Pacific marine review

FORM 3427 5000 1

Digitized by the Internet Archive

in 2010 with funding from

San Francisco Public Library

http://www.archive.org/details/pacificmarinerev4548paci

OUR NATIONAL DEFENSE

AND OUR NATIONAL PROSPERITY NEED
MORE PASSENGER SHIPS LIKE THESE

■r\' American ma\ well I'c proud nf the S.S. Prt-siiicnr
veland and the S.S. Pre-idcnr \\'ilvin, the two lar_L'e>t and
■St American-flaK .•ships hinlt -ince before the war.
more passenger ships ot an\ t\pe are now heiiv,' built in
United States. Construction of American -hips has
indled to seventh phice amonu' the nations of the world,
igress should recei\e full Mipport in appropriating the
ds necessar.N to encourage the huildini; and operation of a
)ng Merchant Marine essential to America's continued
sperit) and national securit\.

JANUARY 1948

AMERICAN PRESIDENT LINES

Presents:

S.S. PRESIDENT CLEVELAND

(_)nce more, the .American Flnj; in iht- Pacihc
flies above American-built and .American-
manned passenger ships, the equal in quality,
lieauty and luxury of any ship aHoat.

Built in Alameda

The President Cleveland xsas built .,ii the West
Coast in the Bethlchem-.Alameda shipyard, in
San Francisco Bay, where, also, her sister-ship,
the President Wilson, is now nearing comple-
tion. These two superb ships inaugurate a new
era of Pacific-Orient luxury travel.

Maiden Voyage December 27th

Sailing from San Francisco Deccinher 27th, the
S.S. President Cleveland provides new fast
schedules between San Francisco, Honolulu,
^"okohama, Shanghai, Hong Kong, Manila.

S.S

PRESIDENT CLEVELAND

*S.S. PRESIDENT WILSON |

The East

Bay may

proudly claim these superb

ships, completely

built in the Bethlehem-

Alameda

shipyard

They provide every modern

luxury fo

sea-trav

el.

F YOU

LIKE STATISTICS

DIsplacer

nent

23,500 Tons

Gross

15,359 Tons

Passenqe

s

550

Length

610 feet

75 feet i Inches

Speed (rr

ax.)

21 knots

Speed (c

uislng)

19 knots

Engines

20,000 H.P. turbo
electric drive

E<press-c

arqo spa

e 4.500 Tons

Cruising

anqe

17,400 miles

•Sailing

rom San

Francisco approximately

May 1.

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TABLE OF CONTENTS JANUARY. 1948

The Gateway to the Orient By T. Douglas MacMuUcn r^ Lj. ^

President Cleveland — America's Most Modern Liner

Cleveland Crew Sp)ecially Trained

President Cleveland Inclining Tests By Emmet Jones .

The President Cleveland Interiors, Home Comfort at Sea
High Pressure and High Temperature Steam in Naval and Merchant Vessels

(Part I)

With the Naval Architects and Marine Engineers

Heavy Duty Chain Drives for Marine Propulsion By N. C. Bremer .

Development of Ship Forms (Part II) By William A. Baker

Proposed European Recovery Program — The Marshall Plan

With the Port Engineers

Port Engineer of the Month, Fred Cordes in L. A. .

Port Engineer of the Month, Ed S. Graff in S. F

Pacific World Trade .... ......

Admiralty Decisions By Harold S. Dohbs

The Longshoremen's and Harbor Workers' Act ....

Marine Insurance

The London Letter .........

Coast Commercial Craft

Tuna Clipper Safety Requirements By David Dickie .

G. M. Diesels Crack the Crab Fleet

Steady As You Go! "The Skipper"

The Earth's Magnetism and Its Effect on the Ship and Compass

Your Problems Answered By "The Chief"

"Chalk Talks" on Applied Mathematics

Running Lights ......••-.

News Flashes .......•••

Keep Posted ........••■

96

101

102

103
104

105

107
109
114
120

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M sm m mmun^x CIFIC MARINE REVIEW

THE mm\ TO TH[ ORIEi^T

1 S WITH STATISTICS, it often happens that some one item is taken from a speech or re-
port and glamorized to tiie point of ridiculousness. So it is with a spot presumption of his
own by a prominent ship operating official, wliich, he went on to say was no longer true. It
had to do with the Pacific Coast's position as the gateway to the Orient.

Almost any set of figures can be misleading. For instance statistics would lead us to be-
lieve that the principal exporting of citrus fruits is not from Southern California, nor Texas,
nor Florida. It is from Detroit. Some statistical tables credit the last port of call with the en-
tire cargo of a ship. Some call bunker fuel an export item — even when taken by a Navy
vessel. In some ports only cargo that moves across a pier is included in export figures; if
loaded from a barge it is credited to the barge's home port. The boys who break down statis-
tical figures to prove some point of criticism should give a thought to Longfellow's "all your
danger is in discord."

The Gateway to the Orient is the Pacific Coast and its ports. As with a farm or a home,
there may be hack gateways, but the gates that are tagged with address labels are out in front.
There can be more discord — more real damage to the Pacific Coast — created in world markets
by attempts to remove the "Gateways" label from its ports than can be overcome by years of
good public relations and the establishment of foreign trade zones.

Comparing one month with another, or o ne year with another, is not fair. Conditions
may be abnormal, or subnormal, at one time or another and the statistics boys who do not un-
derstand will be lead astray. And deliberately excluding Army and Navy cargo and also tank-
er cargo, both of which are major Pacific Coast groupings, in order to prove a point, give those
who live by statistics a field day. Pacific areas now served by Army and Navy are not temporary.
They will continue to be served by some one. Japan and China are low for the time being
but will come back as a strong factor in Pacific Coast cargo movement. When they do, and
when surplus war goods in the Pacific are absorbed, and when export restrictions are equal-
ized with shippers who are nearer to Washington, and when Pacific Coast operators have their
fleets restored, and when intercoastal services bring more export and import traffic to Pacific
Coast ports, comparisons with prewar will be less odious.

It is all very well to fight influences that would attract traffic to less logical shores, but
let us not mislead our people. The Pacific Coast has problems that are common to all fight-
ing frontiers. We are after the best and the most and have never been known to accept medi-
ocrity as an ideal.

JANUARY • 1948 Page 41

.wf-

'.-.Jt-'-t--

BETHLEHEM-ALAMEDA SHIPYARDS, INC., have
good reason to feel proud of their latest product
(P2-SE2-R3) the SS President Cleveland. In construc-
tion, machinery, outfitting, furnishings, and interior deco-
ration, she is a first-class vessel, built to the highest
standards, and capable of maintaining the most exacting
schedules in the long run to the Orient.

And Bethlehem-Alameda is proud. Say to any employee
of the Alameda yard, from the office boy to the general
manager, "This is a good ship," and the answer snaps
back, "That's the only kind of ship that Bethlehem knows
how to build! '

President Cleveland is the largest passenger vessel ever
built in a Pacific Coast yard, and the largest built in any
American yard since the Atnerica in 1939. Her principal
characteristics are shown in the box herewith. She was
built to the very high standards set by law and regulation
for American passenger vessels and conforms with all
the applicable rules of the following shipping and ship-
building regulatory bodies:

1. American Bureau of Shipping.

2. U. S. Coast Guard: Division of Inspection and
Navigation.

3. International Load Line Convention.

4. U. S. Public Health Service for Inspection and
Certification of Vessel Sanitation.

5. International Convention for Safety of Life at Sea.

6. Senate Report No. 184.

7. U. S. Customs Admeasurement.

8. Panama Canal Regulations.

9. Suez Canal Certificate.

The Trials
To the several hundred persons converging toward
this vessel in the early hours of December 10 at the out-
fitting dock of the yard, she presented a beautiful flood-
lighted profile against the dark pre-dawn sky. On her
official trials that day she behaved like a well-trained
thoroughbred and met all the specified results with a
good margin to spare. These tests included: a gradual
work-up from 80 RPM of the propellers to 110 RPM
in 10 RPM increases at half-hour intervals; crash back
from 1 10 RPM ahead to 90 RPM astern; crash ahead

JANUARY • I 948

from 90 RPM astern to 110 RPM ahead; four-hour
economy run at 120 RPM 18000 SHP; and one hour
maximum power run at 124 RPM corresponding to
20,000 SHP. The results of these tests are recorded in
Table I.

The fuel economy figures in Table I need a little ex-
planation. Under identical conditions of operation, the
fuel economy for normal power would be slightly better
than that for maximum power. On these trials when con-
ducting the four-hour economy test, a number of auxil-
iaries such as the two big low pressure evaporators are
required to be in operation, thus considerably increasing
the auxiliary use of steam. On the maximum power run,

SHIPBUILDERS OF THE WEST -

THERE ARE HBEnER!

Left, W
Bethlehe
Thomas

Miller Laughton. Pacific Coast General Manager,
1 Steel Company's Shipbuilding Division; right,
;. Ingersoll, Manager. Bethlehem's Bay Area Yards.

Page 43

?t^^

Rail birds, watching the

only those auxiliaries necessary to normal ship opera-
tion are required and the auxiliary steam consumption is
much lower. In this ship an additional very slight ad-
vantage is gained for the maximum power test in that
rhe steam has a slightly higher heat content as it reaches
the turbine than it has at the normal output from the
boilers.

Some Trial Results

Diameter of turnmg circle — 700 yards approx.

Head reach — 2940' ahead

Stern reach — 1000' astern

Time till dead in water ahead .i min. 30 sec.

Time till dead in water astern 2 min. 10 sec.

From full ahead at 128 RPM to 90 RPM astern
5 min. 19 sec.

From full astern at 90 RPM to full ahead at 126
RPM 14 min. 26 sec.

From full ahead at 128 RPM to 0 RPM 1 min. 17
sec.

From 90 RPM astern to 0 RPM 20 V2 sec.

Estimated speed on economy run — 22 knots

Maximum power developed — 20460 SHP

RPM aver, both shafts— 122.9

Corresponding fuel SHP hour, all purposes,
aver, both engine rooms .609 lbs.

Normal power economy run SHP — 18,230

RPM aver, both shafts 119.5

Fuel SHP hour, all purposes, aver, both engine
rooms — 0.623 lbs.

TABLE 1

When she steamed out through the Golden Gate,
December 27, on her maiden voyage, she was equipped
and stocked in most complete fashion to take care of
the 550 passengers aboard for the round trip scheduled
to arrive back at San Francisco 8:00 a.m., February 9,
and timed as follows:

ARRIVE

Honolulu

6 a.m.

Jan.

I

Manila

6 a.m.

Jan.

13

Hongkong

6 a.m.

Jan.

18

Shanghai

Tide

Jan.

22

Yokohama

Tide

Jan.

27

Honolulu

8 a.m.

Feb.

4

San Francisco

8 a.m.

Feb.

9

DEPART

San Francisco

Noon

Dec.

27

Honolulu

Midnt

Jan.

1

Manila

6 p.m.

Jan.

16

Hongkong

Tide

Jan.

20

Shanghai

Tide

Jan.

24

Yokohama

5 p.m.

Jan.

27

Honolulu

8 p.m.

Feb.

4

Master of the Clevela-nd on this trip is that "grand
old sea dog" Commodore Henry Nelson, formerly skip-
per of the President Coolidge and one of the most
colorful and best-loved veterans of Pacific Ocean navi-
gation. Other officers include: Fred Jennings, chief en-
gineer; Edward A. Seeley, chief purser; Samuel A.
Agnew, chief steward; Herman L. Schurtz, chef, former
chef on SS Leviathan.

American President Lines visualizes a fleet of four
identical liners in their oriental service. SS President
Wilsoft, sister to the SS President Cleveland and now

Principal Characteristics of
President Cleveland

Length OveraU 608' 5%"

32 Ft. Waterline 593' 2 "

29 Ft. Waterline 590' 0 "

Bet. Perpendiculars 573' 0 "

Beam molded 75' 6 "

Draft subdivision 30' 0 "

Draft scantling .. 32' 0 "

Normal Shaft Horsepower 18,000

Sustained Sea Speed 19 knots

Depth Molded Promenade Deck. ...61' 6 "
Height Upper Deck to Promenade

Deck 9' 0 "

A Deck to Upper Deck _ 9' 0 " at side

B Deck to A Deck 9' 0 "

" C Deck to B Deck 8' 6 "

Crew including spares 352

Passengers (about) 550

Lightweight of ship including 700 tons

fixed ballast 12,424 tons

Deadweight in long tons —

Stores, passenger, crew and effects,

and pools 545

Freshwater 388

Fuel oil 4,343

Cargo oil .. 762

Cargo oil heating water 114

Refrigerated cargo 500 @ 70 cf/ton

General cargo 4,431

Total deadweight 11,083 tons

Total displacement at 30'-l%" draft.. ..23, 507 tons

nearing completion at Bethlehem-Alameda Shipyard,
will be ready sometime this spring. When she is on the
run, SS General M. C. Meigs and SS General W. H.
Gordon will be taken out of service and converted to

Page 44

PACIFIC MARINE REVIEW

luxury class passenger liners similar to the CJcieLind.

American President Lines is also at present planning
to build live new specially designed vessels for their
Round-the- World service — the V-2()00. They hope to
have these vessels in operation some time in 1949. In
the words of President Killion of APL, "With revised
and faster schedules, luxury passenger accommodations,
and most modern cargo-handling facilities, this lleet now
in the process of organization, will raise new and higher
standards m transpacific and round-the-world transpor-
tation services."

A passenger liner is a first-class hotel afloat and self-
contained. All her services must be maintained with a
very high degree of reliability through her own ma-
chinery. In addition she must be able to move herself
on definite schedules from one port to another, almost
regardless of weather. She is therefore one of the most
complicated structures devised by the mind of man and
her functioning is dependent on a great number and
great variety of mechanisms. These together with the
furnishings and equipment give work to a great many
artisans who are scattered all over the nation and who
in many cases may never have seen a shipyard or even
have seen salt water. The cost of a vessel is distributed
over the whole country for labor and materials, to a
greater degree than is true in any other mdustry. A par-

Top picture, left to right:
, Ar1(\ur Poole. Vice Presi-
dent and Treasurer of APL;
James L. Bates, Director of
Technical Division, Maritime
Commission; George G.
Sharp, Naval Architect; W.
Miller Laughton. General
Manager of Pacific Coast
Bethlehem Yards; E. Russell
Lull, Exec. Vice President
of APL; Henry Frick, Con-
sultant.

Bottom picture, left to
right: Tom Ingersoll, Man-
ager of Bethlehem's Bay
Area Yards; Tom Cokely,
Vice President and Operat-
ing Manager of APL; Fred
Doelfeer of W. R. Grace &
Co.; Captain Perch, Assist-
ant Operating Manager of
APL; William Warren, Prin-
cipal Surveyor of American
Bureau; Alexander J. Dickie,
Consulting Editor, Pacific
Marine Review.

Wake of the Cleveland du
ing steering tests.

JANUARY • 1941

■"age

45

PROPULSION

1. The

Distiller Flat. Two Bethlehem Iom

pressure type

distill

irs (one in each engine room) have a combined

capac

fy to produce 80,000 gallons a

day of good

frash

water. 2. The Cochrane deaera

ing feedwater

heater

raises the condensate 240° F. a

d removes all

entrai

led gases. 3. One of two Genera

Electric main

turbin

B generating sets, each of whi

ch supplies a

norma

9000 shp to one of the propulsion motors.

4. This

Worthington centrifugal main cir

culating pump

drives

the cooling water through the co

ndenser tubes.

5. Fou

r General Electric steam-turbo a

uxiliary gener-

atinq

sets provide electric power for

light, cooking

and a

uxiliary machinery.

Page 46

PACIFIC MARINE REVIEW

Mmm\

k. One of the two General Electric ?000 stip propulsion
motors. View looking forward from thrust block.
7. Firing alley in one of the two engine rooms featur-
ing the boiler fronts of the Combustion Engineering
boilers with their Todd burners and the Hagan auto-
matic control board. 8. Then engineers desk, engine
telegrapn and main turbo generator control board
in one of the two engine rooms. 9. Part of a General
Electric main switchboard, dead front type.

JANUARY • I 948

Page 47

IVavigating [puipment and Steering Gear

Top; Radar mast. Second row: Left— Chart room, radio d!rect!(
finder at extreme left; Right— Wheel house looking aft. Third
Left — Steering gear, forward end; Right — Steering gear, after end.
Bottom row: Left — Loran; center — Gyro room; right — G. E. Electronic
Navigator (radar).

Page 48

PACIFIC MARINE REVIEW

rial list of vendors supplying the President Cleveland
indicates that it comes from 15 states, 5 of which are
middle western states.

Hull Design and Construction

The basic hull design of these vessels was evolved by
the U. S. Maritime Commission, Technical Division, and
altered by the Navy. All passenger accommodation and
crew space arrangement and interior decoration design
was produced by George G. Sharp, Naval Architect,
New York. All joiner work, furnishing and interior deco-
ration were installed and erected by the Aetna Marine
Corporation.

The hull is of combined riveted and welded steel con-
struction with a curved stem, a cruiser stern, and with
three complete decks and a partial deck. These decks are
designated A, B, C, and D. Above these are: an upper
deck extending from the stem almost to the stern; a
promenade deck extending from the stem to frame 168;
a boat deck covering the midship house; and a navigating
bridge deck. The midship house above the boat deck is of

Top; Music and broad-
cast room. Center
Left— Watertight d
way with watertight
door half-closed; right
— Automatic telephone
exchange and steward's
call board. Bottom
Left— Fire control
room showing CO2
panel and watertight
doors panel; right —
Radio room.

Page 49

riveted aluminum construction which saves some 75
tons in weight at a position where weight saving is im-
portant. This use of aluminum is new in merchant ship
construction although the Navy has used this metal on
the superstructures of destroyers and cruisers with very
satisfactory service results. In this work all rivet holes
are drilled or punched to a diameter l/16th inch less
than that of the rivet. After assembly and packing, with
every third hole bolted, the holes are reamed to a diameter
l/32d inch larger than the rivet. Up to and including
3/8" diameter the rivets are driven and set up cold.
Above 3/8" diameter they are driven hot.

All decks above A deck have both camber and sheer,
A deck has sheer but no camber, decks below A have no
camber and no sheer. As has been usual for some years
in American passenger liners of this type, the promenade
deck, in way of the house amidships, projects about 2
feet outboard from the hull, port and starboard. This
serves the purpose of helping to keep boats clear of hull
when lowering and allows the installation of flood lights
under this overhang to illuminate the sea. It gives, of
course, a wider promenade which is a decided advantage
for passenger recreation and loafing space.

Several of the weather decks in the way of passenger
accommodations are covered with Oregon pine deckmg
2%" thick and 4^/^" wide. Margin strakes on these
decks are of teak 2%" thick and the pine timbers are
carefully nibbed into the teak at curved sections of the
ship and around all deck fittings. Deck timbers were
laid over a coating of Dex-O-Tex, a corrosion-prevention

composition manufactured by Crossfield Products Corp.,
of Los Angeles, and all seams caulked with two strands of
cotton and one of oakum payed over with marine glue.

It is an interesting sidelight on the widespread bene-
fits of shipbuilding that the grommets used to make a
watertight seal under the nuts used to hold the wooden
decks to aluminum or steel decks on these vessels are
procured from California Blind Craft, Inc. Steel studs
are welded to the steel decks and aluminum studs to the
aluminum decks. Highest grade Oregon pine decking is
drilled and counterbored to receive these studs, and the
nut with washer and grommet is screwed down onto
the stud in the counterbore. Nelson automatic welding
guns were used to fasten studs to decks. All counter
sinks were carefully stopped with an Oregon pine plug
set in white lead and carefully chosen to harmonize
with the grain in the adjacent timber. This work was all
done by Builders Wood Flooring Company, Inc., of New
York, who also furnished and installed all the wood
railing on the vessel.

