MARINE REVIEW

LOOK FOR
THIS TRADE
MARK — THE
SIGN OF A
GENUINE
VIKING!

For the sake of the pump — fit the pump to the
job. That's a good rule to remember regardless
of what you're pumping. If your pumps are NOT
large enough, they're wasting time ... if your
pumps are TOO large, they're wasting both
Viking's complete Hoe of
'■stock" rotary pumps ranges from V2 GPM to
1,050 GPM. The next time you need
size pump to fit a certain size job, write, wi
or phone Viking.

WRITE FOR BULLETIN 2100-35

Pacific Coast Distributors

VIKING PUMP COMPANY-

:!0 lO S. Santa Fe Avenue, Los Angeles. Calif.

DE LAVAL PACIFIC COMPANY

61 Beale St.. San Francisco. Calif.

J E F F E R Y'S SHIP GLUE

STRONG — Keeps deck -seams fight, regordless of adverse conditions. Not of fcctcd

by hcot or cold.
EFFICIENT — Newly developed process gives even greater /lex ibility and durability
than ever!

599 Albany Street - Est. IS73- Boston.Mass.

Illii.stnition shows GARLOfK 150 spiral.
If coil furin is desired — -specify Garlo<'K
W5. If cut rings are desired — specify

W.

HY do .so many thou.saiids of engineers "i^re-
scribe" GARLOCK 1.50 Higli Pressure Packing — con.sis-
tently year after year? Becau.se tliey know from expe-
rience that GARLOCK 150 is Umgh, strong, dependable.
They know it prevents costly sluit-downs for frequent
repacking. They know it saves money. For superior per-
formance on piston rods of engines, pumps, compressors,
expansion joints, etc., against steam pressures up to300 lbs.,
standardize on GARLOCK 150.

THE GARLOCK PACKLXG CO.
PALMYRA, \. Y.

San Francisco Los Angeles

Seattle Portland

Jlite^uitunje o^ tUe OndUui^

Pumping Machinery, a twenty-page
attracti\e catalog in white, black and red,
published by the Warren Steam Pump
Company, Inc.

This firm has specialized in the manu-
facture of fine pumps exclusively for
forty-three years. Its line now includes:
single-stage centrifugal pump sizes han-
dling from 10 gpm to 5200 gpm and for

discharge pressures up to 125 psi; multi-
stage centrifugal pumps with capacities
up to 3600 gpm and for discharge pres-
sures up to 850 psi; single and duplex pis-
ton pumps up to 1600 gpm and 250 lbs.
pressure in horizontal or vertical types;
single and duplex plunger pumps to simi-
lar capacities; and steam heat vacuum
pumps.

^IteYe!* iRjO^ie to

POWELl QUAIITY

The
hich

per-

What will happen to a metal or alloy wher
subjected to intense temperature changes i:
a problem of primary importance w^hen de
aigntng valves for extraordinary servic
degree of expansion or contraction
takes place under given conditions has
thing to do with the valves' operatio
formance, and all-over economy.

One of the many pieces of quality-injecting
equipment "behind the scenes" at Powell is
this intricate laboratory trouble-shooter,
called the Dilatometer. With unfailing accu-
racy, it obtains critical points of metals w^hen
subjected to temperature and determines co-

Here's a "Big Gun" in Our Own
Preparedness Campaign, Making
Pcwell Valves Safe For Severest
Temperature Services

efficients of expansion . . . two vital factors in
anticipating the true behavior of Powell
Valves when eventually put into service on
your property.

It's just one link in a long chain of unseen
operations underlying the greater inherent
quality of these preferred products, but the
Dilatometer is one of the reasons ^'e can say
so confidently . . . "there's more to Powell
quality than meets the buyer's eye"! Won't
you give it a thought next time you're in the
market for the best valve performance money
can buy?

You need more than a photograph of the finished product to see all the
qualities that make Powell Valves uniquely able to better serve your
requirements.

THE WM. POWELL COMPANY
CINCINNATI, OHIO V^A

POWELL VALVES

All of these pumps are described and
illustrated in this catalog. Skeleton speci-
fications, dimensions and performances
are fully recorded to prove the truth of the
basic idea that Warren builds pumps to
suit the customer's requirement, whether
that be "a torrent or a trickle."

Single - Stage - Double - Suction Cen-
trifugal Pumps, Bulletin 225-1, Warren
Steam Pump Company, Inc.

.•\ si.x-page pamphlet describing and di-
mensioning Warren Type DB and DS
single-stage double-suction centrifugal
pumps. Specifications are given covering
all parts of these pumps. Tables of dimen-
sions, capacities at various heads, and
motor horsepower required are all set
forth in compact, easily-understood form.

Realwear Chrontized Piston Pumps.

This four-page bulletin published by
Warren Steam Pump Company, Inc., de-
scribes duplex reciprocating steam pumps
for boiler feed or for light pressure service
operating at 200 to 225 psi steam pressure
and discharging on the pump side at up to
200 lbs. for large sizes and up to 250 lbs.
for 6-inch size and smaller.

Diesel Marine Engines, a thirty-two-
page booklet (Form 6196) just issued by
Caterpillar Tractor Co., lists the capaci-
ties and mechanical features of each of the
eight sizes of "Caterpillar" diesel marine
engines.

Unusually complete from both a tech-
nical and application point of view, the
booklet is printed in three colors, and pro-
fusely illustrated with installation pictures
and cutaway photographs or drawings.

The first few pages of text are devoted
to a description of the design and con-
struction of the engines. The central por-
tion of the book contains three-color cut-
away photographs of each engine type,
showing the cooling and lubricating sys-
tems, and pointing out each mechanical
feature mentioned in the text. The third
section gives ratings, specifications, per-
formance charts and line dimensional
drawings for installation purposes.

Eight sizes of diesel-electric sets for
marine use are also listed, and lastly there
is a description of service facilities avail-
able to "Caterpillar" owners throughout
the world.

Flexarc Welders, Descriptive Data
26-100, a new 12-page illustrated book-
let giving valuable facts about welders
and their operation, is announced by the
Westinghouse Electric & Manufacturing
Company. Covered in the booklet are
motor- and engine-driven welders, and
bare welding generators.

70

PACIFIC MARINE REVIEW

December • 1940

PACIFIC MARINE REVIEW

71

CHAPTER XXXVIII
ON AMERICAN COMMERCE

SOYBEAN

One of the oldest crops known to man is the soybean.
Before written history, the Chinese developed the uses
of the bean for human food, but not until only a score
of years ago was the value of the plant as food for
land and animals discovered.