Provisions for air conditioning and ventilating are
very complete. Air conditioning is provided: for all
cabin and tourist class passenger staterooms; for a num-
ber of ship's officers staterooms and oflSces; for all mess
rooms; for tourist and cabin class dining rooms; the
library, waiting room, writing room, and shops; and for
tourist, cabin, and officers' lounge rooms. Mechanical
ventilation is provided for practically all the enclosed
spaces on the ship. In general the air supply to all un-
cooled space is required to equal 30 cubic feet per

Fige 50

PACIFIC MARINE REVIEW

minute for each occupant. In unoccupied spaces the air
change varies from a complete change every two minutes
in the battery room to a change every 30 minutes in dry
cargo spaces, air supply to be for the gross cubic measure
without benefit of deductions for furniture or other con-
tents and no space to receive less than 25 cfm. Air condi-
tioning machinery is supplied by the Carrier Corpora-
tion and the ventilating and air conditioning systems

REFRIGERATION m AIR mmmm

Top row: Left — State
room air conditioning
unit; right— Wl
Canter row: Left— Ship's
right— Car-
go reefer room. Bottom
row: Left — Ship's
reefer machinery
center — George Hoef-
ner, asst. operating en-
gineer at Bethlehem-
Alameda, and Hart
Livingston, asst. ma-
chinery superintendent,
also of Bethtehem-Ala-
meda. at main control
board for the Carrier
Air conditioning equip-

I

JANUARY • I 941

Page 51

are equipped with llg fans. Air conditioning systems are
served by heaters and cooling coils supplied by McQuay,
Inc.

Deck Equipment

On the boat deck there are installed under aluminum
gravity type davits 10 lifeboats as follows:

Four — 36' 6" by 11' 9" by 5' .V, 135 person lifeboat
hand propelled;

Two — 36' 6" by ir 9" by 5' 3", 105 person life-
boats motor propelled, and radio equipped;

Two — 26' 8" by 8' 3%" by 3' 71/4", 46 person life-
boats; and

Two — 26' 8" by 8' 3%" by 3' IVa" , 46 person rescue
boats oar propelled.

The total person capacity here is 934, or more than
enough to take care of the full complement of 890
passengers and crew.

Each pair of davits is served by an electric winch of
capacity for hoisting the fully loaded boat safely at 20
fpm and for safely lowering at 100 fpm In addition to
the lifeboats there are sufficient life rafts carried to take
care of 25 per cent of the total personnel. These rafts
may be launched over the side or will float free in the
case of sinking of the vessel. A life preserver for every
person aboard and 18 life buoys are also carried for
emergencies. All of the boats, davits and winches were
supplied by Welin Davit and Boat Corp. All of the boats
except the after pair are handled and passengers em-
barked from the Boat Deck. In the case of the after pair
of boats they are handled from the Boat Deck and pas-
sengers embarked from the promenade deck.

The electric drive Lidgerwood windlass is mounted
forward on the promenade deck and is of the horizontal
shaft, double wildcat, double gypsy type, the entire as-
sembly including electric motor being installed above the
weather deck. This equipment is capable of hoisting two
stockless cast steel anchors each weighing 15,575 lbs. and
two 165 fathom lengths of 2%" NACO steel stud link
chain, each weighing 11,630 lbs. at a rate not less than
30 fpm. Either gypsy head must have a line pull of 20,000
lbs. at a speed of 30 fpm. and a no load speed of not less
than 75 fpm. The motor for this windlass is rated 125 hp
230 volts, approximately 600 rpm.

The steering gear is of the Lidgerwood hydro-electric
double ram four cylinder Rapson slide type, located di-
rectly over the rudder on "C deck. It is capable of mov-
ing the rudder from hard over to hard over (70° ) in less
than 30 seconds when the ship is going ahead at a speed
corresponding to the maximum designed shaft hp and at
full load draft and in less than 60 seconds when going
astern at 40 per cent of the maximum shaft horsepower.
The rudder may be independently operated by either
ram. The maximum working pressure ahead or astern
must never exceed 1500 psi. The hydraulic pumps for
these gears are in duplicate, each pump having capacity
to handle the gear. Each pump is driven by a 50 hp 440
volt A.C., 3 phase 60 cycle motor operating at 1800 rpm.
These motors may be controlled from four steering sta-
tions: a pair of trick wheels in the steering gear room;
a mechanically connected after deck steering wheel sta-
tion; the standard station in the pilot house; and a sta-
tion on the pilot house top. At the last two the control

is by hydraulic telemotor connection for manual steering,
and by Gyro Pilot system for automatic holding to the
course. Suitable switch-over arrangements prevent any
interference between the steering systems.

Ten single drum and six double drum electric drive
winches, of double reduction gear type are provided for
cargo handling at the six hatches. These winches are
driven by 50 hp d. c, 600 rpm, 230 volt motors, and are
capable of handling: IV2 tons at 290 fpm; 3 tons at 220
fpm; and 10 tons at 56 fpm. They were manufactured by
Lake Shore Engineering Co. with motors and controls by
Westinghouse.

Two 24 inch vertical Lidgerwood capstans driven by
35 hp, 230 volt d. c. motors through gearing are each
capable of exerting a 20,000 pound pull at 30 fpm on
warping or other hawsers. Motor and gearing are installed
on deck below.

An interesting advance in the design of cargo handling
machinery is the Lake Shore Engineering Co. side port
loading-discharging crane for hatch No. 4 which tops on
"A" deck. Two bridges each carrying one trolley and each
capable of handling V-h tons safely are installed for ath-
wartship travel in unison. The travel of the bridges is
served by a 10 hp motor; the travel of the trolleys by a
15 hp motor, and the hoist drums are operated by a 50
hp motor. The bridges at the limit of their travel have
sufficient outboard projection to give the trolley 1 5 feet
clearance from ship's side.

Another interesting item of cargo handling equip-
ment is a pair of portable cargo oil pumps supplied by
the Waterous Company. These are of the rotary type
with herringbone reduction gears driven by Westing-
house 30 hp, 1800 rpm motors and each pump will dis-
charge 350 gpm against 100 psi with 440 rpm of the
pump rotors. These pumps are handled by three electric
motor drive whip type hoists each with a capacity for
lifting two tons at 25 fpm.

Two elevators by Otis are installed, one for passengers
and one for baggage each capable of lifting 2000 lbs. at
100 fpm. The passenger cage travels from "B" deck to
the promenade deck and the baggage elevator from "C"
deck to the upper deck.

Navigating Equipment

The pilot house, navigating bridges and pilot house
top are equipped with all the most modern devices for
making navigation simple and safe.

Gyrocompass system includes one Sperry Mark XIV
master gyrocompass and eight repeaters mounted and
located as follows: steering type repeater on gyro pilot
control stand in wheelhouse; steering type repeater on
column stand on wheelhouse top; bearing type repeater
on column stand at after steering station; bearing type
repeater on column stand, port and starboard on bridge
wings; bearing type repeater bulkhead mounted in mas-
ter's office; steering type repeater bulkhead mounted in
steering room; and repeater mounted in radio direction
finder. An automatic course recorder of the gyrocompass
repeater type in the chart room keeps accurate records
of all courses.

A Sperry gyro-pilot system provides complete and in-

Page 52

PAG! FIC MARINE REVIEW

dependent electric telemotoring for eitlier manual or
automatic control of the stroke of the main steering gear
pumps. The control unit of this system is mounted in the
wheelhouse.

A Submarine Signal Co. echo depth sounder provides
visual and recorded reading of the depth of water under
keel. This instrument has a range of from three fathoms
up and its readings are accurate within 2 per cent.

Two systems of sound powered telephones are used.
System A keeps the wheel house in communication with:
the wheelhouse top; the chart room; the forecastle head;
the crow's nest; the captain's office; the radio room; the
stern capstan; the steering gear room; and the after

Passenger Service
Shops

I. Washing section of ship's laun
dry. 2. Gymnasium. 3. Tailor'
shop. 4. Dog kennel. 5. Barbe
shop. 6. Beauty shop. 7. Flowe

Steering station. System B connects the wheelhouse with:
the foreward engine room operating station; the after
motor room; the Chief Engineer's office; the emergency
generator room; the steering gear room; and the electric
distribution room. Voice tubes connect the wheelhouse
with the radio room, the wheelhouse top, the master
gyro room, and the captain's stateroom.

Port and starboard propeller shaft revolution indica-
tors indicate the rpm and direction of rotation of each
propeller. A waterproof mechanical seven digit counter
and electrical transmitter are installed on each shaft and

JANUARY • 194

waterproof electrical indicators: at each engine control
stand; on forward bulkhead above windows in the wheel-
house; and in the chief engineer's office.

A Navy standard magnetic compass with complete azi-
muth circle is mounted on top of wheelhouse; a standard
magnetic steering compass and binnacle in the wheel-
house; and a standard magnetic steering compass at the
steering station aft.

The Electronic Navigator, General Electric 's equipment
for radar navigation, is installed so that regardless of
visibility the navigating officer is able to detect visually
any approaching vessel or other floating object and any
landfall in ample time to avoid collision or stranding.

The radio direction finder is the latest model of the
Radiomarine Corporation of America and is located in
the chart room.

A Leslie Tyfon whistle and whistle control with con-
trol stations in the wheelhouse and on the navigating
bridge, port and starboard, is arranged for both electric
and manual operation.

The ship's radio telegraph and telephone installation
was supplied by R.M.C.A. and consists of four radio
telegraph transmitters of various frequencies and four
receivers of various frequencies covering all the regular
and emergency requirements of a passenger liner radio
service. A harbor type radio telephone transmitter re-
ceiver takes care of ship to shore conversations in or near
harbors. Each motor lifeboat is equipped with a radio
telegraph transmitter and with a storage battery of suffi-
cient capacity to operate this transmitter-receiver con-
tinuously for at least six hours.

In connection with the ship's radio there is an auto-
matic alarm that responds to the ship's radio call letters
and rings bells in the pilot house, in the radio room, and
in the radio operator's cabin.

One broadcast and high frequency receiver is provided
together with loud speakers in the mess rooms, the din-
ing rooms, the lounges, the dance floor and in other public
rooms to provide for entertainment of passengers and
crew.

Safety Systems

A complete C-O-Two Fire Equipment Co. fire detect-
ing and extinguishing system provides detection of
smoke by eye, ear and nose through two cabinets in the
wheelhouse which indicates the space from which the
smoke comes and are combined with a carbon dioxide
fire extinguishing system in the 51 spaces covered. These
spaces include: cargo holds, cargo 'tween deck spaces,
trunks to cargo spaces; and special cargo lockers; paint
and lamp rooms, carpenter shop, engineer's paint locker
and oil lockers; wiring trunks; provision and other store
rooms. Separate C-O-Two systems are provided for the
machinery spaces and for the gyro room, the projector
booth film locker, the emergency generator room and
similar spaces.

In each engine room a hose reel unit is installed hav-
ing two 50 lb. carbon dioxide cylinders and sufficient
length of flexible reinforced hose to reach any part of
the space.

The special C-O-2 hose reel fire extinguishing equip-
ment for the propulsion generators and propulsion mo-
tors was furnished by 'Walter Kidde and Company, Inc.

A complete water fire extinguishing system is served
by four horizontal centrifugal pumps, two in each engine
room. Each of these pumps is driven by a 50 hp motor
and has a capacity of 400 gpm against 55 psi or 225 gpm
against 125 psi. This system has an 8-inch pressure gage
located in the fire control room so that the watchman on
duty there can see at all times that the necessary pressure
is maintained. Fire hydrants and hose racks are installed
so that any point may be reached by two separate hose
outlets.

An electrical thermostat and annunciator system covers
all spaces not protected by the smoke detection system,
and this system rings an alarm and indicates space and
zone affected on an annunciator panel in fire control
room. Fire doors are fitted to stairway enclosures and to
fire screen bulkheads. These are of the hinged self-clos-
ing type and can be released by electric control from the

Coincident with such modern handling facilities as the Si-
Porter, attention to the care of cargoes enroute is also
receiving wide attention in that "Cargocaire" has been
installed, as it is at the present time in more than 150 vessels
■ing trade routes throughout the world.

Page 54

PAG! FIG MARINE REVIEW

Left: Lidqcrwood
Anchor Windlass
looking aft, show-
ing ship's bell and
cargo booms in
background.

Below: Hatch, look-
ing down through
the decks.

fire control room. A system of watchman's clocks moni-
tors the watchmen and is supervised by the fire control
room. Thus a man on watch in the fire control room can
supervise all fire risks and extinguishing systems on the
vessel and promptly apply the water or the COj to the
best advantage.

Watertight doors of the electrically operated horizontal
sliding type are fitted between the motor rooms and the
shaft alleys and between the motor rooms in the center-
line watertight bulkhead. Same type doors provide access
through the watertight bulkheads on "B" and "C" decks.
These doors are controllable locally and from a central
control station.

Refrigeration Machinery

There are thirteen refrigerated cargo compartments in
each vessel with a total volume of 52, .^50 cubic feet.
Estimated load for the total volume with each compart-
ment maintained at the most severe conditions is 90.05
tons of refrigeration.

The nine ship service compartments have a total
volume of 17,575 cubic feet.

In addition to the above there is the refrigeration
load in connection with the extensive air conditioning
system. Each of these is a separate system of the direct
expansion Freon type.

AU the machinery for these systems is installed in one
compartment.

Serving them are the following pumps, supplied by
the Warren Steam Pump Company, Inc.:

Three 5" vertical centrifugal refrigerator condenser

circulating; two 4" vertical centrifugal chilled water cir-
culating; three 3" vertical centrifugal brine circulating;
one iVa" vertical centrifugal air conditioning hot water
circulating; two IV2" vertical centrifugal air condition-
ing hot or cold water circulating; one 2" vertical centrif-
ugal warm brine circulating and mixing; and one %"
horizontal centrifugal ice water circulating.

For cargo refrigeration there are three Frick Freon- 12
systems, each compressor being driven by a d.c. 240 volt
100 hp Westinghouse marine type motor.

On the air conditioning load there are two Carrier

JANUARY . 194:

Page 55

ind Cooler

(one to e

:dch engine room),

ps are Qui

mby. Als

o Wagner Electric

s. At lowe

!r right is

the De Uval Oil

The Lube Oil Heater
Bethlehem-made. Pur
motors, Ruggles Valv

systems each served by a Carrier multi-stage centrifugal
compressor. One compressor is driven by a 1 50 hp 3
phase 60 cycle 440 volt a.c. Westinghouse marine type
motor, and the other by a reduction geared steam turbine.
This air conditioning refrigeration takes care of the
cooling of air for the cargo hold air conditioning system
in addition to the extensive air conditioning load for the
passenger and crew accommodations.

Propulsion Machinery

The P-2 design is for turbo-electric drive and its most
distinctive feature is the complete separation of its two
power plant units and of its two motor units. Each power
unit comprises two Combustion Engineering Company
boilers generating steam at 600 psi and 840° F for a
General Electric turbo generating set that has an output
of 6890 K.W. at .3500 volts, 3 "phase 60 cycle at 3600
rpm and supplies this current to a synchronous propulsion
motor normally rated 9000 shp at 120 rpm and with a
maximum capacity for 10,000 shp at 124 rpm — 3610
volts. Each generator is normally at full power direct
connected to one of the motors giving a normal shaft
horsepower of 18,000 on the twin screw propellers or a
maximum rating of 20,000 shp.

In each engine room there are two General Electric
five unit turbo-generating sets. Each set consists of a
steam turbine rated 600 K.W. at 10,033 rpm connected,
through an enclosed reduction gear, to a 500 K.W. 450
volt 3 phase 60 cycle 1 200 rpm a.c. generator, a 200 K.
W. 3 wire 240/120 volt 1200 rpm d.c. generator, and a
booster exciter 750 amp. at 100 volts 1200 rpm. The a.c.
generators supply power for general auxiliary ship's serv-
ice. The d.c. generators supply excitation current for the
propulsion generators and the propulsion motors.

The boilers in each engine room are served by Hagan
Automatic Combustion Control equipment that main-
tains a constant steam pressure and the correct fuel and
air ratio for complete combustion of fuel. Todd Hex-
Press oil burners take care of correct atomizing of the
fuel. Copes thermostats mounted at the front of the boiler
drum operate the feed water regulating valves. Reliance

water gages are used to indicate the water level. In each
boiler uptake there is installed a Wager smoke indicator.
In each boiler 10 Diamond Soot Blowers are fitted — three
in the superheater section, two in the small boiler tube
bank, and five in the economizer. Three Crosby safety
valves protect each boiler, two in the drum and one at
the superheater outlet. All the miscellaneous valves used
in these boilers are Edward with EV alloy seats. Furnish-
ed with the boilers for cleaning the interiors of tubes
are Wilson pneumatic turbine drive tube cleaners.

Specifications call for a maximum consumption in each
boiler of 3002 lbs. per hour of 18,500 B.T.U. oil. That
would be 12,028 lbs. per hour for all four boilers which
figures at close to 0.66 lbs of oil per brake horsepower
hour for propulsion or something like 0.635 lbs. per shp
hour for all purposes. This indicates a very high boiler
efficiency and also the importance of the steam generator
in low fuel consumption per unit of power. The sides
and rear of the furnace space are lined with 2" water-
wall tubes. On the uptake side there are three rows of
these 2" tubes, back of which are the superheater ele-
ments which are held in position by two sets of alloy
support castings clamped at each side to two pairs of
21/4 inch support tubes. Back of the superheater is a
bank of 1 V4 inch boiler tubes. Two baffles and a partition
plate direct the flow of the hot gases up through the
superheater elements down through the bank of IV4"
boiler tubes, and up through the economizer. The feed
water enters the economizer at the top and emerges at
the bottom on its way to the boiler steam drum. An
economizer is thus a last stage feed water heater utilizing
the heat left in the combustion gases from the boiler
furnace.

A forced draft blower is provided for each boiler. This
blower takes its suction air from the machinery space and
delivers it to the furnace front of the boiler through an
air preheater which is heated by 75 lbs. steam bled from
the main turbines. This pre-heater raises the combustion
air from 100° F to 280° F.

Two fuel oil service pumps each capable of serving
both boilers are provided in each engine room. These
pumps take suction from the fuel oil settling tanks and
deliver it to the burner headers on the boiler fronts

Page 56

PACIFIC MARINE REVIEW

PHESIDEIVT CLEVELAIVD -Artist's Conception

Below-Inboard Profile
Reverse-Deck Plans

PACIFIC MARINE REVIEW

PACIFIC MARINE REVIE

through the fuel oil heaters. Three of these heaters are
provided in each engine room. Any two are capable of
heating 6500 lbs. of Bunker C fuel oil per hour from
100° F to 230' F when supplied with steam from the
contaminated evaporator at 50 psi gage. The water drains
from all oil heaters are pumped to the contaminated evap-
orator where they are heated to wet steam at 100 psi by
desuperheated steam at 250 psi. As will be noted m the
trial results herewith, the steam generating plant exceed-
ed specified performance.

Steam from the boilers comes through a short pipe
lead to the main turbine in each engine room at 590 psi
815° F total temperature for normal operation at 9000
shp and at 585 psi 845 ' F total temperature for max-
imum output at 10,000 shp. The turbines are of the
General Electric impulse reaction type. Each turbine
is mounted over and exhausts directly into its condenser
which is of capacity to maintain a vacuum of 28.75 inches
hg when its unit of the propulsion machinery is develop-
ing 9000 shp ahead with normal extraction from the tur-
bine. Condensate and feed water system is of the closed
type and follows the U. S. Navy-Maritime Commission
flow type that has become practically standard on marine
turbine drives. There are two condensate pumps to each
condenser. The suctions of these pumps connect to the
hot well under the condenser. This discharge is through
the intercondenser of the main air ejector, the drain
cooler, the gland cooler, the after condenser and the first
stage heater to the deaerating heater. From the deaerat-
ing heater one of the two main feed pumps takes the feed
water and discharges it through the economizer to the
steam drum of the boilers. Each auxiliary condenser is
served by a similar condensate and feed system discharg-
ing to the deaerating feed heater. Arrangement of piping
and tankage in each engine room provides for feeding of
boiler compound into the feed pump discharge.