In the past decade the soybean has burst forth in
this country as a magic plant — the "wonder bean"
with virtually **a thousand and one" uses in agricul-
ture, industry, and the home. Led by Illinois, Indiana,
Iowa, Ohio, and North Carolina, but with acreage in
22 other states, with processing plants in additional
states as well, approximately 79,689,000 bushels of
soybeans were produced in 19 3 9, one-third of the
entire world's supply, value over $100,000,000. The
great $10,000,000 soy crop in Bessarabia, originally
planned by Germany for explosives, w^ill now^ be used
by Russia to help forestall her famine.

The soybean is valuable as a forage crop, doubly
valuable as an improver of soils deficient in nitrogen,
and even vastly more valuable in its contribution to
a better living for all Americans.

The McCormick Steamship Company annually
transports thousands of tons of soybeans and their
products. We are specially equipped to handle your
shipments too, bulk or packaged, with care and dis-
patch. Specify McCormick for your orders Westbound,
intercoastal, Pacific Coastw^ise, and to Puerto Rico.

Everything "from hay to hairpins** are now common uses for the
versatile soybean. And today competition is keen in industrial labora-
tories to discover new adaptations of this "wonder bean.**

M'Come/fW

STEAMSHIP
COMPANY

EFFICIENCY AND
OPERATING COSTS

Are largely dependent upon the quality of material in the
■wearing parts of the cylinders.

For increased engine efficiency, lo^v fuel consumption and
maintenance costs, apply liners, pistons and piston rings of
HUNT-SPILLER AIR FURNACE GUN IRON.

Steam or Diesel — H. S. G. I. parts, either rough or
finished, supplied for any type of engine.

HunT'-SpillerMfg. Gorporahon

Hunt-Spiller

3 83 Dorchester Ave. So

uth Boston, Mass

V. V('. ELLET
Prcs. *c Gen. M^r.
383 Dorchester Ave.

E. J. FULLER

Vice President

South Boston. Mass.

N. B. Robbins
1920 Clemens Rd.
Oakland, Calif.

Thos. G. Baird

^(^ California Street

KE-1I42

San Francisco

Furnace ^ ^ ^^

IRO]

Pac^ioCocAi

BASALT ROCK CO., INC.
Napa, Calif,
N^it Construction:

Eight steel open lighters; owner, Bureau of
Supplies and .\ccounts, Navv Dept., Washington,
D. C. Delivery at Mare Island. 110' x 34' x 11'3".
Contract awarded September 5, 1940.

Eight steel seagoing 1000-ton car<"i barges;
contractors, Pacilic Navy Air Bases. Delivery at
San Francisco Bay. 150' x 40' x 12'. Contract
awarded November 15. 1940.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division

(Union Plant)
San Francisco, Calif.
NeiL' Construction:

Hulls Nos. 5360-5364, five C-l cargo vessels
for U. S. Maritime Commission. 395' x 60' x
37'6"; 6400 gross tons each ; 4000 hp. Full scant-
ling steam propulsion type. Keels laid, No. 5362,
August 8, 1940; No. 5363, October 9, 1940.
Launching dates, No. 5360, .'August 6, 1940;
No. 5361, October 4, 1940.

Eighteen 2100-ton destroyers for U. S. Navy.

Two 165 0-ton destroyers for U. S. Navy.

Four 6000-ton cruisers for U. S. Na\'y.

BETHLEHEM STEEL COMPANY, INC.
Shipbuilding Division
San Pedro, Calif.
Neiv Construction:

Six 2100-ton destroyers for C S. Navy.

COMMERCIAL IRON WORKS
Portland, Ore.
New Construction:

Four anti-submarine net tenders.

CONSOLIDATED STEEL CORP., LTD.
Los Angeles, Calif.
New Construction:

Hulls Noi. 156-159, four C-l-BT, full scant-
ling, turbine propulsion cargo vessels for U. S.
Maritime Commission. Launching dates, No.
156, November 14, 1940; February 19, April 28
and July 24, 1941 ; delivery dates March 3,
June 2, September 4 and .November 4, 1941.

FELLOWS AND STEWART, INC.
Wilmington, Calif.
Conversion:

Remodeling purse seiners for U. S. Navy.

PROGRESS IN

GENERAL ENGINEERING & DRY DOCK CO.

Alameda, Calif.
Drydock and Routine Repairs:

Foy Derrick Barge, Haviside Barge No. 2,
Bundeson & Lauritzen Barge No. 2, Tug Arabs,
Lightship No. 83, Motormates; U. S. S. Dread-
naught and Eider; Lake Miraflores; Purse Sein-
ers Santa Rita, St. Joseph, Joe Di Maggio and
Solano.

HARBOR BOAT BUILDING CO.
Terminal Island, Calif.
New Construction:

Hull No, 65, tuna bait boat for Van Camp
Sea Food and Balestreri partners. Length 100',
breadth 25', depth 11'; ISO gross tons; Fair-
banks-Morse diesel, 300 hp ; 10 knots speed ;
cost $160,000. Launched October 6, 1940; de-
livery date December 1, 1940.

LAKE UNION DRY DOCK &
MACHINE WORKS
Seattle, Wash.
Conversion:

City of Newport New^s conversion to tr
port. Completion date December 23, 1940,

LAKE WASHINGTON SHIPYARDS
Houghton, Wash.
Neiv Construction:

Four anti-submarine net tenders.
1000 A. S. N. T. floats.
Coast and Geodetic Survey ship.
Six seaplane tenders for U. S. Navy.

MARE ISLAND NAVY YARD
Mare Island, Calif.
Netv Construction:

SS20}, Tuna, submarine. Launched October
2, 1940.

SS211, Gudgeon, submarine. Keel laid No-
vember 22, 1939.

ASH, Fulton, submarine tender. Keel laid
July 19, 1939.

Y044 and Y045, two fuel barges. Keel lay-
ing date, No. Y045, October 9, 1940; launching
date, No. Y044, September 17, 1940.

YSD14, seaplane wrecking derrick. Launch-
ing date November 1 , 1940.

ASI2,Sperry, submarine tender. Order placed
June 12, 1940.

SS236, Silversides, submarine. Keel laying
date -November 4, 1940.

Trigger (SS237), Wahoo (SS238) and Whale
(SS239); three submarines. Order placed June
28, 1940.

SS281 and SS282, two submarines. Order
placed September 9, 1940.

AS15 and AS16, two submarine tenders.
Order placed October 3, 1940.

Three submarine tenders, eight submarines,
two fuel barges, seaplane wrecking derrick.

MOORE DRY DOCK CO.

Oakland, Calif.
Neiv Construction:

Hull No. 196, Mormacstar, cargo vessel for

U. S. Maritime Commission. LOA 492'0", LB?
465', breadth molded 69'6", depth molded 42'6" ;
shp normal 8500, shp max. 9350; dis. 17,600
tons; deadweight 11,926 tons; steam turbine
propelled. Estimated delivery date December
31, 1940.

Hulls Nos. 197, Mormacsea, and 198, Mor-
macsun; two C-3 vessels for U. S. Maritime
Commission. LOA 492'0", LBP 465', breadth
molded 69'6", depth molded 42'6". Estimated
delivery dates January 23 and March 24, 1941.

Hull No. 199, caisson gate for Drydock No.
2, Pearl Harbor, Bureau of Yards and Docks.
150' long, 22' beam, 57' high. Keel laid August
12, 1940.

Hulls Nos. 201-203, three cargo and passen-
ger vessels for Alcoa Steamship Co. 442' x 62' x
25'; depth molded to bridge deck 41 '6"; 8500
hp; 17 knots speed; passenger carrying capacity
38. Estimated keel laying dates February 3, June
16 and September 10, 1941. Estimated delivery
dates January 1, March IS and June 1, 1942.

Three steel barges for Dravo Corporation.
110' X 34' X 11 '3" molded depth; 2 diesel-driven
generators.

OLSON & SUNDE MARINE WORKS
Seattle, Wash.
New Construction:

Two twin-scre^v speed mackerel fishing ves-
sels. 40' X 10' X 6' ; 10 tons capacity.

Boat powered with two 80-hp converted
Buick engines. Estimated speed 25 mph.

Boat powered with fwo 80-hp converted
Packard engines. Estimated speed 25 mph.

PACIFIC DRY DOCK & REPAIR CO.

Oakland, Calif.
Neif Construction:

One all-welded steel oil barge. 148' x 38' x 9' ;
300,000 gal. capacity.

THE PUGET SOUND NAVY YARD
Bremerton, Wash.
New Construction:

DD436, Monssen, destroyer. Launched May
16, 1940.

YT139, Ala. Launched November 6, 1939.

AVPIO, Barnegat, seaplane tender. Keel laid
October 27, 1939.

AVPll, Biscayne, seaplane tender. Keel laid
October 27, 1939.

AVPIO, Casco, seaplane tender. Keel laid
May 30, 1940.

AVP13, Mackinac, seaplane tender. Keel laid
May 30, 1940.

YSD15, seaplane wrecking derrick. Keel laid
September 10, 1940.

72

PACIFIC MARINE REVIEW

December • 1940

PACIFIC MARINE REVIEW

73

Come to NEW YORK

Newly crowned fashion capital of the world
, . . featuring more hit shows on Broadway
I than in many years . . . this modern metrop-
'olis invites you. Rising majestically from
the heart of New York's most beautiful
ultra-smart center, overlooking Central
Park is the Savoy-Plaza. Famous for its spa-
cious rooms, excellent cuisine, perfection
of service.

Savoy-Plaza Rates Are Reasonable

Henry A. RosI, Monoging Director
George Suler. Resident Manager

WOY-PLAZA

FIFTH AVENUE • 58th to S9th STREETS • NEW YORK

Where EXPERIENCE
counts!

CARRIER'S Marine expe-
rience counts because it is
backed by over 4,000 re-
frigeration and air condi-
tioning installations on vessels of all tonnages. On
the Pacific Coast, call upon the nearest one of our
three fully qualified Representatives listed below.

CARRIER-BRUNSWICK
E— COMPRESSORS

Complete range of sizes, choice of
refrigeronts, built to i
specificotions.

LOS ANGELES

GAY

ENGINEERING CORP.

2730 E. nth St.
ANgeles 1-1141

SAN FRANCISCO

GEO. E.
SWETT & CO.

58 Main Street
SUtter 8800

SEATTLE

CARMAC

SHIPYARDS, INC.

Foot of 28th Ave., N.W.
SUnsct 0900

Ships authorized: DD480, Halford; DD481,
Leutze; DD592-DD597, eight destroyers;
YSD18, YSD24, YSD26, four seaplane wreck-
ing derricks.

SEATTLE-TACOMA SHIPBUILDING CORP.
Seattle, Wash.

TACOMA PLANT
New Construction:

Hulls Nos. 1-2; 3, Cape Cleare; 4-5; five C-1
cargo vessels for U. S. Maritime Commission.
Single screw, lull scantling diesel propulsion type.
Two General M..-\.N. 2100-hp engines; 14 knots
speed. Keel laying date, No. 5. February 10,
1941. Launching dates. No. 3, November 30,
1940; No. 4, February 1, 1941; Xo. 5, May 1,
1941. Delivery dates. No. 1, January 1, 1941;
No. 2, February 1, 1941; No. 3, June 1, 1941;
No. 4, July 1. 1941 : No. 5, October 1, 1941.

Hulls Nos. 6-9, four C-3 cargo ships for U. S.
Maritime Commission. 465' x 69'6" x H' ; 8900
tons; S500-hp steam turbine propulsion; cost
$2,990,000.

Hulls Nos. 10-11, two C-3 shelter deck type
cargo steamers for U. S. Maritime Commission.
To be converted on completion to U. S. Navy
troop ships.

SEATTLE PLANT
New Construction:

Twenty destroyers for U. S. Navy.

WESTERN BOAT BUILDING CO., INC.
Tacoma, Wash.
New Construction:

Hull No. 144, purse seine fishing boat. 95' X
24' ; for stock. Keel laid September 10, 1940.

Hull No. 145, fishing boat. 115' X 26'. Keel
laid October 1, 1940.
Conversion:

Fishing boat Majestic conversion to naval use.

WESTERN PIPE AND STEEL CO.
South San Francisco, Calif.
New Construction:

Hulls Nos. 57-61, five C-1 cargo vessels for

L'. S. Maritime Commission. Full scantling diesel
propulsion type; single screw; two Busch-Sulzer
2100-hp engines. Keel laying date. No. 61, De-
cember 23, 1940 (est.). Launching dates, .Au-
gust 8, October 8, December 17, 1940 (est.);
February 15 and .\[)ril 22. 1941 (est.). Delivery
dates, January 16. March 17, May 16. July 15
and September 1.?, 1941.