Each main generator is equipped with a totally enclosed
ventilating system having fans integral with the genera-
tor rotor. The air coolers are mounted below the generator
frame. Cooling water is forced through the tubes of

mmodore

Nelson at the control box of his automatic

nket. The

re is a supply of these General Electric blankets

available to passengers.

Mike R.uri. rjj.jl Ar^hite..). Emmel Jones. Chief Hull Drafts,
man, Befhlehem-Alameda; Fred Doelker, W. R. Grace.

these coolers by a motor driven puinp and the capacity
is such that at maximum power requirement the ventilat-
ing air must be kept at 40°C when the circulating water
enters at 85 °F. The same type of ventilating system with
the same requirements is used on the propulsion motors
with the exception that the fan is external and operated
by a separate motor.

A main control panel in each engine room adjusts the
circuits between each main generator and its correspond-
ing propulsion motor. These panels are of the dead front
type. Combined with transfer panels in the motor rooms
these panels make possible any workable combination of
generators and motors.

The J. O. Martin Company furnished some 52 King
gages on several panels in convenient locations in the en-
gine room which permit accurate centralized reading of
the quantity of liquid in the fresh water, lube oil, diesel
oil, fuel oil and gravity tanks. The gages not only elim-
inate the daily necessity of taking soundings at each in-
dividual tank but the system is so designed that accurate
remote readings can be had on tanks which cannot other-
wise be measured with a tape, rod, or float device because
of inaccessability of the sounding tubes. The gages are
located near the pumps or valves which fill the tanks so
that for taking bunkers, and for trimming the tanks when
loading or at sea one man can accomplish this work
from a centralized King Gage panel.

With the exception of the main feed pumps and a few
stand-by pumps practically every auxiliary machine on
these ships is motor drive. All of the auxiliary power cir-
cuits and lighting, cooking, and heating circuits are dis-
tributed from the switchboards in the main engine rooms
through a panel board system. The panel boards, the mo-
tor controls and practically all of the motors in these
systems are supplied by Westinghouse.

An interesting installation in each engine room is the
low pressure distilling plant built at Bethlehem's Fore
River plant. Each of these plants will produce fresh water
for boiler feed and for domestic purposes at the rate of
40,000 gal. per 24 hours.

Clean oil for turbine lubrication is insured by De
Laval centrifugal oil purifiers of the latest type installed
in each engine room.

JANUARY • 1941

Page 57

Top to bottom: Section of main

galley serving cabin class; section

of tourist class galley; third class

galley.

Page 58

PACIFIC MARINE REVIEW

Galleys

The most importiint function on a passenger liner,
aside from safety and reliability of the hull and the pro-
pulsion machinery, is the preparation of food for the
passengers and the service of that food in the dining
rooms. Excellence of sleeping comfort, luxuriousness of
furnishing, eye satisfaction from elaborate decor, enter-
tainment through the ear or the eye, all quickly lose their
charm unless the passenger is fed regularly with appetiz-
ing and satisfying meals served promptly and courteous-
ly on well-set tables in a well-ventilated room. Therefore,
in many respects, the galley and its auxiliary compart-
ments, are the most important part of a passenger vessel.

The President Cleielami has four galleys and numerous
pantries fitted with the most modern electrical ec]uipment
for preparing and for cooking food. These are the Cabin
class galley, the Tourist class galley, the Third class gal-
ley, and the crew's g.illey. All of these galleys are on "B"
deck adjacent to the dining rooms they serve.

Cabin class and Tourist class galleys are in one com-
partment of the hull located aft of the Cabin class dining
room, and forward of the Tourist class dining room.
Reference to the general arrangement plan of "B " deck
will indicate that the space occupied by these two galleys
is larger than either of the dining rooms they serve. Note
also that on "C " deck immediately below the Cabin class
dining room and the galley space are located the dry and
the refrigerated stores that serve these spaces.

In the space occupied by the main galley are arranged
not only the two galleys, but all their auxiliary pantries,
and the arrangement is so planned that all service move-
ments are streamlined. No waiter coming out of either
dining room crosses the path of a waiter going in. Path
of the outward-bound waiter brings him into contact with
the equipment that takes care of soiled tableware, cutlery
and napery. Path of waiter in-bound is planned to bring
him in contact with the service pantries where he fills his
orders.

The heart of the kitchen is always the range. Cleve-

land's main galley is fitted with electric ranges by Hot-
point, Inc. Also by Hotpoint are the electric "back
shelves" and the "back shelf" broilers; the electric roast-
ing ovens; the electric baking ovens; and the electric
deep-fry kettles.

The bakery in this galley is equipped to take care of
the bread, cake, pie and pastry needs of the entire ship.
This bakery is fitted with a dough mixer built by the
Triumph Mfg. Co. of Cincinnati, Ohio, that is served by
a Century Wat-a-Mat liquid regulator furnished by the
Fred D. Pfenning Co. of Columbus, Ohio. Special bread
racks for the finished product were furnished by Union
Steel Products Co., Albion, Michigan.

All cooking in all galleys is done on electric ranges
or broilers, with the exception of certain vegetables and
soup stock which are cooked by steam. All galleys have
complete electric-mechanical dishwashing and drying
equipment furnished by the Colt's Patent Fire Arms
Mfg. Co.

Special pantry spaces provided in the main galley to
take care of Cabin class and Tourist class include: coffee
service; vegetable preparation and cooking; butchering;
pot washing and storage; silver cleaning and storage;
dish and glass cleaning and storage; crockery storage; and
baking and bread storage. The waiters' pantry and a serv-
ice bar are located outside the Cabin class dining room.
For further food and beverage service outside of dining
rooms there are 10 pantries as follows: 5 for crew use;
1 diet pantry; 2 for engine and deck officers, 1 for the
captain, and y for passenger service.

Presiding over this electrified main galley will be a
supervising chef, a sous-chef, a soup and fish cook, a roast
cook, a round cook, a grill cook, a vegetable cook, several
assistance cooks, a coffee man, a cold meat pantry man
and 14 scullions.

Fifty-four waiters will be required to serve all the
Clei'eland's three classes of passengers as well as officers
and crew.

Blickman, Inc., of Weehawken, N. J., furnished much

Below: Vegetable preparation room. Top, cen. j^^^SSi ^^i>-^

ten Bakery, sliowing bread oven. « . ^"^^

" i

Below: Hotpoint ranges. Bottom, center:
Crew's galley.

JANUARY • I94i

Page 59

of the special pantry and galley equipment.

Concessions

Serving the personal needs of passengers and crew are
a number of shops and personal service rooms, including
a photographic supply and service shop, a Cabin class
dress shop, a Tourist class novelty shop, several barber
shops, a beauty shop, a gymnasium, a massage room, a
completely equipped steam-heated dog kennel, and the
crew's slop chest.

Hospital

A complete four-ward, eight-room hospital is located
on "B' deck. This will be under the supervision of
American President Lines Chief Surgeon, Dr. Rodney A.
Yoell. It is mechanically ventilated and air conditioned,
and has sound insulated partitions. There is a six-bed
crew's ward, a two-bed isolation ward, a two-bed men's
ward, a two-bed women's ward; a fully-equipped operat-
ing-room, a dispensary, a diet kitchen, and an attendant's
room. Each of the wards has a bathroom adjoining. Two
registered nurses will take care of the patients under
supervision of the doctor. Included in the equipment are
an X-Ray machine of the latest type by General Electric
Company, and an obstetrical bed.

When the Cleveland has a capacity passenger load and
a full crew complement, she will have one hospital bed
ready for every 73 persons aboard. One hospital bed for
every 200 persons is considered by public health author-

ities to be adequate for the needs of the average com-
munity.

In addition to the hospital, the ship's surgeon will have
offices on "A" deck, including a consulting-room with
adequate facilities for examination, and a pleasantly
furnished waiting-room. Forward on "A" deck is a dis-
pensary for serving minor medical needs of the crew.

Medicines carried aboard would just about stock the
pharmaceutical shelves of a modern drugstore. They in-
clude practically everything from aspirin to penicillin
and an ample supply of blood plasma.

A special nurse will give full-time attention to super-
vision of the children's playroom.

Unique among steamship lines is the American Presi-
dent Lines' medical department in that it holds that
highly coveted award — the American College of Sur-
geons' Certificate of Approval.

President Clefeliind is the most modern, the most
luxurious, and the safest passenger vessel now operating
on regular schedule across the Pacific. She has a sturdy
steel hull of ample strength to take care of itself in any
weather. Her propulsion power plant has plenty of re-
serve power to maintain schedules. Her safety equipment
for all emergencies is more than sufficient to meet all
requirements. Her ventilation, air conditioning, and com-
missary are planned to maintain the best health condi-
tions of passengers and crew. She is the most perfectly
rat-proofed vessel afloat. Her scheduled route is one of
the most exotically romantic in the world. The only thing
left to say is, "Buy a ticket!"

CLEVELJiy CREW SPECIALLY TRMWED

One hundred cooks, stewards, waiters and bellboys as-
signed to the American President Lines' new President
Cleveland began their "refresher" course November 17 at
the U. S. Maritime School at Alameda, California. The
intensive four-weeks schooling period preceded the de-
livery of the 23,000-ton liner from Bethlehem- Alameda
shipyard, which took place December 15.

According to T. J. Cokely, vice president in charge
of operations, the training is designed not merely to re-
store prewar levels of service neglected during the war
years, but to create new standards of luxury service in

keeping with the postwar strides in travel comfort which
the President Cleveland represents.

All 100 enrollees, whose wages were paid by American
President Lines, performed their "schoolwork" under
conditions that simulated those on board the big liner.
Chefs and cooks prepared meals stressing an international
cuisine that duplicate the menus offered during the voy-
age. An exact replica of a stateroom was built at the
school to facilitate standard practices in making the new
convertible types of sofa beds. Waiters received a
thorough course that includes the serving of wines and

students enrolled in the Cook-
ing. Baking and Butchering
School turn to preparing the
courses on the special menu tor
the day. Individualized in-
struction designed to give a
well-rounded training in food
preparation on board ship is
the keynote of the course at
the Maritime Service Training
station, Alameda, California.

Ship's cooks learn pointers on
meatcutting during course of
training in the Cooking, Baking
and Butchering School.

Page 60

PACIFIC MARINE REVIEW

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Special dishes, and had actual practice in waiting on all
types of guests acting as passengers, including children.
Bellboys were specially coached on points of courtesy
and tact.

Participating in the course as instructors were Alan
Agnew, veteran APL chief steward who will serve in that

capacity on the new ship, and Herman L. Schurtz, the
vessel's chef de cuisine. Schurtz, former chef on the
Leviathim. was once characterized by the late Sir Thomas
Lipton as "the greatest chef in the world" and has held
notable culinary posts in London and Paris and at the
Waldorf-Astoria.

The APL refresher course was held in cooperation with
the Maritime Commission and the Marine Cooks and
Stewards Union. Although many of those attending are
prewar personnel of the Line, others include qualified
men with hotel experience, and men whose ability has
been proved on interim ships of the Company's fleet in
operation since the end of the war.

The course, given for the first time on the West Coast,
is one of several maritime training courses which the U.
S. Maritime School, under the direction of Captain Mal-
colm E. Crossman, offers seagoing personnel. The APL
program was under the direction of Lt. Cmdr. Constantin
Bruckner.

Port Stewards Society visits the school. Lett to right: Paul Baker.
Pacific Transport Lines; Eugene Blank. Pope t Talbot; Con Crimlnlus,
APL P. F. Cannon. Matson; Al Agnew, Chief Steward on Cleveland;
Tim Mullin APL Al Bissell, Weyerhaeuser; Jack T. McCartney. Labor
Relations Consultant PASA; Frank Inglean U. S. Lines; Paul Bab-
cock, Pacific Transport Lines.

nmm clevelmd mmm m\%

By LMMET JUNES

Bethlehem -A lameda
Inc.

Chief Hull Draftsman,
Shipyard,

The President Cleveland was inclined on November
28, 1947 in compliance with Coast Guard Regulations
and the Maritime Commission's Specifications for the
purpose of determming the center of gravity and the
metacentric height of the vessel in the light condition,
and from this the available metacentric height and sta-
bility in the various conditions of loading. The experi-
ment was conducted by personnel from the Bethlehem-
Alameda Shipyard, Inc. and Bethlehem Steel Company's
San Francisco Yard under the direction of the Coast
Guard.

A ship is said to be stable if it returns to its original
position after being heeled over by the wind or by

wave action; if it moves farther from its original posi-
tion it is said to be unstable. The Metiicentric height is
a measure of stability and is defined as the vertical height
from the center of gravity of the vessel to the meta-
center. The center of gravity depends on how the ship
is loaded while the metacenter depends on the shape of
the ship and is virtually constant for any one draft, for
small angles of heel. A ship with a small metacenter
height will roll slowly and easily and will probably be
very comfortable, but may not provide for enough re-
serve to keep the ship stable if it is damaged. A large
metacentric height causes the ship to roll quickly and
while it makes the ship safer if damaged it can make

JANUARY

948

Page 61

the ship uncomfortable and can cause damage from ex-
cessive roUing. The ship's personnel has the problem of
loading the ship so that she will be safe enough to satisfy
the Coast Guard, which requires that the ship be stable
enough to withstand damage, but still be comfortable
enough to keep the passengers happy.

These rolling characteristics provide a quick and easy
means for the ship's personnel to determine the meta-
centric height of the ship in service. It is customary to
furnish the operator with a table listing period of roll
against metacentric height. The table is derived from
the formula:

Period of roll (sees.) equals beam of vessel, times a

constant divided by the square root of G. M.
The constant is determined at the time of inclining by
rolling the ship and measuring the period. Since the
G.M. is calculated from the inclining the constant is
easily found.

The metacentric height, or "GM ", is found by divid-
ing the inclining weight, times the distance moved, by
the displacement of the ship times the tangent of the
angle of heel. After finding the metacentric height this
figure is subtracted from the known position of the
metacenter as read off the curves of form, giving the
center of gravity of the vessel in the inclined condition.
From this the center of gravity in various loaded condi-
tions can be predicted. In practice the angle of heel is
measured by noting the swing of a pendulum, which
hangs vertically, as the ship heels from the movement
of the weights. The displacement is measured as closely
as possible from the draft marks and is corrected for
the hog or sag of the ship when waterborne, the "built-
in" hog or sag of the keel, the specific gravity and the
temperature of the water, and the fore and aft trim of
the vessel. This displacement, when corrected for liquids
aboard, weight of material to complete the ship, and
weight of tools, dunnage and miscellaneous material not

a part of the ship, is used for the light ship weight in the
Certificate of Deadweight.

If tanks on the vessel are partially full, heeling the
ship causes the liquids to flow to the low side, shifting
the center of gravity of the liquid and of the ship and
causing the condition called "free surface" for which
the results of inclining must be corrected. The correc-
tion is not easily made unless the exact boundaries of the
surface of the liquid can be determined so every effort
is made to eliminate free surface by keeping the tanks
either full or empty.

Since the results of an inclining experiment would be
inconclusive if the ship as inclined had zero or negative
GM the President Cleveland was given an extra margin

Cleveland on drydock at
Bethlehem Steel's San Fran-
cisco yard, prior to inclin-
ing. Weights are visible
on the forward deck.

Page 62

PACIFIC MARINE REVIEW

Cortldndt W. Quinby and Donald Reardon of
the U.SC.G., Emmet Jonej. and William Baker,
Asst. to Naval Architect, at Bethlehem's Ala-
meda Yard, checking results.

Period o(

sli-

cked with aid of gu

of Stability by filling double bottom tanks No. 2, 3 and
4 with water. Free surface was eliminated from these
tanks by carrying the water level up into the vent pipes
and sounding tubes. Fuel oil settlers and potable water
tanks were partially full but since the tanks were small
and rectangular the free surface effect could easily be
calculated. All other tanks were drained while the ship
was on drydock and were then visually inspected to see
that they were dry. All bilge wells were dried. The ship
was in steaming condition, with water in the boilers
and condensers, but no machinery was operating. The
ship was virtually complete at the time of inclining,
lacking only stewards stores and chairs in some areas.
All tool boxes, staging, dunnage and yard equipment
had been removed so that the ship was, as nearly as
possible, in the 'Light Condition. "

The experiment was conducted in San Francisco be-
tween the wing walls of Bethlehem Steel Company's
No. 1 Floating Drydock at 7:00 a.m. in order to take
advantage of quiet water and to cut down wind dis-
turbance. Pads were welded to the stem and stern at the
height of the center of rotation for the purpose of
mooring the ship during the experiment. The inclining
weights consisted of concrete blocks mounted on flat
cars, a total of 41 tons, and running on a track across
No. t) hatch. Wire rope falls, with leads to cargo winches,
were rigged for moving the weights.

Three pendulums were used, following USMC prac-
tice, with lengths ranging from 22 V2 feet to 21^2 feet.
The "plumb bobs" consisted of %" steel plates, 4"x7",
slotted and welded together to form an "X" cross sec-
tion, in order to give the maximum damping effect.
These plumb bobs were hung on steel wire and ar-
ranged so that they hung in a bucket of oil to damp the
swing. Small buckets were used and shifted with each
movement of the weights in preference to troughs, since
the surging back and forth of oil in a trough is enough
to swing the pendulum. Wooden battens were laid on
horses so that the deflections of the wires could be
marked in pencil and measured off. By marking battens
a permanent record was made for future reference.

Telephones were installed connecting each pendulum
station with the control station, which was located along-
side hatch No. 3, near the weights.

After marking the locations of the pendulums on the
battens with the ship upright, deflections were read with
the weights moved to 27 feet, 20 feet and 10 feet off
centerline to port, then the same sequence was repeated
on starboard. The maximum angle of heel produced was
about 3^4 degrees.

Pendulum deflections were then converted to tangents
of the angle of heel and were plotted against the off
center movement of the weights. Any doubtful readings
were rechecked before moving the weights to the next
position, so that it was possible to know at all times
whether the information was consistent. During the
experiment all persons not concerned with the security
of the vessel or with the test were sent ashore, and all
those remaining on board were warned not to move
around.

The movement of the weights was sufficiently quick
so that a slight rolling motion was imparted to the
ship, enough to time the period of roll. A gunner's

Weights in the extreme starboard outboard position.

JANUARY • 1941

Page 63

THE BETHLEHEM COORDINATORS

Asse

mbic

d fo

r th

la

St tim

e a

the

overw

orked 112 A

Deck

are

Beth

lehe

Tl's U

biqu

itou

OL

tfitte

s ar

d cc

ordina

tors.

Left

to

ight

Dong

Kelly

cc

ord-

nator;

George Kra

i, cc

ordi

ator

John

Flet

cher

rdi

nator;

'wMliam

Indig

asst. outfitt

ng su

perin

tend

ent;

Jetf

Bur

><«,

coo

rdinator;

Elm

r Gib

son, coordir

ator;

Cla

rence

Raw

ings,

CO

jrdin

ato

r; G

L.

Ma

theson

outfitting

supe

rviso

; H

Graves coordinator A. Benton T. A. Minot, head outfitting super-
visor; C. H. Kretschman. acting general superintendent; R. Mahan.
asst. to manager (inspection); J. F. Schmidt, Jr.. asst, outfitting and
machining superintendent; also present, but not shown in the above
picture was R. O. Eidell. coordinator.

quadrant with a sensitive bubble was used to determine
the start and finish of the roll. The gunner's quadrant
was also used to give a quick measure of the angle of
heel.

The entire procedure was completed by 10:00 a.m.
and the ship was then moved out of the drydock and
was returned to the Bethlehem-Alameda Shipyard to be
fueled and provisioned for her sea trials and delivery.

$500,000 went for ratproofing on the Cleveland

1

George Buchanan
and Andy Faisal, of
Aetna Marine.