Hulls Nos. 62-65, four C-3 cargo ships for
U. S. Maritime Commission. 492' x 69' x 42'6" ;
8900 tons; 8500-hp; steam propulsion; S2,990,-
000 each.

Atlantic, £.ake6,, (liae/ui

AMERICAN BRIDGE COMPANY
Pittsburgh, Pa.
New Construction:

Fifteen freight barges for Inland Waterways
Corp., St. Ixiuis, Mo. 280' x 48' x 11'.

THE AMERICAN SHIP BUILDING CO.
Cleveland, Ohio
Neuf Construction:

Twelve net tenders for U. S. .Navy (6 at Lo-
rain, Ohio; 6 at Cleveland, Ohio). 151'8" x
30'6" X I6'6"; diesel-clectric propulsion; con-
tract price $6357,000. Keels laid October 18, 1940.

BATH IRON WORKS
Bath, Maine

New Construction:

Hull No. 181, DD43 0, Ebcric; 162 0-ton de-
stroyer for C S. Navy. Delivery date Decem-
ber, 1940.

Hulls Nos. 182-183, DD437, Woolscy; and
DD438, Ludlow; two 1620-ton destroyers for
U. S. Navy. Delivery dates May and July, 1941.

Hulls Nos. 184-187, four cargo ships for
.\merican Export Line. 400' x 60' x 39'. Delivery
dates September and October, 1941, and .April
and June, 1942.

Hulls Nos. 188-189, DD457 and DD458,
two destroyers for U. S. Navy. Delivery dates
December, 1941, and February, 1942.

Hulls Nos. 190-195, DD449-451, 467-469,
six destroyers for U. S. Navy.

Hulls Nos. 196-206, DD507-DD517, eleven
destroyers for U. S. Navy.

Hull No. 43 69, oil tanker for Continental
Oil Co. 442' X 64' x 34'10"; 3500 hp; 8000 gross
tons.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Fore River Yard

Quincy, Mass.

New Construction:

Hull No. 1478, Massachusetts, 35,000-ton
battleship for U. S. Navy. Keel laid July 20,
1939.

Hulls Nos. 1479, San Diego; and 1480, San
Juan; two 6000-ton cruisers for U. S. Navy.
Keels laid March 27 and May 15, 1940.

Hull No. 1484, cargo vessel for U. S. Mari-
time Commission. 450' x 66' x 42'3" ; I6y2 knots;
geared turbines and water tube boilers; 14,500
tons. Launching date November 16,1 940.

Hulls Nos. 1485-1487, three tankers. 502' X
68' X 37' ; 21,000 tons. Keels laid July 1, August
7 and September 26, 1940.

Hulls Nos. 1488-1491, four tankers for Sin-
clair Refining Co. 10,700 tons dwt.

Hulls Nos. 1492-1493, two tankers for Sin-
clair Refining Co. 15,450 tons dwt.

Hulls Nos. 1494-1497, four heavy cruisers
for U. S. Navy.

Hulls Nos. 1498-1501, four light cruisers for
U. S. Navy.

Hulls Nos. 1502-1503, two light cruisers for
U. S. Navy.

Hulls Nos. 1504-1507, four heavy cruisers
for U. S. Navy.

Hulls Nos. 1508-1511, four aircraft carriers
for U. S. Navy.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Sparrows Point Yard

Sparrows Point, Md.

Neil' Construction:

Hull No. 43 3 9, Deltargentino, passenger and
cargo ship for Mississippi Shipping Co.

HullsNos. 4341, Robin Locksley; 4342-4343;
three cargo vessels for Seas Shipping Co. LO.A
4S5', LBP 450', beam 66', draft 43'. Launching
date, .\(). 4341, October 5, 1940.

Hulls Nos. 4344, James Lykes; 4345, Lips-
comb Lykes; 4346-4348; five C-1 cargo vessels.
LO.\ 417, LBP 395', beam 60', depth 37'6".
Launching dates. No. 4344, July 27, 1940; No.
4345, September 7, 1940.

Hulls Nos. 43 5 0-43 5 2, three cargo vessels
for Seas Shipping Co. 450' x 66' x 34' ; 6300 hp ;
8500 gross tons.

Hulls Nos. 4353-4356, four oil tankers for
Socony Vacuum Oil Co. 487'6" x 68' x 37';
12,000 hp; 9,800 gross tons.

Hull No. 43 57 oil tanker for Union Oil Co.
(if Calif. 442' X 63' x 34'10"; 3500 hp; 8000 gross
tons.

Hulls Nos. 4358-4359, two oil tankers for
Socony Vacuum Oil Co. 487'6" x 68' x 37';
12,000 hp; 9800 gross tons.

Hulls Nos. 4360-4361, two oil tankers for
Union Oil Co. 442' x 64' X 34'10"; 3500 hp;
8000 gross tons.

Hulls Nos. 4362-4364, three cargo and pas-
senger vessels for Mississippi Shipping Co.
465' X 65'6" X 39'9"; 8600 hp; 8300 gross tons.

Hull No. 4365, oil tanker for Richfield Oil
Co. 442' X 64' X 34'ip" ; 3500 hp ; 8000 gross tons.

Hulls Nos. 4367-43 68, two oil tankers for
Panama Transport Co. 487'6" x 68' X 37'; 7000
hp; 9X00 gross tons.

BETHLEHEM STEEL COMPANY, INC.

Shipbuilding Division

Staten Island Yard

Staten Island, N. Y.

New Construction:

Hulls Nos. 8015-8019, five C-l-B design
cargo vessels for U. S. Maritime Commission.
417'9" X 60' X 37'5". Launching dates. No. 8016,
November 2, 1940; No. 8017, January 1, 1941;
No. 8018, March IS, 1941; No. 8019, April 15,
1941. Delivery dates .April 1, June 1, .August 1
and November 1, 1941, and January 1, 1942.

Hulls Nos. 8021-8022, two destroyers for
U.S. Navy.

Hulls Nos. 8023-8032, ten destroyers for
U. S. Navv.

BOSTON NAVY YARD
Boston, Mass.
Neil' Construction:

DD433, Gwin, 1600-ton destroyer. Comple-
tion date March 1, 1941.

DD434, Meredith, 1600-ton destroyer. Com-
pletion date May 1, 1941.

DD441, Wilkes, 1600-ton destroyer. Com-
pletion date July 1, 1941.

DD442, Nicholson, 1600-ton destroyer. Com-
pletion date September 1. 1941.

DD461, 1600-ton destroyer. Completion date
February 12, 1942,

DD462, 1600-ton destroyer. Completion date
April 12, 1942.

DD472, 1600-ton destroyer. Completion date
March 1, 1943.

DD473, 1600-ton destroyer. Completion date
May 1, 1943,

DD474, 1600-ton destroyer. Completion date
July 1, 1943.

DD475, 1600-ton destroyer. Completion date
September 1, 1943.

DD476, 1600-ton destroyer. Completion date
January 1, 1943.

AVP21, Humboldt, seaplane tender. Comple-
tion date October 12, 1941.

AVP22, Matagorda, seaplane tender. Com-
pletion date December 12, 1941.

YSDll, seaplane wrecking derrick. Comple-
tion date November 1 5, 1940.

YSD20, seaplane wrecking derrick. Comple-
tion date May 1, 1941.

YSD22, seaplane wrecking derrick. Comple-
tion date January 1, 1941.

YSD2 3, seaplane wrecking derrick. Comple-
tion date March 1, 1941.

BROOKLYN NAVY YARD
Brooklyn, N. Y.
Neiv Construction:

BB 5 5, North Carolina, battleship. LBP

714'0", beam to outside armor 108'0" ; std. displ.
35,000 tons ; geared turbine engines ; express type
boilers. Contract delivery date September 1,
1941 ; estimated delivery date, October 15, 1941.

BB 61, Iowa, battleship. LOA 880", beam
108'; 4500 tons standard displacement; geared
turbines. Contract delivery date August 1, 1943.

BB 63, Missouri, battleship. LOA 880', beam
108'; 4500 tons standard displacement; geared
turbines. Order placed June 12, 1940.

IRA S. BUSHEY & SONS, INC.
Brooklyn, N. Y.
New Construction:

Hull No. 486, tug. 100'; 805-hp F-M diesel.
Hull No. 490, tug. 90' ; 80S-hp F-M diesel.
Hull No. 491, wooden drydock section for
lifthlehem Steel Co. Delivery date 150 days.
Hull No. 493, tug. 100' ; SOS-hp F-M diesel.
Hull No. 494, tug. 90' ; 80S-hp F-M diesel.

DEFOE BOAT 8: MOTOR WORKS
Bay City, Mich.
New Construction:

Hull No. 167, PC45 2, sub-chaser for U. S.

Navv. 174' long. Deliverv date Mav, 1941.

74

PACIFIC MARINE REVIEW

December • 1940

PACIFIC MARINE REVIEW

75

American President Lines

Regular, frequent and dependable
sailing schedules for Round the World and
for Transpacific services. Express-freight,
passenger and refrigerator vessels.

AMERICAN PRESIDENT LINES

NEW YORK

BOSTON

CHICAGO

311 CALIFORNIA STREET.SAN FRANCISCO ^^^^,^^^^^^'1
Offices and agents throughout the world LOS ANGELES

Specify FRANCE Metal Packing for
Marine Engine Piston and Valve Rods

Nearly half a century of experience guarantees maximum
performance at minimum expense for high, intermediate and
low pressure service.

To obtain renewals or replacements, furnish the number stami>ed
on case and diameter of rod. Write for new Catalog M-6.
Sole Authorized Representatives :

San Francisco — Herculi
ment & Rubber Co.

Street— EXbrook 2575.

Seattle — Guy M. Thompson

South Alaskan Way

Phone
& Sons.

Los Angeles — A. C. Elder, 2714

South Hill St.— PRospcct 9529.
New York City — France Packing

Co.. Rootn 107. E, 30 Church St.

— COrtlandt 7-6827.
New Orleans— R. M. Shad, 4M>

Florida Ave — Phone Galvcz 150}.

Norfolk 2.6010.

THE FRANCE PACKING COMPANY
Tocony, Phila., Penna.

Or/gina/ FRANCE

Coming toT \
Philadelphia? /E)_

i\i'\l lime, I'lijii) the e\li-ji
(iiinfiiii. liiMii'v find cuii-
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RIITENHOIISE <^t:iLJAI!E /T "^ '

L A D E L

Hulls Nos. 168-170, YT145-YT148, three
harbor tugs for I'. S. Navy. 100' long. Delivery
date February, 1941.

Hulls Nos. 171-174, four mine sweepers for

U. S. Na\-v. 220' long.

THE DRAVO CORPORATION
Engineering Works Division
Pittsburgh, Pa., and Wilmington, Del.
Neil' CoMstruction:

Hull No. 1659, welded steel oil barge for
Pacific Drv Dock & Repair Co.. San Francisco,
Calif. US'x 38' X 9'; 426 gross tons.

Hulls Nos. 1699-1701, three welded car-
floats for Pennsylvania R. R., Philadelphia, Pa.
250' X 34' X 9'1"'; 1782 gross tons.

Hulls Nos. 1 7 3 4- 1 7 3 5 , two type W-7 welded
bulk cargo barges for stock. 175' X 26' X 10'8" ;
944 gross tons.

Hulls Nos. 1740-1749, ten type W-7 welded
coal barges for stock. 175' x 26' x 10'8"; 4720
gross tons.

Hull No. 17 50, 13 00-hp twin-screw diesel
towboat for Stock. 176' x 36' x 10'; 590 gross
tons.

Hull No. 1751, 760-hp twin-screw diesel
towboat for Stock. 145' x 27' x 11'9"; 318 gross
tons.

Hulls Nos. 1732-1756, five welded steel oil
barges lor Stock. 195' x 35' x 9'9"; 2990 gross
tons.

Hulls Nos. 175 7-1759, three welded coal
barges for M. & J. Tracy, Inc., New York City.
134' X 34' X 17' ; 2301 gross tons.

Hulls Nos. 1761-1767, seven welded sand
and gravel barges, deck type, for Warner Co.,
Philadelphia. 130' x 34' x 10' ; 3164 gross tons.

Hulls Nos. 1768-177 5, three steel lighters
for V. S. Navy Dept., Washington, D. C. 110' x
34' X 11 '3"; 2672 gross tons.

Hulls Nos. 1776-1780, five covered cargo
barges for stock. 175' X 26' X 11'; 2650 gross tons.

Hulls Nos. 1781-1784, four covered cargo
barges for River Terminals Corp., New Orleans.
2612 gross tons.

Hulls Nos. 1785-1790, six sand and gravel
barges for Keystone Sand Division. 135' x 27' x
8'; 1530 gross tons.

Hulls Nos. 1791-1795, five covered cargo
barges for stock. 175' x 26' x 11'; 2650 gross tons.