Showing Schlage
locks on bulkhead
doors. These ma-
rine fittings are
throughout the ship

Ship to sho
Radiomarine te
phone.

Page 64

PACIFIC MARINE REVIEW

T. C. Ingersoll {center.
dent CIcveldnd compl.
behalf of the Maritim(
ground). The Commis
sented by T. J. Cohely

ACCEPTANCE OF SHIP
kground) r

i-Alameda Shipyard. Inc., signs Presi
t the Yard. Accepting fhe vessel or
onstruction representative (left, fore
to American President Lines, repre
ans (third from left). Also otficiatini;
f the ceremony were Ray Strickland, chief of control, Bethlehem-Alameda (second from left)
sst. to Mr. Strickland (fourth from leff); George Jackson, assf. superintending engineer, APL
;ommodore Henry Nelson, master of the new vessel; Donald Day, American Bureau of Shipping

lager of Bethleh
^ certificate in brief ceremony
Dmmission is Paul Ivl Mulvany
then turned the Cleveland ov
:e-president in charge of operd

Taken in side-port loading room: Left to right: K. W. Nasi, U. S.
Public Health Service; W. A. Williamson, Lt. Cmdr. U.S.C.G.; W. R.
Gill, Lt., U.S.C.G.; David Neilson. Head Hull Inspector. U.S.M.C;
H. R. Carlson. U.S.P.H.S.; James Scott. Asst. Ivlaritimc Director,
Pacific Coast; J. H. Conlon. Lt. Cmdr.. U.S.C.G. These people
represented the three official bodies for whom the sea trials are run.

U.S.M.C. Inventory Crew, left to right: E. R. Worst, L. H. Helmke,
R. E. Saelens. This is one of the toughest iobs. involving receiving,
checking, boiing. stowing, delivery, inventory of all movable and
removal parts and spare parts with official Washington allowance
lists. The spare parts inventory alone amounts to half a million dollars.

Commodoi
the Electro

This

Ni

instru-
ment will aid in guid-
ing the big ship through
channel or sea. through
fog or storm or night.

on. Master of th
eland, and Georg
>n. president o

the 23.000-ton pas
ship. raise fhe
house flag as the
dent Cleveland
livered from fhe
time Commission
APL. The flag-rais
ceremonies took pi
aboard the liner a
44 from which
eland later

ent

Cl<

for the Oi
capacity p

of 550 persons on its
maiden voyage- Others
in the group, leff to
right, are: Lloyd Flem-
ing. Maritime Commis-
sion representative on
the West Coast; T. J.
Cokely. APL vice pre:
Russell Luti. executive <

f Pi

JANUARY

1948

Page 65

"■PRESIDENT CEEVEEAND
JKTEJiiOEiS-

[ COMFORT AT m

Interior Design

and Decoration

Public rooms and staterooms on
these new President liners are deco-
rated in American moderne style
very deftly accentuated by occasion-
al introduction of Chinese motifs,
thus saluting both America and the

Orient. Responsible for the design
is the Interior Decoration Division
of George Sharp, N;ival Architect,
New York. E.xecution of the design
and of all joiner work, ventilation
ducts and much other light construc-
tion, was contracted by Aetna Ma-
rine Corporation.

First impression on entering the

Top picture: Veranda de lu«e suite;
bedroom is to the left.

Bottom: Cabin Class Stateroom.

Enclosed Promenade Deck.

Page 66

PACIFIC MARINE REVIEW

JANUARY • I 94i

Page 67

'^m

promenade deck is spaciousness.
Most of the promenade in way of
the superstructure erection is en-
closed with Kearfott Clear Vu wm-
dows. Much of the inboard bulk-
heads separating this promenade
space from the public rooms, is in
large fixed glass windows and this
combination produces the illusion
of great wide-open spaces. The
promenade itself is wide so that with

six-footers stretched out on steamer
chairs against the inboard bulkhead,
there is still a wide promenade free
to pedestrians. Twelve times around
this deck equals a mile, says the sign.
Ships figure in nautical miles so
there must be approximately 250
feet of this promenade, on port and
starboard sides.

The deck of the promenade is
covered with dark green Koroseal

( Vinyl plastic ) molded into a dia-
mond-shaped pattern with semi-
abrasive surface and with small gut-
ters outlining the pattern. On labora-
tory tests, this comparatively new
material proves to have: many times
the wearing qualities of rubber or
linoleum; a much harder surface
than any other comparable deck
covering; a great degree of fire re-
sistance; and possibilities in color

schemes that are only Hmited by the
imagination of the designer. The
same material is used on the Cleve-
land in many forms such as simu-
lated leather and patent leather up-
holstery materials, and shower cur-
tains. It is a product of the B. F.
Goodrich Company and was sup-
plied to the Cleveland by Sloane-
Blabon Corp. of New York.

All public deck spaces not car-

peted are covered with moulded
Koroseal or Koroseal tile. This ap-
plication of vinyl plastic deck cov-
erings is said to be the most exten-
sive on any ship afloat.

Interiors of the public rooms on
this deck produce the same illusion
of great wide open space that pre-
vails on the promenade and for the
same reason plus the lavish use of
plate glass doors between the rooms.

The arrangement and comparative
size of the public rooms and the
swimming pool are shown on the
plans herewith.

Main lounge, a large room with
abundant fenestration, is decorated
and furnished in restrained good
taste. Focal point is the large fire-
place with mirror above, central on
the aft bulkhead. Into a niche in the
mirror is set a specially-designed

Top picture: Tourist lo

Right: Tourist class stateri

Chinese style clock and flanking the
fireplace on each side are green lac-
quered cabinets trimmed with gold-
en bronze and supporting porcelain
figurine lamps in modern Chinese
motif. A beautiful pair of daven-
ports with end tables form an ingle
nook. Occasional chairs and tables
in excellent taste and design for
luxurious comfort are supplied in
adequate quantity. Notably and
thankfully missed is that great
confusion of large overstuffed atroc-
ities that usually fills the main
lounges on the passenger liner. Ar-
not & Company, engineers and de-
signers of distinctive furniture have
produced sleeping accommodations
and public room equipment that
combine passenger luxury with
space-saving efficiency.

Forward foyer and stair hall
features a large mural on the after
bulkhead of the well. This mural
depicts the hills on each side of the
entrance to San Francisco Bay, the
Golden Gate Bridge and the outer
portion of the bay.

The Smoking Room, a somewhat
larger room than the main lounge,
is panelled beautifully in mahogany.
The predominant note in decor and
furniture is a restrained moderne
American, and the Chinese motif is
touched only in a modern Chinese
chest with jade handles, and in the
decorative treatment on the base of
table lamps. On the port and star-
board sides of this room are built-in
seats upholstered in Koroseal and
arranged in sections to accommodate
small groups. As in all the public
spaces the lighting is indirect and is
concealed in a ceiling soffit so skill-
fully harmonized as to be scarcely
noticeable when the lights are off.
This soffit directs soft illumination
onto bulkheads and ceiling, giving
dim daylight illusion.

Next in order aft is the main en-
trance hall and stairwell with its
flower and gift shop starboard, and
service bar port, and the same in-
teresting brass stair rail design al-
ready described. Central in decor
motif here are the elevator doors
done in Chinese style gold on black
background.

Short passages port and starboard
contacting service rooms lead to the
cocktail lounge where we pass im-
mediately into modern China. Along
the after bulkhead upholstered

booths are topped by a wall curving
forward and upward to the ceiling.
Between this wall and the top of the
upholstered booth seat is a depressed
recess which reflects indirect light-
ing on the wall. The wall itself is
painted a deep Chinese red and is
decorated with Chinese line designs
in gold wire. The color scheme, even
the forms of chairs, tables, bar stools
and their pedestals, and the bar it-
self, are all reminiscent of Chinese
art and architecture.

All upholstered furniture in the
ship and all built-in upholstered
seats are stufifed with interlaced curl-
ed hair supplied by the curled hair
division of Armour and Company,
Chicago. This product is curled hair
knitted into burlap or cloth sheet-
ing, and made up into rolls or cut
to special patterns to suit the job.
Finishing hardware in brass, bronze
and white metal was furnished by
P and F Corbin of New Britain,
Connecticut. This includes concealed
holders to operate all fire doors,
heavy duty overhead checks on all
self-closing doors, cast bronze olive
knuckle self-lubricating butts for all
doors, door stops and holders, push
plates, lavatory bolts, strikes, coat
and hat hooks, bumpers and handles.
Door locks, the heart of shipboard
hardware, are Schlage Lock Com-
pany's rust-proof marine product.

The Marine Veranda follows the
suggestion of its name and creates
the feeling of outdoors and a night
club at the same time. Heavy white
classical moldings outline doors and
contrast with the dark walls. Win-
dows on three sides of the room are
richly draped in eggshell mohair
with a banana leaf design. The
orchestra backing — painted the
same as the wall — is combed to
show its silver lining. To carry out
further the veranda effect, chairs are
made of open-work cast aluminum
painted white. Pierre Bourdelle, an
artist well-known for his work
in carved linoleum, produced
panels for the face of the movie
projection booth and for wall space
above the windows. Vinyl tile is
used as deck covering in the Veran-
da. An off-white feature strip cir-
cles the midnight blue dance floor,
repeating the curved design of light-
ing ingrown into the ceiling above
the tables.

Illustrations herewith give a much

better idea of the public rooms than
could be conveyed by a multitude
of words, attempting a detailed des-
cription. Just outside the after win-
dows of the marine veranda on the
open portion of the promenade deck
is the cabin class built-in swimming
pool, finished in ceramic tile and
equipped with a wide beach space.

Sleeping Accommodations

With very few exceptions, cabin
class staterooms are located at the
ship's side. They vary in size and
passenger capacity, but the average
room with its generously propor-
tioned private bath and extensive
wardrobe and trunk space is equip-
ped for three people. Through care-
ful design and arrangement of furni-
ture, the atmosphere of an intimate
sitting room or lounge is created,
suiting the room to daytime living.
Beneath one or two softly draped
airports, unified as one large window
by a Venetian blind, sits a sofa bed.
It is upholstered in an original pin-
stripe mohair and has the dimen-
sions and appearance of a regular
sofa. The existence of wall-flush
upper and lower berths opposite is
barely indicated by their outlines
on the wall. At night passengers
push buttons and births glide from
their vertical, stowed position and
with further digital pressure on
another disk, the back of the sofa
bed slips casually down to rest on
the seat. Thus, quickly and easily,
the room is transformed into a bed-
room— beds made up and ready for
use. Here again Arnot & Co's. en-
gineering skill has made itself ap-
parent, and the Arnot Guest-operat-
ed Sleeper has revolutionized ship-
board living, making every room a
suite.

The staterooms, their furniture
and other facilities, are planned to
please the passenger whether his de-
sire of the hour be to sleep thor-
oughly on a luxurious mattress of
foam neoprene- rubber, or to enter-
tain from a comfortable lounge
chair upholstered in the same resi-
lient material. If he likes to read late
into the night, without disturbing

PICTURES ON FACING PAGE
Top: Writing room.
Bottom: tv^ain lounge, with fireplac

Page 70

PACIFIC MARINE REVIEW

JANUARY • 1941

Page 71

others, he may flick off the end table
lamp, turn on a light in the serrated
glass cylinder which forms the
lamp's base and direct light to his
book only.

To serve the feminine traveling
world, a vanity unit is concealed in
the graceful modern dresser. Miss
America, or her sister, simply pulls
out the top drawer of the dresser,
raises and tilts back a mirror-faced
lid revealing a spacious compart-
ment made to care for small bottles,
jars and such necessities. Thus, re-
posed in a neat vanity chair, sur-
rounded with equipment and ade-
quate lighting she goes painlessly to
work. When she finishes, another
job can be accomplished with the
top down. The smooth surface of
the open drawer's cover heartily sug-
gests that the stationery in the next

Left: Children's Playroorr

elow: The Marine Veranda

compartment is destined to be used
for a letter home. Thus the dresser
becomes a desk!

Each ship offers two de luxe suites
of three rooms each, specially en-
dowed to please the most demand-
ing critic. The layout comprises a
real bedroom, a sitting room and a
"veranda" lounge with large ob-
servation windows. Instead of creat-
ing a contrast, as in other staterooms,
by setting bleached oak furniture
and light shades of upholstery
against darker, shadow-soft walls,
the designer has done these suites in
the more conventional, reverse color
scheme, maintaining at the same
time the simplicity and grace found
in modern lines of furniture
throughout the ship. With rich ma-
hogany used for woodwork of dress-
ers, tables and chairs, he has mixed

a warm blue carpet, light pastel
blue walls, textured drapery and
upholstery fabrics in tones of beige,
rose and dark blue, all of which
blend with or complement each
other. To match the woodwork, cig-
arette-and alcohol-proof Formica
used for dresser and table tops is
made of "realwood" mahogany.

In each stateroom — for comfort's
sake — a Carrier "Weathermaster "
unit and fan counteract the heat or
cold with air conditioning and cir-
culation. Control is either automatic
by Minneapolis-Honeywell thermo-
static regulators, or manual through
manipulation in the room. All cabin
class rooms have private phones for
intraship communication, and from
public booths all ship-to-shore busi-
ness may be taken care of.

American President Lines is mak-
ing available to its passengers an-
other innovation in sleeping com-
fort, the G-E Automatic blanket, on
request. All the passenger needs to
do is to select the warmth desired,
set the control, then let the blanket
automatically maintain the same
even warmth though temperatures
vary greatly on wintertime high seas
of the Pacific.

Facilities in the tourist bathrooms
include a space-saving combination
unit with toilet, Monel-metal wash
basin, a medicine cabinet and light.

* ^■jfT^I^^ J^^H^

m. &

^.fl

^^^^^^^^^^^^^^^^^T~f^^WsS^

W^!m

Left to right: Julian
W. O. Schrader, fn
Lundegaard and Non

nst. Assistant Manager. Bethlehe
U.S.M.C., Washington, D.C.; (
1 A. ProHltl. Aetna Marine.

Suspended on the wall are a stream-
lined thermo-carafe and a handy
satin-finished steel Kleenex cabinet.

Dining Room

Dining "cabin class" cannot help
but be an appetizing treat in decor
as well as in food. Imagine a sump-
tuous Hawaiian foliage mural by a
prominent artist, Andre Durenceau,
blended into a soft grey-blue and
beige color scheme; modern red
gum buffets trimmed on top with
edge-lighted Harriton carved glass
panels; add comfort in gold leather
chairs at regular tables or ci)ngenial
chatter at diagonally patterned ban-
quettes beneath a long range of
lighted windows. Try Tourist Class

— more carved glass — more mirrors,
some bleached oak fluted columns —
red chairs contrasting with French
gray walls, all done with the light
hand of restraint for long durability.
Background for all this interior
decoration, its support and its
strength is the joiner construction
designed, manufactured and erected
by the Aetna Marine Corporation.
Double flush steel divisional panels
inclosing a mat of fibre glass insula-
tion, are cleverly formed on the
edges to make a strong interlocking
joint, which acts as a stiflFener. Panel
bulkheads of this type eliminate the
use of posts or fasteners other than
retaining members top and bottom.
Even the marine veneer ceilings are

Vee-jointed. Doors and frames are
fashioned to blend naturally into
this construction and form a smooth
panelled wall that makes a wonder-
ful base for decorative treatment.
These panels are fireproof and ex-
tremely resistant to the conduction
of temperature, easily passing the
tests imposed by Senate Resolution
184. For the structure above the
boat deck, the same type of paneling
is made in aluminum alloy.

Aetna Marine Corporation de-
serves great praise for the excellent
workmanship and the high finish
achieved in the Cleveland's interiors,
and for the masterful fashion in
which the various decorative motifs
were applied.

TOURIST CUSS ACCOMMODATIONS

There are hundreds of thousands of
square feet of Johns-Manville Mari-
nite asbestos panels on the ship.
They appear in ceilings and walls
where their purpose, aside from
beauty of finish, is fire protection
and acoustical advantage.
I. Stateroom. 2. Passageway, look-
ing aft into third class dining room
(portside). 3. Dining room. 4. Cock-
tail lounge. 5. Lounge, i. Lounge.

Dex-O-Tex Magnabond Crossfield
Products Corp.'s Dex-O-Tex prod-
ucts are used as bonding agents
under deck planking, swimming
pool tiling, and elsewhere. They
are also to be found on topside
od decks where they are almost
wear-proof and slide-proof.

Page 74

PACIFIC MARINE REVIEW

HiCH nmm m hich tehpehature

mm 1^ urn m mmm vessels

Pari 1
NAVAL VESSELS

Note: This article is in two parts. Part II, dealing
with Merchant Vessels, will appear in the February
Pacific Marine Review.

All front line combat ships and most auxiliary ships
in the Navy at the present time are driven by turbines
powered by steam generated in watertube boilers. Oil
is the fuel used to generate the steam. The problem that
confronts designers in this respect is to extract every
possible iota of energy from the oil, and to transform
this energy into the maximum possible driving force at
the propeller, using boilers and propulsion machinery
that are as light-weight and compact as possible, and
that are of rugged, absolutely reliable construction.

There has thus been a constant search on the part of
marine engineers for boilers that could reliably produce
increasing amounts of steam while burning the mini-
mum practical amount of fuel. Similarly, engines have
been under constant review to develop designs that
could transform the energy in the steam into driving
force at the propeller with an absolute minimum of
losses. At the same time, in order to obtain utmost speed
and cruising radius, and in order to be able to install
the greatest possible amount of armor and armament,
there has been a steady demand for reduction in the
weight and in the space occupied by boilers and en-
gines.

Engineers have known for a great many years that,
other things being equal, power plants using steam at
higher pressures and temperatures can transform fuel
into driving power more efficiently than can plants using
steam at lower pressures and temperatures. For example,
at a steam pressure of .lOO psi and at a temperature of
500° F, approximately 40 /r more fuel would be re-
quired per shaft horsepower than would be required
when using steam at 600 psi and 850° F, and 60%
more than for steam at 1200 psi and 900° F (Fig. 3).

However, the use of higher steam pressures and tem-
peratures involved extensive complications, particularly
with regard to strength of materials and design and con-
struction techniques Natural likes and dislikes of men
who had worked for years with lower pressures and
temperatures also had to be overcome. The change to

higher pressures and temperatures was thus a very grad-
ual development (Fig. 1). The eflorts to increase effi-
ciently and decrease weight were first limited to those
improvements made possible by changes in types and
designs of engines and boilers and in the types of fuels.
When the benefits derived from these changes began
to approach their limitations, and as materials and tech-
niques were improved, the change to higher pressures
and temperatures was accelerated. The curves of Fig. 1
show this quite graphically with respect to watertube
boilers. From 1895 to 1925 pressures and temperatures
increased very slowly, but boiler weights decreased and

iislsis Hill! sss = s SoSsss

;:,:::: :::: S: :::;-

'--- ^;-

!:;^;;: ::c :::: ::::::
' \

Pounds 0* Oil P«r ShoH Hors«pow«r

\ J^'

8 /

3 /

^s r

i g I

Fig. 1: Watertube
boilers in naval
service: full power
operation. (Graph
is from a paper
"Development of
tvlarine Watertube
Boilers" by J. H.
King and R. S. Coi,
presented before
the Society of Na-
val Architects and
Marine Engineers.
Fig. 3: Curve show-
ing general trend
of pounds of oil re-
quired for all pur-
poses to develop
a shaft horsepower
when using steam
at various pressures
and corresponding-
ly appropriate tem-
peratures.

JANUARY • 1941

Page 75

efficiencies increased remarkably because of changes in
types and design and because of the use of oil instead
of coal. After 1925 temperatures started to shoot upwards,
and pressures followed along in the 1930's. This called
for new advances in boiler design because, as can be
seen from the curves, boiler weights per pound of equiva-
lent evaporation* remained almost constant despite
heavier materials required for higher pressures and tem-
peratures, and despite the fact that economizers were
added to obtain still higher efficiencies.

Prior to 1900 all but a few of the vessels in the Navy
were equipped with reciprocating engines and coal-burn-
ing Scotch boilers. Basically, Scotch boilers consist of one
or more cylindrical furnaces surrounded by water. This
water envelope is traversed by numerous tubes through
which pass the gases from the furnace. The heat picked
up by the water from these tubes and from the furnaces
transforms it into steam. Because of the necessity of using
relatively heavy shell plates with suitably stayed flat
heads, Scotch boilers are heavy and inflexible, and are
seldom built for operating pressures in excess of 250 psi.
Scotch boilers, with water, weigh in the neighborhood
of 70 pounds per square foot of boiler heating surface.
Because of their inflexible construction and relatively
poor circulating characteristics, it is not usual to "force"
boilers of this type. At normal loads, approximately 10
to 15 pounds of boiler are required for each pound of
equivalent evaporation per hour. Trials in the early 1890's
on various Naval warships fitted with Scotch boilers
showed coal consumption of 2.4 to 3.1 5 lbs. per indicated
horsepower**

Because of the limitations of Scotch boilers, active steps
were taken at the turn of the century to explore the pos-
sibilities of watertube boilers. Watertube boilers consist,
essentially, of a furnace in which the fuel is burned, and
a series of inclined tubes across which the gases pass,
transforming the water inside the tubes into steam. The
steam is collected in a drum before being sent to the
superheater or prime mover. Because the water in this
design of boiler is contained inside the tubes breaking
it down into small segments, which improves heat trans-
fer, and because circulation is more rapid, steam can be
generated far more quickly than in a Scotch boiler.

The change from Scotch to watertube boilers was not
effected without considerably controversy, and the dis-
cussions both in America and abroad were lengthy, in-
volved, and heated. But the demands for lighter and more
efficient boilers were insistent, and after much experimen-

'Note 1. "Equivalent Evaporation" is a term used to provide a com-
mon basis for compatison of boilers operating under different pressures,
temperatures, and feedwater conditions. For example, a boiler generating
one pound of satiirated steam per square foot ar 250 psi from feedwater
at 300° F, is doing much less work, other things being equal, than a
boiler generating one pound of saturated steam per square foot at 450
psi from feedwater at 200° F, To place these "actual evaporations" on a
comparable basis, the amount of heat required to change one pound of
water at 212° F to dry steam at 212°F, both under atmospheric pressure,
is used as the common denominator. This amount of heat is 970,3 BTU,
Thus, for the first example above, the actual BTU's required would be
932-1 per pound. Dividing by 970.3, we have ,96 pounds of equivalent
evaporation. Fof the second example, the actual BTU's required would be
1036.6 per pound. Dividing by 970.3. we have lO"? pounds of equivalent
evaporation. The comparison between ,96 and 1.0"' is thus a true measure
of the relative work being done by each boiler per square foot.

' 'Note 2, "Indicated" horsepower is the power of an engine as calculated
from curves drawn on indicator cards attached to the engine when it is
in operation, "Shaft" horsepower is customarily taken as being about
90% of indicated horsepower. This distinction is important when making
comparisons with turbine installations, where the power is always measured
directly on the shaft and is thus termed "shaft" horsepower.

Babe

ck &

Fig.

Wilcon "alert" type
marine boiler, 189?
— patented.

ration, watertube boilers became standard equipment for
the Navy. The first Babcock & Wilcox boilers in the
Navy were of the Sectional-Header type and were install-
ed in the Marietta, Annapolis, and Chicago in 1896. The
reliability of these boilers was an important factor which
influenced the decision to adopt watertube boilers as a
standard in the U. S. Navy. During the Spanish American
War, the Oregon, equipped with Scotch boilers, and the
Marietta, equipped with B & W boilers, took part in the
great dash from the Pacific around South America to the
East Coast. Commenting on their performance. Rear Ad-
miral George W. Melville, who more than any other man
was responsible for the adoption of the watertube boiler
in the U. S. Navy, stated:

"The Marietta's trip around South America at the be-
ginning of the war with Spain was quite as successful as
that of the Oregon. . . . No repairs were required to
either set of boilers after the completion of the trip."

In 1897 William D. Hoxie, then vice president of
the Babcock & Wilcox Company, patented the boiler
that later became widely known and widely used through-
out the navies and merchant marines of the world. Simi-
lar to the design used in the Marietta, it incorporated,
among other advancements, the new feature of firing the
boiler under the downtake headers, which greatly im-
proved combustion and simplified operation. Although
apparently simple, this invention was hailed as revolution-
izing marine watertube boiler practice ( Fig. 4 ) .

Interesting installations of B & W boilers of this design
were in the battleships Michigan and South Carolina.
boilers for which were ordered in 1907. These were the
first vessels in the Navy to be originally built with super-
heaters applied to the boilers. The working pressure was
295 psi and the superheaters were designed to give a
total steam temperature of approximately 520" F. It was
estimated that the use of superheated steam resulted in
an overall saving of approximately 9' '< in coal consump-
tion from that which would have been expected with
saturated steam. The coal consumed was 1.46 lbs. per
indicated horsepower — a substantial reduction from the
average consumption for Scotch boilers in the preceding
decade. Improvements in engine design deserve, of course,
equal credit with the boilers for effecting this saving in
fuel.

Boilers of this design weighed approximately 26 lbs.
per square foot of boiler heating surface, including water.
Superheaters added slightly more than 2 lbs. per square
foot, making a total weight of about 28 lbs. per square

Page 76

PACIFIC MARINE REVIEW

foot of boiler surface — or less than half the weight of a
typical Scotch boiler. Also, it required approximately 5
pounds of boiler per pound of equivalent evaporation,
as compared to 10 to 15 pounds per pound of equivalent
evaporation for a Scotch boiler.

Watertube boilers played an important role in the
development of destroyers during the decade 1900-1910
when the use of destroyers grew in importance in all the
navies of the world. One naval authority has stated;
The most striking trends in design of destroyers were
toward greater displacement, higher speed, heavier guns,
and greater seaworthiness, habitability, and endurance.
The success of this type of ship depended to a great de-
gree upon the adequ.icy of its power plant. The results
achieved would have been impossible without the use of
water-tube boilers." One of the types of water-tube boilers
that found wide acceptance in the Navy was the White-
Forster design as built by the B&W Co. The first boilers
of this design used in the Navy were ordered for the
destroyers Aiayrant and Witrrh!gto>/ in 1909. The wet
weight was approximately 12 pounds per square foot of
boiler surface. This exceedingly light weight contributed
materially to successful destroyer design. Because of space
limitations, and limited design techniques superheaters
were not used with this type of boiler.

In general, these were the two designs that continued
in use throughout World War I — B&W Sectional-Head-
er boilers, usually with topside superheaters, for larger
combat ships, and B&W-built White-Forster boilers for
destroyers. Despite the general adoption of turbines, there
was a relatively slow increase in working pressures and
temperatures.

The development of turbines to replace reciprocating
engines was parallel to the change from Scotch to water-
tube boilers, and was equally important. The use of tur-
bines came about for primarily the same reasons as the
adoption of watertube boilers: Saving in space and
weight, increased economy, lower first cost, reduced cost
of maintenance, etc. Turbines also made it possible to
use smaller shafts and propellers, and they reduced vibra-
tion considerably. However, these advantages were not
always immediately forthcoming, and a similar contro-
versy raged over turbines versus reciprocating engines
as took place over water tube boilers versus Scotch boilers.
A different problem which had to be overcame in the
use of turbines was that of efficiently transferring power
to the propeller. This called for the development, among
other things, of efficient reduction gearing. Also perform-
ance of reciprocating engines continued to advance, and
turbine performance had to keep abreast of it, at the
same time that the "kinks" in turbine design and applica-
tion were being ironed out.

One characteristic that delayed the adoption of tur-
bines for larger vessels such as battleships was their rela-
tive inefficiency at low cruising speeds. This was of par-
ticular importance to the Navy, whose ships had to cover
areas of the Atlantic and Pacific, with refueling bases
few and far between. Fuel economy at low cruising speeds
was thus of paramount importance, and many of the
large battleships built just prior to World War I were
equipped with reciprocating engines. However, turbine
designers succeeded in overcoming these diificulties, pri-
marily by the use of separate cruising turbines and effec-

tive reduction gears. Comparative tests were run on three
battleships — the Oklahoma with reciprocating engines
and the Nevada and Pennsylvania with turbines of dif-
ferent makes. The successful performance of the turbines
in these latter two ships marked the passing of the re-
ciprocating engine in combat ship propulsion.

Along with the adoption of watertube boilers and tur-
bines came the use of oil rather than coal as the original
source of power. The discovery of large oil reserves in
the United States at the turn of the century led the Navy
to study comparative advantages of oil and coal. Fuel
oil was definitely adopted for destroyers in 1908, and the
previously mentioned Mayran/ and Warrington were
built with oil-burning equipment. In 1912 oil was select-
ed as the fuel for the battleships Oklahoma and Nevada,
and subsequently became standard for all steam-propel-
led Naval vessels. The major advantages of oil over coal,
which led to its general use were:

1. Increased efficiency, steadier performance of
boilers, better regulation of steam supply, and
faster starting up.

2. Decreased maintenance of boiler and hull. Great-
er cleanliness.

3. Decrease in fuel weight for a given cruising
radius and decrease of bunkering space. Liquid
fuel could also be stored in spaces previously
wasted.

4. Fewer men required for operation, less manual
labor involved.

5. Ease and simplicity of refueling.

The cumulative results of all these advances in design
and in the type of fuel was demonstrated by the per-
formance of the large battleships laid down during, and
completed shortly after World War I. As an average, the
fuel rate for these battleships was slightly less than one
pound of oil per shaft horsepower, as contrasted with the
previously mentioned fuel rates of 2.4 to 3.15 pounds of
coal per indicated horsepower* for the naval vessels of
the 1890's equipped with Scotch boilers and reciprocating
engines. This significant reduction in fuel consumption
was a major factor in permitting the construction of
bigger, heavier armed warships, which could travel at
greater speeds over longer distances than could earlier
vessels.

The period following World War I saw the signing of
the Washington Naval Limitations Treaty, which placed
severe restrictions on naval construction. The number
and total tonnage of capital ships for each country was
definitely specified. New capital ship construction was
limited to replacements, with each ship not exceeding
35,000 tons maximum displacement, except for aircraft
carriers which were limited to 27,000 tons each. A
capital ship was defined as any ship of war, not an air-
craft carrier, whose displacement exceeded 10,000 tons,
or which carried a gun with a caliber exceeding 8 inches.
Lighter ships were not limited in number.

Commander H. E. Rossell, (Cl.C.) U. S. N. (Ret.) has
aptly summarized the effect of this treaty on design
practice: The limit of 10,000 tons set by the Washing-
ton Treaty on the size of warships other than capital
ships and aircraft carriers had a profound influence on

JANUARY • 1941

Page 77

warship design practice. Designers were faced with the
problem of getting the "most ship" on a given displace-
ment. Obviously the solution lay in achieving the great-
est economy of weight without loss of military effective-
ness. All means to this end were explored and many
found expression in the designs of cruisers which ap-
peared within a few years after the treaty became effec-
tive.

"The innovations were progressive in nature; that is,
one step led to another and still another. In time many of
the changes introduced first on cruisers were extended to
other types of warships. On the whole the result was to
improve greatly the quality of warships, both small and
large. . . . Among the immediate consequences of the
Washington Treaty on the design of naval machinery was
the general recognition of geared turbines together with
small-tube oil-fired boilers as the most suitable type of
propulsive machinery for all surface warships except
motorboats and other very small vessels. . . _. Other con-
sequences of the treaty were the introduction of light
weight alloys . . . the gradual substitution of weldments
for castings or riveted structures . . . and the use of great-
er care in the design of machinery and fittings with a
view to reducing weight.

"The use of high steam pressure and high superheat
in conformity with practice in power plants ashore in
the early 1920's offered to naval designers the possibility
of making substantial reductions in the weight of the
propulsive plant. . . . Today (1943) a boiler pressure of
600 pounds per square inch and superheat up to 850
degrees F are not uncommon on naval ships. The use of
high pressure and temperature brought many problems,
the most serious of which had to do with the behavior of
metals at high temperatures, and deaeration of feedwater,
the prevention of contamination of feedwater, the
strength of high-pressure piping, the fire hazard, and the
insulation of exposed surfaces at high temperatures.

"During the period under discussion there has been
a strong trend toward great size of boilers with the re-
sult that a modern warship carries far fewer boilers than
a ship of the same power built twenty-five years ago.
The performance of naval boilers has been improved
substantially during the last twenty years through better
design of practically every feature. At the same time
there has been a reduction in weight per unit of heat de-
livered. This end has been reached partly by increased
efficiency of boilers and partly by greater consumption of
fuel per unit area of heating surface."

The paper "Development of Marine Watertube Boil-
ers" by J. H. King and R. S. Cox gives graphic and de-
tailed proof of the general statements made by Com-
mander Rossell with respect to the effect of the Wash-
ington Treaty on boiler design.

The first of the so-called treaty cruisers, laid down in
the United States in accordance with the terms of the
Washington Treaty were those of the Salt Lake City class
of 9100 tons displacement which were completed in
1929. These ships required the lightest possible boilers
and machinery consistent with ruggedness and reliability
in order to provide for armament and other features
within the treaty limits. The boilers of the preceding
Trenton class, completed in 1924, had been considered
light and efficient and they occupied relatively small

Fig. 5: Babcock &
Wilcox sectional ex-
press boiler.

Fig. 6: Babcock &
Wilcox divided fur-
nace superheater-
control boiler.

Space. The Trenton boilers with water at steaming level
and temperature weighed 11.84 pounds per square foot
of heating surface. There were 12 boilers in each ship,
with a total heating surface of 98,040 square feet, and the
steam generated per ship at full power was 810,000
pounds per hour at 265 psi. The Salt Lake City had eight
Babcock & Wilcox Express Type boilers with a total heat-
ing surface of 95,040 square feet and designed to gener-
ate at full power a total of 1,400,000 pounds of saturated
steam at 300 psi. The wet weight was 10.37 pounds per
square foot of heating surface, and the space occupied
was considerably less than that of the boilers in the
Trenton class. These boilers at a higher pressure, generat-
ed more steam with less weight and spare than those in
the Trenton, and thereby contributed materially to the
success of these treaty cruisers. These Salt Lake City boil-
ers weighed less than .66 pounds for each pound of steam
generated on the basis of equivalent evaporation which
may be compared to the 10 to 15 pounds per pound of
steam required by the old Scotch boilers, or the 5 pounds
per pound of steam required by earlier designs of water-
tube boilers.

The trend to higher pressures and temperatures
brought about several important developments in the
early 1930's, many of which were first introduced with
the B&W boilers installed in the treaty cruisers of the
New Orleans class. Because of the limitations imposed
by the materials and techniques prevailing at that time,
boiler efficiency dropped off with increases in pressure.
To overcome this difficulty, a new design of boiler was
sought. This investigation culminated in the B&W Sec-
tional-Express boilers (Fig. 5 ). This design incorporated
some of the features of the usual sectional-header boiler,
but differed from this design in that cylindrical headers

Page 78

PACIFIC MARINE REVIEW

Fig. 7.

Bdbcocit

&

Wilcox

single -

P-

iaVe controlied-

su-

perheat

boiler.

Fig. e.

Babcock i

Wilcox

three - pass

section

al - header

boiler

were used with small diameter curved tubes between
the headers. The cylindrical headers were arranged so as
to provide a decreasing gas area through the boiler, re-
sulting in a uniformly high rate of heat transfer. Boilers
of this design met the requirements of high steam pres-
sures and temperatures and gave a high boiler efficiency.

The Sectional-Express boilers installed in the Scout
Cruisers of the New Orleans class were designed for a
working pressure of .^00 psi and a total temperature of
570^ F. On official full power tests they developed an effi-
ciency of 82.12 per cent under the firing rate then cus-
tomary in naval practice — namely, 1.1 pounds of oil per
square foot of heating surface. This boiler was relatively
light weight and at that time was considered a great im-
provement for naval use.

The boilers in the New Orleans class cruisers embodied
one additional advance of great significance: fusion weld-
ed drums. All previous boilers had used riveted drums
which were heavy, subject to leaks and cracking, and
imposed severe limits on thickness. The Babcock & Wil-
cox Company therefore conducted an extensive series of
investigations and experiments with fusion welding
which resulted in a highly successful process giving light-
weight, trouble-free drums, and thus opened the way to
higher steam pressures without prohibitive increases in
weight.

This initial installation of welded drums in the Navy
was followed by their adoption for all naval boilers, and
gradually for all of the United States merchant marine.

Great impetus was given to naval construction in the
United States with the start of the naval building pro-
gram in 1933. The destroyer leaders of the Porter class
were among the first of this program. They were fitted
with Babcock & Wilcox Express-Type Boilers designed
for a working pressure of 425 psi and a total steam
temperature of 650° F.

The use of higher temperatures in naval practice
presented a problem in connection with the effect of
high steam temperature on backing turbines and on
main turbines and auxiliaries for maneuvering. Further-
more, with the usual convection type of superheater,
the steam temperature increases with increase in the
boiler firing rate. It was felt that, if some means could
be provided to maintain a constant temperature at all
ahead speeds of the ship and at the same time provide
saturated or low-temperature steam for the backing tur-

bines when going astern, increased economy could be
obtained without detrimental effects on the machinery.
The first solution was the B&W separately fired super-
heater. With this method of temperature control, steam
is generated in Express-Type boilers and all steam to be
superheated is passed to the separately fired superheaters,
where the temperature of the steam is controlled by the
firing rate. Some saturated steam is generated in the
separately fired superheaters, since generating tubes were
placed between the furnace and the superheaters in order
that the convection-type superheaters could be fully
screened from the radiant heat of the furnace. B&W
boilers of this design were installed in the cruisers
Saiannah, Boise, Phoetiix and Nashville, and the air-
craft carriers Yorktotvn and Enterprise and several years
later in the first Hornet. The first economizers in the
Navy were also installed in these vessels. These boilers
were designed for a drum working pressure of 450 psi
and the separately fired superheaters were designed for a
total temperature of 650°F.

A new era in boiler design opened with the develop-
ment of the B&W boilers for the destroyers of the Somers
class in 1934. Designed for a working pressure of 600
psi and a total steam temperature of 850°F, the boilers
installed in these ships were significant in that they in-
corporated an integral superheater control which, in a
single unit and with much lighter weight, provided the
features of superheater control previously obtained with
separately fired superheaters. These boilers were the Bab-
cock & Wilcox Divided-Furnace Superheater-Control de-
sign fitted with convection-type superheaters (Fig. 6).

This boiler was a modification of the three-drum ex-
press-type boiler. The furnace was divided by means of
a stud-tube division wall which provided two furnaces,
one of which is referred to as a "superheater furnace" and
the other as a "saturated furnace." Superheaters of the
convection type were placed in one bank and were
.screened from the radiant heat of the furnace by several
rows of boiler generating tubes. The other bank consist-
ed entirely of generating tubes. With this design, saturat-
ed or superheated steam could be obtained as required.
When saturated steam without superheating was needed,
the saturated furnace was fired. When superheated steam
was needed, the saturated steam was passed to the super-
heater and the degree of superheating imparted was con-
fPlease turn to page 130)

JANUARY • 1 948

Page 79

WITH THE Um ARCHITECTS

HID WIIE EICIIEEHS

THE 55TH ANNUAL MEETING of the Society of
Naval Architects and Marine Engineers at New York,
November 13th and I4th, brought out nine technical
papers by some of the big marine experts.

Most outstanding feature in the make-up of the pro-
gram is the dearth of marine engineering material. Only
one paper in the nine deals with propulsion. The nearest
approach to engineering among the other eight papers is
No. 4, which deals with Electronics on Shipboard. All
of the others are concerned with hull construction and
design.