Hull No. 1796, deck barge for .■\rundel Corp.,
Baltimore, Md. HO' x34' x ir3" ; 334 gross tons.

- ELECTRIC BOAT CO.
Groton, Conn.
New Construclion:

Hull No. 39, Gar (SS206). Standard displace-
ment 1475 tons. Launched November 7, 1940.

Hull No. 40, Grampus (SS207). Standard
displacement 1475 tons. Keel laid February 14,
1940.

Hull No. 41, Grayback (SS208). Standard
displacement 1475 tons. Keel laid .\pril 3, 1940.

Hull No. 42, Mackerel (SS204). Standard
displacement 800 tons. Launched September 28,
1940.

Hull No. 42, Gato (SS212). Standard dis-
placement 1500 tons. Keel laid October 5, 1940.

Hull No. 43, Grcenling (SS213). Keel laid
November 12, 1940.

Hull No. 44, Grouper (SS214). Keel laying
dale r.)ccember 28, 1940

Hulls Nos. 45 to 57 (SS2I 5-SS221 ; SS253-
SS258). Standard displacement 1500 tons.

Hulls Nos. 58-82. Standard displacement
1500 tons.

THE FEDERAL SHIPBUILDING AND
DRY DOCK COMPANY

Kearny, N. J.
Neuj Construction:

Hull No. 167, C-3 cargo vessel for U. S.
Maritime Commission. Launched November 16,
1940.

Hulls Nos. 168-169, CL51, Atlanta; and
CL52, Juneau; two 6000-ton cruisers for C S.
Navy. Keel- laid .April 22 and .\]av 27. I'MO.

Hulls Nos. 170, Edison; and 171, Ericsson;
two torpedo boat destroyers for U. S. Navy.
Launched November 2 3, 1940.

Hulls Nos. 174-176, three C-1 cargo vessels
for U. S. Maritime Commission. Keel laid, No.
176, .August 12, 1940. Launching dates, Nos.
174-175, November 2, 1940.

Hulls Nos. 179-186, eight C-2 cargo ships
for U. S. Maritime Commission.

Hulls Nos. 187-188, two cargo vessels for
Matson Navigation Co.

Hull No. 189, one tanker for Pan American
Petroleum and Transport Co. 13,000 dwt tons.

Hulls Nos. 190-19 3, four tankers for Sinclair
Refining Co. 15,000 dwt.

Hulls Nos. 194-197, four destroyers for U. S.
Navy.

Hulls Nos. 198-203, six destroyers for U. S.
Navy.

Hulls Nos. 204-205, two destroyers for U. S.
Navy.

GULF SHIPBUILDING CORP.

Chickasa^v, Ala.
New Construction:

Four 2100-ton destroyers for U. S. Navy.

GULFPORT BOILER & WELDING

WORKS, INC.

Port Arthur, Texas

New Construction:

Hulls Nos. 167-168, two diesel-electric tugs
for General Motors Corp. 100' x 24' x 12'4";
1000 shp G. M. diesel and auxiliary each. De-
livery dates, No. 167, March, 1941; No. 168,
Aprii, 1941.

Hull No. 15 7, diesel tug for U. S. Navy. 70' x
18' X 10'3"; 400-hp .Atlas diesel and auxiliary.
Delivery date December 15, 1940.

Hull No. 165, oil barge for E. Eggers Towing
& Transp. Co., Houston, Texas. 135' x 30' x 8'.
Delivered November 9, 1940.

Hull No. 166, oil barge for G. B. Zigler Co.,
Jennings, La. 205' x 40' x 10'. Delivered No-
vember 3 0, 1940.

Hull No. 169, oil barge for Edwards Trans-
portation Co., Houston, Tex. 100' x 28' x 7'.
Delivered November 2 0, 1940.

Hull No. 170, deckload barge for Brown &
Root, Houston, Tex. 80' x 24' x 5'. Delivered
November 1, 1940.

Hull No. 171, oil barge for stock. 100' x 26'
X 8'. Delivered October 15, 1940.

THE INGALLS SHIPBUILDING CORP.
Pascagoula, Miss., and Decatur, Ala.
Neiv Construction:

Hulls Nos. 253 to 256, four C-3 cargo ves-
sels. Completion dates November, 1940; and
January, March and May, 1941.

Hulls Nos. 268, 297, 298, three C-3 IN pas-
senger and cargo vessels for U. S. Lines.

One oil tanker for Husky Transit Corp.,
Minneapolis, Minn. 235' x 35' x 14'. Estimated
completion date January 3, 1941.

One derrick barge for Dunbar & Sullivan
Dredging Co., Detroit, Mich. 100' x 43' x 10'.
Completion date November 1, 1940.

Three steam turbine vessels for American-
South African Lines. 492' long, 69'6" beam;
9500 shp; 18,000 ton dis.; 19 knots speed.

Hulls Nos. 265-267, three C-3-P cargo and
passenger vessels for American-South African
Lines. 492' x 69'6"; 9500 shp; 18,000 tons dis.;
16^ knots speed. Completion dates November
15 and December 16, 1941 ; and January 15, 1942.

Hulls Nos. 283, 294-296, four C-3-S-A1
cargo vessels for U. S. Maritime Commission.
Completion dates February 17, March 29, May
Sand June 17, 1942.

Three oil barges for Tropical Oil Co. 125' x
30' X 7'. Completion date December 1, 1940.

One oil barge for Goyer Oil Co., Greenville,
Miss. 135' X 33' x 7'9". Completion date January
Iv 1941.

LEVINGSTON SHIPBUILDING CO.
Orange, Texas
New Construction:

Hull No. 15 5, tug for Higman Towing Co.
85' X 24' X 9'11"; 600-hp Cooper-Bessemer en-
gine.

Hull No. 160, tug for General Motors Corp.
85' X 22' X 9'; 800-hp General Motors engine.

Hull No. 186, tug for stock. 74' x 20' x 9';
400-hp .Atlas diesel engine.

Hulls Nos. 187-188, two tugs for River Ter-
minals Corp. 85' x 2i' X 9'6" ; 600-hp Cooper-
Bessemer engines.

Hull No. 189, oil barge for stock. 205' x 40'
X 10' ; for B grade cargo ; 13,000 bbls.

MANITOWOC SHIP BUILDING CO.
Manitowoc, Wis.
New Construction:

One steel twin-screiv carferry. 406' X 57' X
23.5'. .Approximate delivery date, January 4,
1941.

One steel twin-screw diesel towboat. 140' X
35' X 8'6". Delivery date, November, 1940.