We present herewith a short abstract of each paper:

l\lo. 1 - The Resistance of Rarges and Flotillas

By L. A. Baier, Chairman of the Department of Naval
Architecture and Marine Engineering, and Director of
the Naval Tank at the University of Michigan.

For over 36 years the Naval Tank at Michigan Uni-
versity has been testing barge forms, both singly and in
flotillas, and producing new designs of barge hulls and
attachments thereto. From time to time, reports of this
work have appeared as papers at A.S.N. A. and M.E.
meetings. These experiments began in 1911 under the
famous Dr. H. C. Sadler. Dr. Baler's papers brings them
up to date and arrives at these conclusions:

"For single barges, influence of rake variations on
resistance is reflected as a whole by the change in the
block or longitudinal coefficient, although minor factors
such as bilge and rake edge radii and shape of rake
profile must be considered. As speeds are increased, the
single barge is lengthened, the ends turned in, large
bilge radii are used and modeled rakes at each end are of
benefit.

"In direct contrast, for flotilla purposes the barge unit
should be designed for the maximum integration possible.
All edge radii should be small to reduce wetted surface
and avoid wedging apart of the units by drift wood.
Where complete integration is impracticable, the in-
terior ends should have shorter rakes. A recent develop-
ment in the oil trade is the use of integrated barges in
pairs with the after rake snubbed off and the forward
rakes lengthened. Four of these units, arranged either

two wide and two long or one wide and four long, pro-
vide terminal and trip flexibility accompanied by effi-
cient propulsion. The best size for these units is about
240 feet by 50 feet, making a flotilla either 960 feet by
50 feet or 480 feet by 100 feet for lockage. When prop-
erly designed, the resistance of the wide flotilla is only
slightly greater than that of the tandem arrangement.
For general freight and multiple units the 175-foot by
26-foot or 195-foot by 35-foot barge with snubbed after
rakes gives a convenient lock combination and ap-
proaches the efficiency of the full integrated flotilla.

"It is interesting to note that due to improvements in
flotilla units, controlled fleet arrangements, installation
of the Kort nozzle and use of supercharged Diesel power
plants the cost per horsepower today of modern towboats
for a given tonnage is lower than in the past."

lo. 2 -Various Coverning Rodies and the Effect
of their Regulations on Shipping

Three authors combined to produce this survey: Wil-
liam B. Jupp, Mgr. Marine Construction and Repair
Division, Socony Vacuum Oil Co.; George I. Sullivan,
Supt. of Drafting, Quincy Yard, Bethlehem Steel Com-
pany; Wolcott E. Spofford, Technical Consultant, U. S.
Maritime Commission.

They confine their treatment to U. S. National Gov-
erning Bodies. Any survey of world shipping will in-
dicate that for the past 900 years "there has been a very
definite relationship between governmental law and regu-
lations, and the success or failure of any specific merchant
marine." Successful marine powers have had laws whose
obvious intent was, and is, to foster all phases of the
Maritime industry. In recent years, the apparent effect of
U. S. Maritime law has been to "protect everything but
the economics of the industry."

So complicated is the governmental regulation of
American shipping that it now takes: 12 different cer-
tificates for the documentation of a new ship on delivery;
9 separate papers to clear an American port; and from
5 to 10 other papers relating to cargo. The set-up is in-
efficient, uneconomical, and demoralizing to the in-
dustry. We have 23 standing committees of Congress

Page 80

PACIFIC MARINE REVIEW

making conflicting laws that form the basis of our mari-
time policy, and 67 bureaus and agencies that make and
execute the regulations applying the laws made by the
23 committees.

It is recommended that a Merchant Marine Advisory
Committee should be formed of selected delegates from
each of the Associations representing the maritime in-
dustry and that this committee act in an advisory capacity
to all the government regulatory bodies. This M.M.A.C.
would function similarly to the Tanker Industry Com-
mittee which has been quite successful in this type of
work for over 15 years.

l\lo. 3-The Multiple -Skeg Stern of Ships

By Captain Harold E. Saunders, U. S. N. Director of
David W. Taylor Model Basin at Carderock.

Another of those monumental technical papers by
Captain Saunders, wherein he traces the historical de-
velopment of the twin or multiple skeg stern in Europe
and in the United States; recites the reasons for interest
in skeg sterns; analyzes the technical benefits derived
from skegs; gives examples and analyses of tests on
identical design models with and without skegs; gives
an analysis of detail hull design in connection with twin
skegs; and formulates design rules covering hull shape
and stern arrangement, tunnel shape, skeg shape, skeg
ending, propeller, rudder, shafting, bearings, foundations,
and skeg structural details. We reproduce herewith two
tables, one showing comparison between skegless and
twin skeg designs for a very large tanker, the other, a
similar comparison for the passenger liners Manhattan
and WaihifigtoH.

COMPARATIVE CHARACTERISTICS OF TWO LARGE TWIN-SCREW
TANKER DESIGNS TESTED FOR THE SUN SHIPBUILDING &
DRY DOCK COMPANY
distances are in feet and inches Lengths fot co-
lengths between perpendiculars. All tons are 22-10

All lengths i
efficient purposes
pounds.
TMB Model Nut

I hers

Type of stetn

Length between perpend it

Length overall

Length on waterline

oldcd

olded

olded.

coefhcii

Draft.
Displa

Block coefficii
Longitudinal
Midship sectii
Longitudinal CB forward <
Wetted surface, sq. ft,
L/B ratio
B/H ratio

Displacement-length ratio
Speed range, knots
Designed speed, knots
Speed-length ratio at desi
EMP at designed speed
SHP at designed speed
EHP/SHP ratio
Length of model, ft.
Scale ratio

TMB propeller model ni
Propeller diameter
pitch

number of blades
mean width ratio
blade thickness fractioi
projected area ratio
type of blade section

TMB Model

TMB Model

^817

3821

Normal form

Twin skegs

685-0

685-0

712-0

712-0

700-0

699-10

150-0

150-0

32-0

32-0

67.700

67,700

0.705

0,705

0.715

0,715

0.086

0,986

V8

3,67

1 17.1 18

120.778

-) 67

4 67

.) 69

4.69

198

198

8 to 18

8 to 1 8

16

16

0.612

0 612

12.380

12,850

19.280

18.680

0.642

0,687

20-0

20-0

^4.25

34,25

2462,3

2462.3

1950

19.50

15.00

15.00

0.769

0.769

4

0,247

0.247

0.057

0,057

0,450

0,450

airfoil

airfoil

outward

outward

COMPARATIVE CHARACTERISTICS
SENGER SHIP

All lengih% and distances are in
efficient purposes are IciiKth "n the wai
Prototype Ships

TMB Model Numbers
Type of stern

Length between perpendiculars, ft. an

Length overall

Length on waterline

Beam, molded, maximum

Beam, molded, at 29-ft. WL

Draft, molded, designed

Draft, for model tests

Displacement at 29-0 ft- draft, tons

Block coefficient

Longitudinal coefficient

Midship section coefficient

Longitudinal CB forward of amidship

Wetted surface, sq. ft.

L/B ratio

B/H ratio, based on 29-0 ft. draft

Displacement-length ratio

Designed speed, knots

Speed-length ratio at designed speed

EHP at designed speed

Sl^P at designed speed

EHP/SHP ratio

Thrust deduction factor

Length of model, ft.

Scale ratio

TMB Propeller model numbers

Propeller, diameter

pitch

pitch-diameter ratio

number of blades

mean width ratio

blade thickness fraction

projected area ratio

type of blade section

OF TWO TWIN-SC:rEW PAS-

DESIGNS

feet and inches.

Lengths for co-

erline. All tons a

re 2240 pounds.

Manhattan

None

and

Vi^ashington

TMB Model

TMB Model

3041

3898

Normal forn

. Twin skegs

with bal-

with twin

anced rud-

vertical

der and

rudders

dead wood

tut away

m. 666-0

685-0

705-0

705-0

685-0

684-10

86-0

86-0

85-5

85-5

30-0

30-0

29-0

29-0

U,250

U.250

0.645

0.6.(5

0.660

0.660

0.977

0.977

2.13

3.94

74.148

76.505

8.02

8.02

2.95

2,95

97.2

97.2

20.5

20.5

0,783

0.783

16.5 30

16.300

24.620

22.400

0.67

0.733

0.I7I

0.083

20.00

20.00

34.25

34.25

1161.2

1161,2

19-0

19-0

20-0

20-0

1.052

1,052

4

4

0.227

0,227

0.053

0.053

0.383

0.383

Ogival, with

Ogival. with

lifted lead-

lifted lead-

ing edge at

ing edge at

^u. 4 - [lectronics on Shipboard

By H. Franklin Harvey, Jr. and Frederick P. Colman,
respectively Electrical Engineer and Assistant Electrical
Engineer, Newport News Shipbuilding and Dry Dock
Company.

Approaching the subject from the viewpoint of the
shipowner and the shipbuilder, this paper briefly de-
scribes all present applications of electronics on ship-
board, and discusses probable future applications. It
defines electronics as dealing with "the conduction of
electricity through a vacuum or a gas."

Earliest application was radio telegraphy in 1896. This
was followed by: radio telephones; radio direction find-
ers; radar; loran; shoran; life boat announcing systems;
music and entertainment systems; fire detective alarms;
temperature recorders; electric megaphone; electric eye
door control; fluorescent lighting.

Principal future use visualized by the authors is in
rectification of alternating current for such uses as: bat-
tery charging; energizing holding magnets for self-clos-
ing fire-doors; motors for operating watertight doors;
direct current cargo winch motors. The authors believe
such power rectification would show a decided space —
and weight-saving over motor-generators.

Other possible applications are voltage regulators for
electric generators, leveling devices for elevators, electro-
therapy in ships' hospitals, sterilization of air in food
storage or hospital spaces, electro-static precipitation of

JANUARY • 1941

Page 81

dust or smoke, and inter-office communication.

It is suggested that electronics may furnish the key to
direct utilization of atomic energy in ship propulsion.

^0. 5 - Some Factors in the Use of Plastic
Ship-Bottom Paints hy the Navy

By Daniel P. Graham, Chemist, Research and Standards
Branch, Navy Department, Washington, D. C.

Several commercial brands of plastic paint have been
investigated by the Navy during the past 50 years. Out-
standing in the early tests were the Moravian paints
manufactured by Veneziani of Trieste. A green anti-
fouling paint furnished by this firm passed Navy tests
so satisfactorily that in 1902 several battleships and
cruisers were coated with it. These applications proved
very satisfactory, but because of pressure against use of
foreign paints and difficulties in procurement, their use
was discontinued.

In 1909, the Navy started making paints on its own
formula, and purchase of commercial brands was stopped
except in emergencies. In 1921, an investigation of the
fouling of ships bottoms led to an appraisal of all toxic
substances, and the Chemical Warfare Service was called
into consultation. Under the guidance of Chemical War-
fare Service, the Navy began the manufacture of hot
application plastic paints. In 1924 and 1927, five destroy-
ers were coated with these plastic compositions, but all
were failures due to lack of adherence. The paint dropped
off in large sheets or blistered very badly.

Mare Island Navy Yard was asked to carry on further
investigations, and in 19.^1 reported that "all Chemical
Warfare Service paints were quite eflfective against foul-
ing and furnished good protective films." In 1932, the
Navy bought sufficient Moravian paint to coat twice the
bottoms of one destroyer and two cruisers, and after ex-
haustive tests, the experts agreed that Moravian was
more effective than Navy Standard against fouling. The
Navy then started out to find a formula that would be
equal to or better than Moravian.

Mare Island Yard, Norfolk yard, and Edgewood
Arsenal all developed and manufactured paints. These
paints were used in comparison with each other and with
Moravian in large-scale tests on destroyers. Eighteen
months of these tests demonstrated a decided advantage
for the Mare Island hot plastic paint, and the Navy's
anti-fouling paint development program emphasized this
paint. However, the need for a paint with less exacting
application requirements led to the development of
plastic paints for cold application.

Navy standard designations are: 15 H.P. for hot
plastic; 105 and 143 for cold plastic anti-fouling used on
surface vessels; 145 for cold plastic for submarines; 146
for cold plastic boot topping.

It is necessary to prepare a clean metal surface for the
application of these paints and the Navy has standardized
on a process of wet sandblastmg to remove everything
down to the clean steel, followed by a wash of 2%

solution of phosphoric acid to prevent immediate sur-
face corrosion. This method gives a better surface much
more economically than hand chipping, power scaling,
or power wire brushing.

For application of hot plastic, the Navy has developed
a system of melting kettles, electrically heated pressure
kettles, electrically heated pressure hose, and electrically
heated spray guns. A film approximately 1/32" thick is
sprayed on corresponding to approximately 2 pounds of
paint per square yard.

Cold plastic when agitated is liquid enough for spray
application at ordinary atmospheric temperatures. The
best spray temperature for this paint is 70° F. After dry-
ing, its film melting point is 200° F.

This paper, after an exhaustive statistical analysis con-
cludes that: ( 1 ) Fouling with these paints is negligible
(only 10% of the vessels were fouled more than 5%).
Fouling was reported as often on intact anti-fouling
film as on spots where A. F. film was missing, which in-
dicates that activity of vessel has much effect on fouling;
(2) 15 H.P. has better adhesive qualities on hand-
brushed steel surfaces than the cold plastic paints, but on
sandblasted surfaces, the adhesive qualities are equal;
( 3 ) anti-corrosive properties of the Navy standard paints
are equal.

Aside from cost of application, the one disadvantage
of plastic paints mentioned in the paper is the greater
initial skin resistance, as compared with the thinner,
smoother commercial A. F. paints. This disadvantage
may be greatly increased if the plastic paint is applied
without strict compliance with the standard technique
worked out in the Navy.

h. 6 - n/lechanical Reduction Gears

By J. A. Davies and H. W. Semar, respectively Man-
ager, Marine Turbine Engineering, and Superintendent,
Quality Control Steam Division, Westinghouse Electric
Corporation.

During World War II, the manufacturers of mechani-
cal gears for ship propulsion machinery worked around
the clock to supply the demand.

Reduction gears between turbine and propeller shaft
were first introduced about 40 years ago. Their purpose is
to allow the turbine rotor to run faster, thereby provid-
ing a more economical use of steam, and to allow the
propeller shaft to run slower, thereby providing a more
efficient propeller. Single reduction was used at first, but
double reduction gearing was quickly developed.

Much research has led to: development of better ma-
chinery for cutting and finishing gear teeth; the use of
harder and stronger steels in the forgings; the convic-
tion that higher stresses can be safely used in gear teeth
and in bearings.

The involute form of tooth is at the moment the most
generally used tooth contour. The simple characteristics
of its engagement and the relative ease with which it
can be produced indicate that it is likely to be used for
marine gearing for many years to come.

One of the principal problems still encountered with

Page 82

PACIFIC MARINE REVIEW

this rype of gearing is what is known as "pitting". Little
circular pieces of steel break loose from the surfaces of
the engaging teeth and leave behind small crater-like
depressions. While pitting has not been known to in-
terfere with the continued use of the gear, it is a prob-
lem to which much attention is being paid. Recent tests
seem to prove that the amount of pitting is directly pro-
portional to the relative roughness of the tooth surface.
In other words, by providing a smoother finish to the
flanks of the teeth, pitting can be reduced almost to the
vanishing point. This lends support to the theory that
pitting ocurs as a result of heavily concentrated loads
on the prominences which are present on the flanks of
gear teeth when a finishing operation, such as "shaving"
or "lapping" has not been provided after the gears have
been formed in a regular tooth cutting machine.

The paper gives a detailed description of the method
adopted to determine the contact stresses which are en-
countered in gearing of this type.

this control, changes of water speed will lead to deviations
from constant pressure, which are rapidly corrected.

^0. 7 - Propeller Tunnel ^otes

By Prof. Frank M. Lewis, Massachusetts Institute of
Technology.

This paper discusses technical details involved in the
cavitation testing of propellers in the M.I.T. propeller
testing tunnel, and presents the cavitating test results
for a series of wide blade propellers suitable for various
types of high speed vessels.

An entire cavitation test usually is made at a single
number of revolutions per minute, 1200 being a common
figure for a 12-inch propeller. The propeller is held to this
fixed number of revolutions per minute by a tuning fork
control acting on the field of the generator which sup-
plies the propeller motor.

The revolutions per minute can be determined at any
time by a counter-clock arrangement, and the deviation
from constancy is of the order of I/IOOO or less. A syn-
chronism indicator shows the operator whether the fork
and motor are in or out of step.

The pressure in the tunnel is held constant automati-
cally by a water leg. A 3-inch pipe leads 35 feet down-
ward from the test section of the tunnel. At its bottom
a pipe is connected which can be swivefled in a vertical
plane. The top of this swivelled pipe is open to the at-
mosphere. A smaU stream of water is fed to the system
continually and spills out the open end of the swivelled
pipe. The two high points of the tunnel where air tends
to collect are connected to a vacuum pump through float
valves which will pass air but not water. The tunnel thus
operates completely filled with water and the pressure
at the propeller axis is equal to atmospheric pressure
minus the pressure of a column of water of a height
equal to the distance from the open end of the swivel
pipe to the propeller axis. The pressure is lowered by
lowering the swivel pipe, and raised by raising it. While
the range of pressures thus obtainable is limited, it cov-
ers the usual requirements for cavitation testing. With

h. 1! - Aluminum Alloys in Ship Construction

By M. Cj. Forrest, Asst. Naval Architect, Gibbs & Cox,
Inc.

Experience during the past 12 years indicates that cor-
rosion resistance, physical properties, and fabrication of
aluminum alloys as used extensively in secondary ship
structures have now demonstrated the feasibility of de-
signing and building ships made wholly of these metals.

It is now considered that suitable aluminum alloys
offer greater resistance than steel to marine corrosion. It
saves great weight for equivalent strength. Total saving
in weight of complete ship will approximate 38' v.

For some time to come, aluminum ships will be all
riveted. The deflection of an aluminum hull will be twice
that of a steel hull under sea and cargo load stress. Tests
are needed to determine what effect this will have on
watertightness of riveted joints. Experience with riveted
aluminum tank cars over eight years of service indicate
minimum leakage under severe rail conditions. Pre-
liminary tests indicate that aluminum has less notch-sen-
sitivity than steel.

In a normal cargo vessel of medium size, the vertical
center of gravity of the aluminum ship will be 6 inches
lower than that of the steel ship in light ship condition.

All aluminum structural material when received in the
stockyard, should be thoroughly cleaned, treated with a
water solution of phosphoric acid and grease solvents,
then given a coat of zinc chromate primer. During fabri-
cation, all faying surfaces should be coated with zinc
chromate primer. The use of lead pigment primers on
aluminum causes corrosion after immersion in salt water.
Anti-fouling paints may be applied only over zinc chro-
mate primer. Connections of aluminum to steels, to
nickel alloys, or to copper alloys should be avoided, or
the faying surfaces of these dissimilar metals be electro-
plated with cadmium. The new Argon-gas tungsten-arc
welding process shows great promise of making satis-
factory strength joints in aluminum. Tests under way
seem to indicate that this method may produce satis-
factory ship joints.

Aluminum in machinery must be limited to applica-
tions not subject to temperatures above 400° F. In pipe
valves and fittings, temperatures not over 200° F. and
pressures not above 50 p. s. i.

Present conditions in the aluminum industry justify
entire vessels of this metal up to about 450 feet in length.

h. 0 - Design of Modern Ships

By George C. Sharp, Naval Architect.

The purpose of this paper is to try to dissipate some
of the "inertia of tradition" which causes so much
trouble to designers of modern ships, and to provoke

JANUARY • I94i

Page 83

SUITE

DELUXE

COURT

V E R A N DA

LEGEND

Fig. I. Application of Air-Light Arrangements.

STATEROOMS

discussion with that end in view. ( Probably no one per-
son in these United States is more qualified by experience
and by temperament to accomplish these purposes — Ed. )

Passenger accommodation arrangement is the first fac-
tor discussed. We are always striving to get outside rooms
by, in effect, bringing some part of the room to the out-
side skin of the ship. Why not try, in effect, bringing
the outside skin to the room? Proposed arrangements to
effect this are shown in Fig. 1. The author calls these
Air-Light arrangements. They involve large windows in
the ship's side and either a stepped vestibule to the cen-
tral passage or a wide court running right across the
ship. Rooms opening from each side of these light-air
ways are fitted with windows so that each room has a
view of the sea. Table I gives an idea of the value of this
arrangement as applied to a European passenger vessel
built in the 19.t0s.

In machinery arrangement, the paper makes a strong
plea to take advantage of the increasing compactness and
decreasing weight of modern power plants by giving seri-
ous consideration to single screw installations for vessels
of large power. Small cross-section up-takes are advocated,
with entire separation from the stack or stacks which can
then be proportioned for the best streamline effect, or

can be eliminated. The external up-take for modern
forced draft boilers need be little larger than a king post,
and can be made to serve as such.

Air conditioning presents serious problems. The com-
pactness of passenger accommodation spaces makes the
installation of air conditioning ducts a very "complex
business". Insulation temperature control and drainage
are very important. On a medium passenger liner at sea,
the system may remove 10-15 tons of water per day by
dehumidification of the air. Consideration should be
given to these matters in the design stage of the hull and
the air conditioning experts consulted.

The author ( Chairman of a Safety of Life at Sea sub-
committee, assigned to develop proposals on fire pre-
vention for a new International Convention) visualizes
considerable modification of the rules, particularly in the
matter of heat transmission through bulkheads. He feels
that a "review of existing requirements would indicate
the possibility of considerable simplification of the rules. "

He concludes: "In the final analysis, I feel that if we
give the necessary attention to arranging our accommo-
dations to provide a maximum of air and light to aU
rooms; if we provide them with conditioned air, where
I Please turn to page 132i

Page 84

PACIFIC MARINE REVIEW

HEm-DUn CHAII DRIVES FOR

wiiE mnmm mwa

By N. C. BRKMEH,
Cliief Kngineer, Morse Cliiiiii Caiiipaiiy
Siihsidinry nf Borrf-WaniRr Cnrporntinn

During the war, because of the short-
age of helical-gear and electric drives for
smaller diesel-powered ships, transmission
chain, which had had a long record of suc-
cessful application in industry, was adopted
for marine service. In 1942, after the Navy
Department Bureau of Ships had conduct-
ed a series of tests on chain drive, it was
fitted on 65-ft. and 1 10-ft- harbor tugs, and
the Army Transportation Corps FP cargo
vessels. This paper points out the advan-
tages as well as the limitations of chain
transmission applied to ship propulsion and
mentions factors which contribute to effi-
ciency, long life, quietness and low main-
tenance costs.

Introduction

TRANSMISSION chain has been successfully used on
diesel-powered equipment for many years. The lati-
tude in design permitted by its accommodation to vary-
ing centers and its ability to carry heavy loads under
adverse conditions of protection, lubrication and align-
ment, has made it a popular drive medium on many
types of mobile or portable equipment where saving
in space or weight is important.

When totally enclosed and properly lubricated, the
chain drive is a long-lived piece of equipment. His-
tories of from 10 to 25 years of service can be exhibited
for high-capacity drives in various industrial plants
throughout the world.

While but a few marine-propeller drives of more
than 100-hp capacity had been built up in 1942, the
performances of several drives on small dual-engine
commercial vessels encouraged the Navy's Bureau of
Ships to make a thorough study of the possibilities of
the chain drive as a substitute for electric and helical-

Prc-pared for presentation b
Power Division, Milwaui<ee,
Engineers.

gear drives which, at the time, were on the critical list
as regards availability.

The study resulted in a decision to equip its YT
65-ft. tugs and a number of the YT 1 lO-ft. harbor tugs
with dual engines and to compound the power of these
by chain drives to drive large slow-turning propellers.

The success of the drives in these boats and in the
Army Transportation Corps' small FP cargo vessels has
created considerable interest in this new marine trans-
mission.

Function of Chain Drives

The primary function of chain drives in diesel-pro-
pelled vessels should be considered as that of compound-
ing or transferring power from two or more engines to
a single propeller shaft.

While chain drives are efficient speed reducers they
will not commonly be adapted to the function of speed
and torque change in a single-engine single-screw ves-
sel, as in this case the gear drive would be indicated
because of its inherent compactness.

As a matter of fact, the design possibilities of multiple-
engine plants, especially when high-speed engines are
to be used, are often enhanced by combining reduction
gears with chain drives in the power train.

When used with medium-speed engines the speed
reduction accomplished by the chain transmission in
itself is usually sufficient to allow the use of large pro-
pellers. Reversal of the propeller can be through the
use of separate reverse gears on each engine or in the
output train, with specially designed reversing chain
drives, or by the use of direct-reversing engines.

The suggested arrangements shown in Figs. 1 to 6
are but a few of the many combinations which are pos-
sible and which open new opportunities to the marine-
power-plant designer wishing to utilize the advantages
of multiple engines.

Characteristics of Chain Drives

Pnicer-Cupacity Ranges. It will be noted that many
of the suggested power trains incorporate a combination
reverse reduction gear between the engines and the
chain drives. Preference is thus implied for drives de-
signed for the lower revolutions-per-minute brackets
which incorporate the heavy-duty series of manufacturers'

JANUARY • I 948

Page 85

Fig. \-i. Typical

PERCENTTAGE VARIATION (^) IN VELOCITY OF
CHAIN DUE TO DIFFERENCE (v) BETWEEN
J THE APOTHEM (a) AND THE PITCH RADIUS
(R)OF THE PITCH POLYGON

Standard steel-finished roller chain. This series covers
% to 2V2 in. pitch chains usually made up to quadruple
width as standard and 5 to 8 strands wide as special.

Reference to the capacity chart. Table 1, will show
that capacity up to nearly 2000 hp per engine may be
handled by a single transmission provided that input
speed is sufficiently low.

Multiple-strand chains for marine drives should be
constructed with the center plates shaved or bored to
allow a heavy press fit on the pins.

While this type of roller-chain design requires special
tools for assembly or disconnection, it provides a "pre-
loaded" condition of the chain side bars which is most
conducive to maximum load-carrying capaciry.

In a theoretical sense the maximum power-carrying
capacity of a chain drive is determined by the point at
which excessive sprocket width causes dangerous bend-
ing deflections to occur in the shaft or sprocket because
of chain pull. In this discussion, however, the conserva-
tive upper limit of horsepower capacity will be con-
sidered as that of rwo 6-strand chains sharing a common
load on the same sprocket.

Speed Ranges. It must be emphasized that chain
drives, unlike gears, have sharply defined upper limits of
rotative speed for any given pitch. This limit is usually
established by the ability of the chain roller to withstand
the impact forces created by the chordal action of the

chain as it engages the sprocket. Here again, the speed
ratings given with this paper are conservative and
assume all elements of the chain will have unlimited
endurance capacity under continuous service conditions
at full load.

While the linear speed of the chain is not a critical
factor, good practice seems to dictate a range of from
2000 fpm to .t500 fpm, the smaller pitches of chain
being better adapted to the higher speed.

Chordal Ac/ion. Figure 7 shows the effect of the
sprocket polygon causing chordal rise and fall of the
chain. It will be noted that small numbers of teeth in
the sprockets create decided variations in the velocity
of the chain. The practical effect of this is to create undue
noise and to set up stresses in the chain which reduce
materially its endurance capacity. As the number of
teeth in the sprocket increase, this velocity change drops
off markedly and the quietness, smoothness, and load-
carrying ability of the drive increases.

The minimum desirable number of teeth for the
small sprocket of marine chain drives, regardless of
pitch, is in the range between 26 and 35.

The smallest sprocket in the marine drives illustrated
in this paper contain 30 teeth. The result of the use of
this relatively generous number of teeth probably con-
tributes more than any other single factor to the success
of the drives. The quietness of the transmissions at all

Page 86

PACIFIC MARINE REVIEW

speeds is one of their outstanding characteristics.

Ratio Limitations. Ratios as high as 10 to 1 are often
used in industrial drives. In these cases, however, either
speeds or loads are surticiently low to allow the use of
very small sprockets.

The outside limit of reduction for marine drives
should probably be about 5 to 1. Even this ratio, assum-
ing that suitable pinion teeth are incorporated, would
necessitate a large driven sproci<et which is seldom
possible because of limited hull clearance.

When very slow-turning propellers are to be used
with high-speed engine, a good practice would be to
choose a chain drive of about 3 to 1 ratio, using reduc-
tion gears or combination reduction-reverse gears be-
tween the chain-drive input shafts and the engine.
Heavier, more rugged chains are used with this arrange-
ment and a better balance of power train design is
possible.

Factor of Safety. The load tables given in this paper
are based upon a minimum working-load to chain-
strength ratio of about 1 to .30. As this high factor is
necessary only because of rapidly recurring dynamic
loadings created by chordal action, it is obvious that the
chain has an enormous capacity for resisting momentary
shocks and overloads. The well-designed marine chain
transmission can withstand the effects of "rough going"
as well as any other unit of the propeller drive.

Elastic Properties of Chain. The elastic "stretch" of
a roller chain due to application of the working load
amounts to about 0.0006 in. per in. of its length. From
this it is apparent that the natural period of the chain
is quite high and little need be feared from torsional
resonance with either the propeller shaft or the engines.

This relative lack of "rubber" in the chains makes it
necessary that where two or more chains are used to share
a common load, the chains must be carefully matched
for pitch to insure proper distribution of chain pull.

It is also obvious that housing deflections of a nature
which would create excessive parallel misalignment of
the shafts must be avoided.

In this respect, however, the chain drive is con-
siderably less sensitive than a reduction gear, and chain-
drive housings may be of substantially lighter construc-
tion than gear cases. Installation problems are also simpli-
fied especially if self-aligning bearings are used.

Pitch Elongation — Chain and Sprocket Life. It is
quite customary to set up the usual chain drive in such

ENGIHe PPM
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QUINT

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19

38

57

76

95

114

152

190

228

350- 1350

l-KH

31

62

93

124

155

(86

248

316

372

650- 1050

IJ-IOOH

49

98

147

196

24S

294

392

490

388

500-800

l^-1iOH

64

128

192

258

322

386

SI6

644

772

415-700

l^-UOH

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170

255

340

425

510

680

850

1020

350-600

l-XOH

105

210

315

420

525

630

840

lOSO

1260

260-160

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156

312

468

624

780

936

1284

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1872

Table based on encihe sprocket having 30 teet,
Table I. Main chain-dri

Ratios up to 4:t.

a manner that the "slack" caused by joint wear can be
taken up.

This is sometimes accomplished by the use of adjust-
able idler sprockets, or more often by increasing the
center distance between the sprockets with sliding motor
bases or brackets.

However, the usual chain drive is not entirely pro-
tected from the effects of dust and moisture and seldom
is supplied with a copious bath of oil.

Moreover, it has long been established that a roller
chain installed and operated under good transmission
conditions develops nearly all of its "stretch" or pitch
elongation during the first few hundred hours of opera-
tion, and, once it has been "run-in," can be operated
for thousands of hours without further elongation of
any appreciable degree.

Repeated tests have proved conclusively that this
tendency to stretch at the start due to the constriction
at the ends of the holes in the chain bushings caused
by the heavy press fit of the side bars which does not
allow full utilization of the total bearing area of the
chain joint.

Development of grinding and honing processes
adapted to the larger sizes of chains has made it possible
to assure full seating of the full length of the chain
bushing bore at the very start. In addition, this also
allows correction of inaccuracies of side-bar hole spacing
and bushing-bore parallelism which would cause uneven
loading.

For this reason the Navy drives were designed with-
out any provision for pitch-wear take-up.

The chains were installed with an initial tension of
about 25 per cent of the working load on both strands.
Under this condition the chain drive has practically no
backlash and no appreciable looseness developed after
prolonged periods of operation. Moreover, the drives
set up with this minimum amount of slack were quiet
and smooth in operation from the very start. No "break-
in" period is required for marine chain drives and full
sustained loads may be applied immediately.

It will be noted that separate chains are used from
each engine to the main sprocket. With this system
maximum wrap is obtained without idlers, and the drive
retains the desirable feature of ability to operate with
one engine in case of accident to one of the chains.

Sprockets in marine chain transmissions have almost
unlimited life. Steel of machinable hardness or high-
strength cast iron is often used. As there is no rubbing
action on the sprocket teeth, and as the driving forces
are distributed over a relatively large number of teeth,
very little sprocket wear occurs.

Efficiency. Chain drives for marine service are slightly
more than 99 per cent efficient at full load. This high
efficiency is due to the low velocities of the journal
elements in the chain joint and the fact that with large
numbers of teeth, impact losses are very low. In indus-
trial drives the losses do not fall off in direct proportion
to the load so that efficiency at say ¥4 load at full speed
is but about 97.5 per cent. The latter condition of course
cannot occur in fixed-blade propeller drives.

Chain-drive losses fall off rapidly at reduced speed,
however; thus it may be stated that the marine chain

JANUARY • 1941

■'age

87

Fig. 8. Typical heavy-duty chain dr

Fig. 10. Typical chain transmission with built-in reduction ge
and adjustable centers.

■"age

drive is very nearly 99 per cent efficient over the entire
speed range.

Lubrication. Chain drives are not critical as regards
oil viscosity. Any medium oil which is fluid enough at
all operating temperatures to reach the joint or "heart"
of the chain is suitable. The type of oil used for the
engine lube system seems to be ideal for the marine
chain drive, and the use of engine lubricating oil in
the chain housing has been the standard practice in nearly
all installations.

The oil, however, should never be taken from the
engine lube system. A separate sump, strainer, and pump
should be provided for the chain transmission, prefer-
ably driven by a gear or chain from one of the pinion-
sprocket shafts. Spray pipes should be placed to dis-
tribute the oil to all portions of the chain.

Cooling of oil is not always necessary. When chain
speed is less than 2500 fpm, oil temperatures seldom
exceed 130 F.

Types of Housings. The drives illustrated were con-
structed at a time when horizontal-boring-mill facilities
in the country were critically needed for work on helical
gear reducers and other large machinery. For this reason
the transmissions were designed to utilize standard pillow
blocks with self-aligning roller bearings. The bases were
weldments of 1-in. plate well ribbed to assure stability.
The sheet-steel tops were functional only as enclosures.

This arrangement worked out very well and can be
recommended as lending itself to economical manufac-
ture especially where the drives must be custom-built
singly or in small lots.

Standardized units may be constructed along the lines
shown in Figs. 8 to 10, inclusive.

Thrust bearings of either the roller or slipper type
may be incorporated into the transmission. The axial
movement of the propeller shaft resulting with the use
of the Kingsbury-type bearing is easily accommodated
with the chain drive because of the generous clearances
between the sprocket faces and the chain side bars.

Rei'erse Gears. On the Transportation Corps FP ves-
sels a reversible chain drive has been used. In this trans-
mission an arrangement of pneumatic clutches allows
the propeller shaft to be engaged either with the main
forward chains or with a pair of reverse chains which,
through the use of idlers and a follower sprocket, causes
reverse rotation of one clutch element. In these transmis-
sions the forward drives were on fixed centers and re-
duction was provided in both forward and reverse speed.

In these ships four engines were used with two
separate chain-driving twin propellers.

In the largest series of the Navy tugs direct-reversible
engines were used. Speed reduction by the chain drive
was 3 to 1.

Gear-type disconnect clutches allowed operation with
either or both engines. Also, on some of these tugs this
arrangement made possible the transfer of the power
of the starboard engine from the propeller to a high-
pressure fire pump.

The smaller boats used unidirectional engines with
combination reverse and 2 to 1 reduction gears between
the engines and the chain drive. The control of the
reverse gears was by mechanical linkage to a common
pneumatic cylinder which in turn was operated by re-

PACIFIC MARINE REVIEW

mote control trom the pilot house.

The simulcaneous control of two reverse gears has
been accomplished on other vessels with hydraulic, elec-
trical, and mechanical linkage in each case with excel-
lent operating characteristics.

EcjiialiZiition of r.ni^iiie Output. Inasmuch as the en-
gines are locked in rotational step, it is easy to expect
that there might be some trouble in keeping the engines
in good power balance, especially on craft like tugs
where frequent starting, stopping, and speed change are
necessary. However, most of the troubles which had been
anticipated did not materialize.

Pilot house adjustment of speed has been successful
with both pneumatic- and hydraulic-throttle-control sy.s
terns. Once the usual preliminary adjustments have been
made, the two engines remain in gotid torque relation-
ship over the entire speed range. Occasionally the ex-
haust temperatures are checked and slight adjustments
of the governors may be made by the operator.

At no condition of operation has there been noticed
a tendency of one engine to "fight" or oppose the other.
During trial runs purposeful unbalancing of the engines
seems to result in nothing other than a dropping off
in speed of the system.

Hydraulic Couplings. Chain drives undoubtedly re-
spond to the smoothing-out action of hydraulic or
magnetic couplings fully as much as would a gear drive
under the same conditions.

As pointed out previously, the chain is not to any
degree elastic nor does it possess damping ability; con-
sequently, abnormal engine cyclic variations or vibra-
tions must be met either by increasing the size of the
chain or by introducing an absorbing device between
the engine and the drive.

The hydraulic couplings on the larger of the Navy
tugs functioned chiefly to permit of easy starting and
to allow better synchronization of engine output. Their
contribution to the success of the chain drive is not too
well established as engine-output characteristics were
good.

The hydraulic couplings used on these tugs were of
the traction type, with the outer and heavier elements
supported by the chain-drive bearings.

Scoop-type hydraulic couplings or excited magnetic
couplings may be used, making it possible easily to dis-
engage one of the engines for light operating conditions
or in an emergency.

Whether or not a reaction-type coupling is used, it
is advisable to incorporate a flexible coupling between
the engine and the load.

A coupling which allows of easy disconnection is
recommended when other means are not available to
disengage one of the engines.

Advantages of Chain Drives

The advantages of the single large slow-turning pro-
peller are best utilized on workboats such as tugs, where

I Please turn to page 132)

JANUARY. 1948

Dual engine 3 to I propeller drive with disconnect clulclies and
emergency fire pump drive.

Heavy duty chain drive for dual engine vesselt— 2 to I ratio.

Page 89

DllOPMENT OF SHIP FORMS

By WILLIAM A. BAKER, Assistant to Naval Architect,

Bethlehem Steel Company's San Francisco Yard.

Part II

Foundations for Modern Practice

Among the more important searchers for the "form of
least resistance" and one who helped lay part of the
foundation for our present knowledge of ship resistance
was John Scott Russell. He was greatly interested in the
subject of waves formed by ships and started experiments
in 1833; in all, the tests numbered nearly 20,000 includ-
ing both tests of models in tanks and full sized vessels
in canals. The first mention of his so-called "wave-line"
theory came in 1834 in a paper on the "Mechanism of
Waves" before the British Association for the Advance-
ment of Science.

He found through his experiments that ship resistance
was the sum of three things — wave making, midship area
and surface friction. While appreciating the effect of
surface friction he fell back on the accepted practice of
using the midsection area as a measure of resistance. In
addition, he believed that the waterlines of a ship should
be shaped according to his theory for minimum wave
making — those in the fore body should be a curve of
versed sines while those in the after body had a trochoidal
form. The details of this theory were fully given in a
paper read before the Institution of Naval Architects in
1861 and in his monumental "The Modern System of
Naval Architecture" published in 1864.