JOHN H. MATHIS CO.

Camden, N. J.
New Construction:

Four anti-submarine net tenders for U. S.
Navy.

One bulk carrier tanker 265' long for Thos.
Bowes, N. .A.

THE NEW YORK SHIPBUILDING
CORPORATION

Camden, N. J.
New Construction:

AV4, Curtiss, seaplane tender for 11. S. Navy.
Launched .April 20, 1940.

AV5, Albemarle, seaplane tender for U. S.
Navy. Keel laid June 12, 1939.

BB57, South Dakota, battleship for U. S.
Navy. Keel laid July 5, 1939.

AR5, Vulcan, repair ship for U. S. Navy.
Keel laid December 26, 1939.

CL55, Cleveland; and CL56, Columbia; two
cruisers for U. S. Navy. Order placed March 23,
1940.

CL57 and CL58, two cruisers for U. S. Navy.
Order placed June 12, 1940.

AV7, Currituck, seaplane tender for U. S.
Navy.

CL59-CL61, three cruisers for U. S. Navy.

CB1-CB6, six cruisers for U. S. Navy.

CL76, four cruisers for U. S. Navy.

NEWPORT NEWS SHIPBUILDING 8:
DRYDOCK CO.

Ne-wport News, Va.
New Construction:

Hull No. 372, Esso Columbia, oil tanker for

Standard Oil Company of New Jersey. Gross
tonnage about 11,500 tons; LBP 525', breadth
molded 75', depth molded 39'. Launched Sep-
tember IS, 1940.

Hull No. 3 7 8, battleship 5 8, Indiana, for
U. S. Navy. Keel laid November 20, 1939.

Hulls Nos. 379-384, six single screw combi-
nation passenger and cargo vessels for U. S.
Maritime Commission. 465' x 69'6" x 42'6"
gross tonnage about 9100 tons. Keels laid. No
382, February 5, 1940; No. 383, June 10, 1940
No. 3S4, August 12, 1940. Launching dates. No
379, June 7, 1940; No. 380, August 7, 1940
No. 381, October 4, 1940.

Hull No. 385, aircraft carrier No. 8, Hornet,
for U. S. Navy. Keel laid September 25, 1939.

Hull No. 3 8 6, single-screw combination
passenger and cargo vessel for U. S. Maritime
Commission. 465' x 69'6" x 42'6" ; gross tonnage
about 9100 tons. Delivery date May, 1941.

PACIFIC MARINE REVIEW

December • 1940

PACIFIC MARINE REVIEW

77

TOUMEY

Representing
BENDIX MARINE PRODUCTS CO.

Successors to

CHAS. CORY CORPORATION

Signaling, Communicating and Lighting Equipment

PNEUMERCATOR CORPORATION (New York)

Gauges: Liquid Level, Ships Draft, Pressure,

Boiler Water Level

PLANT MILLS DIRECTION INDICATOR

AND ENGINEER'S ALARM

ELECTRIC &
ENGINEERING CO.

MARINE AND INDUSTRIAL ELECTRIC INSTALLA-
TIONS . . MARINE ELECTRIC FIXTURES . . SUPPLIES
AND REPAIRS... ARMATURE WINDING. .SEARCH-
LIGHT PROJECTORS . . . SOUND POWERED TELE-
PHONES . . . FIRE ALARM SYSTEMS

GArfield 8102

SAN FRANCISCO

115-117 Steuart St.

THE IDEAL TAFFRAIL LOG

Walker's

<^

"CHERUB" LOG
(Mark III)

^

Walker's Ship-Logs

measure the Trade

Routes of the World

Of

all Nautical Instrument Dealers

Thos.\VaIkcrf& Son, Ltd.. |

58.

OxIorJ Slr<Tt,%l<^ Birmingham. Enc

TODD > «"^

TODD SHIPYARDS CORPORATION

One Broadway, New Toik, N. T.

! ROBINS DRY DOCK AND REPAIR CO Brooklyn

TIETIEN AND LANG DRY DOCK CO Hoboken

! TODD MOBILE DRY DOCKS INC Mobile

i TODDIOHNSON DRY DOCKS INC New Orleans

TODD GALVESTON DRY DOCKS IMC Galveston

I TODD SEATTLE DRY DOCKS INC Seattle

1 TODD COMBUSTION EQUIPMENT, INC New York

' TODD OIL BURNERS, LTD . London, Eng.

' • • •

T S. Neilson, President D. S. Neilson, Vice-Pres.

Berkeley
SteelConstructionCo.Jnc.

WELDED VESSELS AND PRODUCTS
OF ALL DESCRIPTIONS

Specifications to Llovds, .-Vmerican Bureau of Shipping
'or.\.S.M.E.

Second and Cameiio Streets Berkeley, California

Phones BErkeley 1662-3-4-3

Contributing to your overhead economies!

PLYMOUTH

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PLYMOUTH CORDAGE COMPANY

NORTH PLYMOUTH • MASS

SAVE TIME and MONEY

Speed up loading and unload-
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Swing Joints and Dock Risers.
Pressure and vacuum tight.
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Never require tightening or
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Distributed by Craxe Co.

Chiksan Tool Co.

CHIKS.'\N

STYLE 60

CALIF

In tube cleaners as in everything
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experience.

ELLIOTT COM PA NY

LAGONDA TUBE CLEANER DEPT.
LIBERTY TUBE CLEANER DEPT.

Factory Soles ond Service Moinfoincd

813 RIALTO BLDG., SAN FRANCISCO

Phone SUtter 5213

Los Angeles, 1732 E. 7th St. Seattle, Wn., 414 Vonce BIdg.

Hulls Nos. 3 87-3 88, two single-screw cargo
vessels for Matron Navigation Co. 465' x 69'6" x
4.;'6": gros-s tonnage about 7,700. Keel laid, No.
5S7. August 12, 1940. Delivery dates May 25 and
July 1, 1941.

Hull No. 3 89, one single-scre'w cargo vessel
lor International Freighting Corp., Inc. 435' x
63' X 40'6" ; gross tonnage about 8,000. Delivery
date.\ugust 1, 1941.

Hulls Nos. 390-391 (CL62-CL63 ), two light
cruisers lor U. S. Na%-y.

Hulls Nos. 392-394 (CV9-CV1 1 ), three air-
craft carriers for V. S. Navy.

Hulls Nos. 395-398 (CV12-CV15), four
aircraft carriers for U. S. Na\-y.

Hulls Nos. 399-400 (CL80-CL81 ), two light
cruisers for V. S. Navv.

PORTSMOUTH NAVY YARD
Portsmouth, N. H.
New Construction:

Submarines SS201, Triton; SS202, Trout;
SS209, Grayling; SS210, Grenadier; SS205,
Marlin; SS228-SS235.

THE PUSEY & JONES CORP.
Wilmington, Del.

New Construction:

Hull No. 1074, automobile and passenger
ferry for Virginia Ferry Corp. 300' x 65' x 20';
1600 gross tons; steam Una-Flow propulsion;
3600 hp; 16 knots speed; cost Sl.000.000. De-
livery date December 30, 1940.

Hulls Nos. 107 5 and 107 6, two C-1 cargo
vessels for I'. S. Maritime Commission; 413' x
60' X 37'6" ; 5000 gross tons; turbine propulsion;
4000 hp; 14 knots speed; cost S1,92S,000. De-
livery dates January 15 and March, 1941.

Hull No. 1079, tug for Long Island R. R. Co.
105' X 24' X 12'H"; 210 gross tons; Una-Flow
steam machinery ; 800 shp ; 1 1 knots speed.
Launching date November 15, 1940; delivery
date December 16, 1940.

Hulls Nos. 1080-1081, two automobile and
passenger ferries for Delaware-New Jersey Ferry
Co. 206' X 65' X 16'; 750 gross tons; Una-Flow
steam machinery; 1400 shp; 15 mph speed.
Launching date February 1, 1941.

SUN SHIPBUILDING AND DRY DOCK

COMPANY

Chester, Pa.
New Construction:

Hulls Nos. 186-189, four C-3 single-screw

combination passenger and cargo vessels. 465' x
69'6" X 42'6" ; diesel propelled; equipped with
Sun-Doxford engines. Delivery dates May, July,
.\ugust and October, 1941.

Hull No. 19 3, one tanker for Standard Oil
Co. of Calif. 375' x 57' x 29'; 7000 dwt tons.
Delivery date December, 1940.

Hull No. 197, tanker for Standard Oil Co. of
N.J.lS.OOOdwt. Delivery date, December, 1940.

Hull No. 196, one tanker for Sun Oil Co.
18,000 tons. Delivered November 9, 1940.

Hull No. 198, one tanker for Texas Co.
13,785 tons. Delivery date December, 1940.

Hulls Nos. 199-206, eight cargo vessels for
U. S. Maritime Commission. 7500 tons. Delivery
dates June, .\ugust, October, December, 1941 ;
January, March, May, July, 1942.

Hull No. 207, diesel tanker for Panama
Transport Co. 18,000 dwt. Delivery date August,
1941.

Hulls Nos. 2 08-210, three tankers for Petro-
leum Shipping Co. 16,400 dwt; steam turbine.
Delivery dates October, December, 1941 ; Feb-
ruary, 1942.

Hull No. 211, tanker for Atlantic Refining
Co. 19,400 tons. Delivery date August, 1941.

Hull No. 212, tanker for Sun Oil Co. 18,000
tons. Delivery date June, 1941.

Hulls Nos. 213-216, four tankers for Pana-
ma Transport Co. 18,000 tons; steam turbine.
Delivery dates March, July and September,
1942; and March, 1943.

Hulls Nos. 219-220, two diesel tankers for
Panama Transport Co. 18,000 dwt. Delivery
dates March and June, 1944.

Hulls Nos. 221-222, two tankers for Key-
stone Tankship Corp. 16,400 tons; steam turbine.
Delivery dates June and July, 1942.

Hulls Nos. 223-225, three 16-knot tankers
for The Texas Co. Single-screw steam turbine;
13,285 tons dwt. Delivery dates August, Sep-
tember and October, 1942.

Hull No. 2 2 6, tanker for Kay mar Tankers,
Inc. 16,400 tons; steam turbine. Delivery date
November, 1942.

Hulls Nos. 227-228, two tankers for Seamar
Tankers, Inc. 16,400 tons; steam turbine. De-
livery dates January and February, 1943.

Hull No. 229, tanker for Atlantic Refining
Co. 19,400 tons. Delivery date September, 1941.

sels for U. S. Maritime Commission. 459' x 63' x
3r6"; 9291 dwt tons; diesel powered. Delivery
dates. No. 34, November 15, 1940; No. 35,
January, 1941 ; No. 36, February, 1941.

Hulls Nos. 37-40, four C-2 type cargo ves-
sels for U. S. Maritime Commission. 459' x 63' x
31'6"; 9291 dwt tons.

TAMPA SHIPBUILDING CO.
Tampa, Fla.

New Construction:

Hulls Nos. 34-3 6, three C-2 type cargo

A/eiu ^nd

Fairbanks-Morse has further enlarged
its well-known two-cycle heavy-duty line
of ^Iodel 35 marine diesel engines by add-
ing a 320-hp size. This eight-cylinder en-
gine is of the two-cycle, full diesel solid
injection design, and, like others of the
10 .X 1 2 J/ bore and stroke, rates at 40 hp
per cylinder at 400 rpm.

As is true of all of the Model 35 marine
diesels, the new model employs what is
termed the "backflow scavenging" prin-
ciple. This improved system of scaveng-
ing, together with a refined fuel injection
system, makes possible fuel consumptions
of .40 pounds per shaft horsepower and
lower.

The piston is of the trunk type, long in
proportion to its diameter for maximum
durability, and fitted with six compres-
sion rings and one oil scraper ring. Piston
pin bearings are of the needle roller type.

The crankshaft is drilled for pressure
lubrication. Lubrication is of the dry
sump type, and both reversible rotary lu-
bricating oil pumps are built-in at the fly-
wheel end of the engine. K shaft extension
is provided forward for power take-oiY.
Refinements such as these have been ac-
complished without adding complications.

To emphasize the many improvements
that have been made available over a
period of years to its 2-cycle 10 x 12^
Model 35 marine diesel engines, this
builder has summarized the resulting im-
proved fuel consumptions in the graph
reproduced herewith.

Fairbanks-Morse announces recent sale
and installation of five of these new 320-
hp Model 35 engines. Two of these instal-
lations are for East Coast fishing vessels,
the other three being for West Coast serv-
ice. A 90-foot combination purse seiner
and tuna boat, building at Harbor Boat
Works, Terminal Harbor, is to be powered
with this engine, as is a 96-foot purse
seiner, building at Martinolich Shipyard
at San Francisco, and a large tugboat op-
erating on the Oregon Coast.

78

MARINE REVIEW