Russell's wave-line theory was followed by a number
of designers, one outstanding example being Brunei's
Great Eastern in which the entrance was 330 feet, and
the run 220 feet. The dimensions of that ship built in
1859 are:

Length between perpendiculars 680'0"

Breadth of hull. _ 82'6"

Depth to Upper Deck 58'2"

Load draft 30'0"

Displacement at 30 ft. draft 27,000 tons

Horsepower of screw engines 1600

Horsepower of paddle engines 1000

Horsepower, total 2600

Speed 15 knots

Contrasting Russell's theory basmg the hull form on
waterlines and a buttock. Lord Robert Montague in 1853
published a method of design and practical drafting
based on what he termed "dividing lines", a form of di-
agonals. Later, a Norwegian naval architect and ship-
builder, Colin Archer, concluded that Russell's wave-lines
did not represent the actual path of water around a ship's
hull — that the path was nearer that of Montague's "di-
viding lines" — and proposed in a paper in 1887 that the
sectional area curve to the load waterline follow the pro-
portions of Russell's curves.

Among the curiosa of the period are two papers, one in
1854 and the other in 1887, concerning the relation be-
tween the forms of fish and ships. Plaster casts of various
fish were made and areas measured at transverse sections
from which a sectional area curve was plotted.

Ail modern work on ship resistance is based on the
experiments begun by William Froude and continued af-
ter his death in 1879 by his son, R. E. Froude. William
Froude's many friends in the naval and shipbuilding
fields interested him in some of the theoretical problems
offered by naval architecture. His early work, beginning
about 1856, was on the rolling of ships; later he turned
to resistance experiments. Some of the first resistance
experiments were performed on a river using small self-
propelled models for which he constructed clockwork
mechanisms. Later he tried further tests using a tank in
which the models were towed by the accepted method
of a falling weight; these tests proved unsatisfactory.

The most important of William Froude's early resis-
tance experiments were made in the autumn of 1867 with
three different sized models towed by a launch in the
mouth of the River Dart in Devonshire. The following is
abstracted from a report of the British Association for
the Advancement of Science in 1869:

"In verification and illustration of the foregoing views,
I tried in the autumn 1867, a large number of resistance
experiments on a pair of models of contrasted forms, 6 ft.
long, by towing them simultaneously from the ends of
a pair of 10 ft. scale-beams connected with self-recording

l?U5S£LL5 WAVE LIME

Page 90

PACI FIC MARINE REVIEW

dynamometric apparatus, and mounted on booms pro-
jecting sideways from the nose of a steam-launch . . .
One was of the wave-hne type, the other, having the
same length, form of midship-section, and displacement
had large rounding ends. I also tried similar experiments
with a pair of very nearly similar models of twice the
dimensions and eight times the displacement. I had also
previously obtained a series of experimental results of
the same kind, but with less successful apparatus, from
a similar pair of models, 3 ft. long. These data enabled
me to compile for each model a diagram of resistance in
terms of velocity."

The general agreement of the results were sufficient to
justify what he termed the Law of Comparison which is
the foundation of all model test data; it is stated in
Froude's words as follows:

If the ship be D times the dimension' ( as it is term-
ed ) of the model, and if at the speeds V,, Vj, V; . . . the
measured resistance of the model are R,, R-j, R;, . . . then
for speeds \/B V,, \/D V,, VD V, of the ship, the
resistance will be D R,, D'R_., D'R; ... To the speeds
of model and ship thus related it is convenient to apply
the term corresponding speeds'."

In 1852 M. Reech published "Cours de Mecanique"
for use of the students of L'Ecole d'Application due
Genie Maritime which contained a law of comparison for
the resistance of floating bodies based on Newton's
theorem on "Similarity of Motions ". He also mentioned
that the law of comparison could be applied to the com-
parison of mcxdels and ships, but held only when frictional
resistance followed the same general law as the other
forces. In addition, he surmised that the frictional resis-
tance probably varied as the square of the speed. As far
as is known, Reech did no experimental work to substan-
tiate his complete statement of the law of comparison.
William Froude worked out his statement of the law on
the basis of the streamline theory of resistance without
any knowledge of M. Reech's theory.

The British Association report concluded: — "It is true
that the circumstances under which my experiments were
tried did not admit of such exactness as to render them
absolutely conclusive as the sole basis of the theory of
comparative resistance in terms of dimension. Nor do I
by any means pretend to be certain that there is no
element of resistance other than I have taken account of
in my theoretical justification of it. But if any such do
exist, they can be detected and the laws of their opera-
tion discovered with far greater facility and completeness
by small scale than by full-size experiments is emphatical-

ly disproved, it is useless to spend vast sums of money
upon full-size trials, which, after all, may be misdirected,
unless the ground is thoroughly cleared beforehand by an
exhaustive investigation on small scale."

In 1868, at the instance of Mr. E. J. Reed, 'William
Froude forwarded to the Admiralty, at first proposals, and
later detailed estimates for the construction and operation
of a model testing tank. In 1870 the Admiralty finally
allowed '..2000 tor the project with the stipulation that
construction and testing were to be completed in two
years; rolling experiments as well as those pertaining to
resistance were to be undertaken. The tank was con-
structed in a field next to the garden of Froude's house
and is referred to as the Torquay Tank; its length was
195 feet exclusive of starting and stopping positions,
surface breadth 36 feet and maximum depth at center
10 feet. The towing power was a two-cylinder stationary
steam engine. Froude served as tank designer, superin-
tendent and mechanic making much of the appararus
himself — he even constructed a machine for ruling cross-
section paper as none of sufficient accuracy could be pur-
chased. This machine was still in operation in 1941.

From his experiments with various sized models,
Froude had noted that at corresponding speeds, similar
forms had shown geometrically identical wave configura-
tions. Curves of total resistance plotted against speed for
the same models also showed similar shapes and could
be brought into general alignment by the Law of Com-
parison but they could not be superposed. Froude be-
lieved that this failure to superpose was due to the fact
that skin friction did not follow the Law of Comparison
while wave-making resistance did. The first projects of
the Torquay Tank were experiments to demonstrate that
if the frictional resistance of surfaces having the same
lengths and wetted surfaces as a series of similar ship
forms and moving at the same speeds were deducted
from the total resistances, the remaining resistances fol-
lowed the Law of Comparison.

In August and September, 1871, Froude carried out
the now famous experiments on the H. M. S. "Grey-
hound", a ship having a length of 172 feet 6 inches,
breadth, 33 feet 2 inches and a drafr of 13 feet 9 inches,
was towed by H.M.S. "Active " from the end of a 45 foot
boom rigged out from the latter's side so as to tow the
"Greyhound " in undisturbed water. The purposes of the

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JANUARY • 1941

Page 91

experiments were to:

1. Determine the total resistance of a full-sized ship at
various speeds, unencumbered by the extra resist-
ance caused by the action of the propeller and by
the friction of the various parts of the ship's engines.

2. Determine the loss of power in the propeller and
machinery.

3. Test the scale of comparison between ships and
models.

In order to obtain the data to compute the loss in the
propeller and machinery, the "Greyhound" and a sister
ship, H.M.S. "Murine" were run at two speeds over
measured mile courses.

During the same period, the classic surface friction
experiments were being performed. These consisted of
towing a series of planks of varying lengths about 3/16
inch thick and 1 9 inches deep to determine the values of
f and n in the following equation for a number of differ-
ent surfaces:

Frictional Resistance=f S V"
where "V is in knots. The surfaces tested were varnish,
paraffin, tinfoil, calico, fine sand, medium sand and
coarse sand. As a whole the experiments showed:

'1. That n is less than 2 provided the surface is not
too rough.

2. that for a given type of surface f decreases as
length increases.

3. that at a given length the degree of surface rough-
ness has a very important bearing on the magni-
tude of f. "

The values determined by the experiments, slightly
modified by R. E. Froude at a later date and smoothed
out through years of use, were adopted for use by the
International Congress of Model Basin Superintendents
in 1935.

Based on extrapolated values from the above experi-
ments Froude was able to bring the model and full-sized
tests of the Greyhound into reasonable agreement. But
in notes made at the time he states:

"There has always seemed reason to surmise that a
sensible augmentation of the Greyhound's resistance
might have arisen from the comparative shoalness of the
water in which the trials were made, the depth averaging
about nine fathoms, or about four times the draughts of
the ship. ... It has proved that the surmise is correct,
and had thus not only incidentally shown that the excess

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of the ships resistance as compared with that calculated
for the ship from the resistance of the model is very
sensibly less than prima facie it had appeared to be, but
also that the resistance of all large ships, tried for in-
stance on the Stokes Bay measured mile, is, at full speed,
more than 10 per cent in excess of its true value.""

By placing a false bottom in the tank to simulate the
actual trial course of the Greyhound it was shown that at
1 1 V4 knots the increase in resistance was 41/2 per cent.
"It will be seen by a reference to the Greyhound Report
that the application of such a correction to the curve of
resistance calculated for the ship from the experiments
with the model would considerably improve its agreement
with the actual curve of resistance of the ship."

The above discussion on the effect of shallow water
on resistance was reported to the Admiralty after the
publication of the paper on the Greyhound experiments
presented to the Institution of Naval Architects in 1874
and seems not to have been published until 1941.

The general success of the experiments gave confidence
in Froude's methods and the Torquay Tank remained in
use for fourteen years — until the lease on the land ran
out. In 1887 the present Admiralty Establishment was
opened at Haslar. In spite of Froude's success, the advan-
tages of model testing took hold slowly so that by 1900
there were only five tanks in the world. At present there
are more than fifty major tanks in the world and probably
countless small ones.

Apart from the many experiments on hull forms, struts,
propellers, etc. performed by the Froudes, father and son,
one great contribution was the so-called "constant"' sys-
tem— a system of non-dimensional coefficients for noting
the features of a ship — and allied with this their method
■of comparing sectional area curves, waterlines and mid-
ship sections.

R. E. Froude's paper before the Institution of Naval
Architects in 1888 stated: ". . . it will doubtless be
readily understood that the results obtained in the past
with all miscellaneous models, form a storehouse of in-
formation valuable for the future; and further, that in
order to serve this purpose the information must be so
presented that the performances, and also the proportions
(and, as far as may be, the principal characteristics of
shape), of the several forms, may be directly comparable;
so that it may be determined at sight ( 1 ) what selection
of forms previously tried are qualified by their general
proportions and shape to be brought into comparison
with any new design, (2) how the individuals so quali-
fied compare with each other in performance.

"The method which has been adopted with this object
at the Admiralty Works is simple in principle, and may
be simply described as follows: ( 1 ) The proportions, and
to some extent the lines, of the hull, are characterized
by numerical values and diagrams, representing not abso-
lute measurements of hull, but measurements stated in
terms of a unit dimension proportional to the cube root
of the displacement. ( 2 ) The performance is character-
ized by two so-called 'constants', designated K and C, of
which the former denotes speed in terms of a unit speed
proportional to the sixth root of the displacement, while
the latter denotes the corresponding resistance ( or horse-
powers ( in the form of the reciprocal of what is known
{Please turn to page 1S8)

Page 92

PACIFIC MARINE REVIEW

Editor's Noth: The Marshall Flan looms so large in the tutiire of American ship-
ping that the following analysis and summary of the statement of the U. S. Chamber of
Commerce will be of interest to the entire industry. The summary was prepared by Stanley
T. Olafson, Manager of World Trade Department of Los Angeles Chamber of Commerce.

PROPOSED E

-THE

OHOPEy HECOVERY PE^

I — Situation and our Interest

The urgency of the world situation is such that imme-
diate decisive and constructive action to aid Europe must
be taken by the Congress of the United States. The en-
lightened self-interest of the United States calls for a
stable world composed of self-supporting and self-gov-
erning people.
II — Aim of Aid — Cooperation, not Charity

Aid to be extended must be aimed at the restoration
in each of the sixteen recipient countries of an economy
of sufficient health, in a favorable political climate, that
will be self-energizing, through the initiative, hard work,
and self-reliance of the people themselves.

Aid to be extended is based on the existence of a
reasonably founded hope that all Europe needs is help
from us to help itself back to self-support.
Ill — Responsibility

The restoration of production in Europe by EURO-
PEANS is a iirst esential to the successful outcome of any
aid extended — under the system of private initiative.
IV— The Goal

When Europe's standard of living is raised to a satis-
factorily self-supporting basis, then we can ultimately be
relieved of the burden of extending aid.

V — Recommendations — To Accomplish
Purposes and Objectives

That our aid should be difided into two classes:
A TYPE I— THE INTERIM AID PROGRAM

The first type of aid, not included in the European
Recovery Program, is for immediate relief, by supplying
foodstuffs, fuel, fertilizers, fibers, and medicines, for
the destitute and suffering peoples of Western Europe
during the interim t>efore the long term European Re-
covery Program is inaugurated. It also includes aid for
the purpose of increasing the production of foodstuffs
and fuel.

Aid to be extended in this classification should be in
the nature of sales payable in local currencies for such
use of the United States may decide.
B CONTROL AND USES OF PROCEEDS RECEIVED
IN LOCAL CURRENCIES

Local currency proceeds should be administered by the
Board of Trustees to be set up in each recipient country.

Final use decisions to be controlled by United States
Domestic Corporation and should be made available for:

a. The purchase of needed materials for stockpiling
by the Government of the United States.

b. Use within the country and its dependencies for
self-energizing and productive enterprises.

c. Aid in the stabilization of local currencies.

d. Other uses as may be decided upon by agreement
with country receiving the aid and the United
States Domestic Corporation.

C TYPE II— THE EUROPEAN RECOVERY
PROGRAM— AID BY LOANS
The second type of aid is exclusively for the economic
improvement and recovery of participating European
countries by increasing their production for domestic
consumption and for export, thereby increasing their
standard of living.

Aid to be extended under this classification is the
European Recovery Program and is exclusively:

a. For specific purposes.

b. For attainment of specific results within definite
time limits.

c. For non-political purposes of a direct or indirect
nature.

d. For purchase of specific materials.

AND IS TO BE ON THE BASIS OF LOANS.
VI — Classifications of Loans
TYPE 1
By the Export -Import Bank for raw materials, to put
into operation existent productive facilities.

Loans for raw materials for above-described purpose
could be granted through the instrumentality of the
present Export-Import Bank authority, expanded as may
be necessary. Such dollar loans shall be for realistically
adjudged, economically productive purposes and in the
opinion of the Export-Import Bank be self-liquidating
in dollars.

TYPE 2
By the World Bank for capital goods equipment, to
reconstruct, maintain, repair, and operate productive fa-
cilities capable of economic contribution to the well-
being of the country concerned. These are to be self-
liquidating dollar loans.

I Please turn to page 136)

JANUARY • 1948

Page 93

Port Engineer of the Month

LDS ANGELES

FRED CDRDES DP DECDNHIL

--With The

PACIFIC mmi REVIEW
IN PORT ENGINEERS SOCIETIES

At its January meeting, held January 7, the So-
ciety of Port Engineers at Los Angeles Harbor
voted Pacific Marine Review full rights to attend
business meetings and full photo and news cover-
age opportunities. Members of Pacific Marine Re-
view staff are already members of other Port Engi-
neer Societies on the Pacific Coast, and will regu-
larly report all meetings, and continue to publish
the technical proceedings. This latter feature has
been commended in open meeting, and the mem-
bers have widely praised it.

Fred H. Cordes, vice president and marine superin-
tendent of Deconhil Shipping Company, and marine
superintendent and assistant operating manager for Hill-
cone Steamship Company, was born in New York City
in 1896 and came to San Francisco in 1915 where he
secured employment at the old Union Iron Works, now
Bethlehem Steel Corporation Ship Building Division,
working in the shop, engineering drafting room and
estimating department.

In 1919 he left the Union Iron Works to enter the
Marine Department of the Standard Oil Company of
California, remaining with this company until the latter
part of 1927. While with Standard Oil of California, he
worked in the Richmond Long Wharf machine shop and
also as a draftsman and assistant inspector on new ship
construction and repair work. He later quit shoreside
work and went to sea as an oiler on Standard's vessels,
staying with it until he received his unlimited Chief
Engineer's license for steam and diesel ocean-going
vessels.

The latter part of 1927 he resigned from the Standard
Oil Company of California and, together with his brother,
John, started the firm of Cordes Bros., Marine Surveyors
and Manufacturer's Representative.

He opened the Southern California office of Cordes
Bros, at Wilmington the latter part of 1930 and was
made special representative for Hillcone Steamship Com-
pany February 1931. As HiUcone's various enterprises

expanded, he devoted more and more time to their in-
terests until he became marine superintendent and assist-
ant operating manager, and in 1943 when Deconhil Ship-
ping Company was formed, he was made vice president
and marine superintendent.

Besides the above activities, he still represents the
Sandusky Foundry and Machine Company of Sandusky,
Ohio, and the Butterworth System, Incorporated,
Bayonne, New Jersey for the Southern California area.

During World War 11, Deconhil Shipping Company
operated approximately sixty vessels as general agents
and sub-agents for the War Shipping Administration,
and the upkeep, maintenance and repairs of this large
fleet were under Cordes' direction, besides being in
charge of all company operations in the Southern Cali-
fornia area.

He feels especially fortunate to have worked under
such men as Al Gunn, Gene Essner, Charlie Olson, Lee
Gogan and Frank McCormick while at the old Union
Iron Works, and J. C Rolfs, Charlie Robertson, Jim
Cronin, Bob Bennison, William Muir, Herb Hoy and
many other kind and helpful friends too numerous to
mention, who were always ready to lend a helping hand
when needed.

Page 94

PACIFIC MARINE REVIEW

Port [ngineers -

1948 OFRC[RSrOR$ANFR«SCO SOCIETY

Phil Thearle, Army

Transport . . . President

Charles Wright, Deconhil . . Vice President

James Reimers . .

. . . Secretary-Treasurer

New

Gorernors

Frank Smith ....

American Mail

Vincent Foell . . .

U. S. Lines

William Billings . .

Pope & Talbot

r

■

BBWWBi<*^- <r^'^

fjj

1 '

■

y

^"'A

"

1

U:w "

1
V

/

A

"f^K

Ed Graff, Port Engineer of San Fr.

Port Engineer of The Month

SAN FRANCISCO

ED GRAFF DF GRACE LINES

Born and raised in San Francisco, Ed S. Graff, the
smaller of the Graff boys was graduated from San Jose
High and joined Panama Mail Line, then owned by
Grace, as a junior engineer on the Venezuela in 1929.
In 1938, he advanced to Chief, and served on the Condor.
Capac. Pacifico and Flying Cloud. He brought the latter
out from New York in 19.39 — one of the first steam C-2's.

Ed came ashore in 1941 to the position he now holds
as Port Engineer under Marine Superintendent Ed
Center, to which gentleman he attributes much of his
engineering knowledge. That he is recognized as a
leader m his profession is evidenced by his election to
the Board of Governors of the Society of Port Engineers
at San Francisco.

Ed has a son, John, aged 12, and a hobby of model-
making in his shop which includes a complete machine
shop.

JANUARY

1948

Page 95

lUOltLD
TRflDf

LELAi W. CUTLEIi MM \}i
AS IMBER OF m FRANCISCO
WOFIFD TRADE CENTER
AUTHORITY

President of the World Trade Center, Incorporated
since 1944, Leland W. Cutler was recently sworn in as
a member of the San Francisco World Trade Center
Authorit}' by Superior Judge Albert C. Wollenberg. The
ceremony took place in the Judge's Chambers at the
Hall of Justice, Kearny and Washington Streets.

Present at the ceremony were Thomas A. Maloney,
Assemblyman who led the San Francisco delegation in
the battle for the establishment of the World Trade Cen-
ter Authority, and Alexander von Hafften, Manager of
the Legislative Department of the San Francisco Cham-
ber of Commerce. Acting for the Chamber which spon-
sored the World Trade Center in 1944, von Hafften
worked closely with Cutler and the San Francisco dele-
gation during the recent sessions of the legislature.

Cutler was appointed to the authority by Governor
Earl Warren early in December.

Judge Wollenberg, as an Assemblyman in the state
legislature, took an active part in the fight to secure pas-
sage of the bill.

PACIFIC FAR EAST
APPOINT!; CHIiSE ADVISER

PACIFIC FAR EAST LINE, INC., announces appoint-
ment of T. Y. Tang to the post of adviser on Chinese
affairs. Mr. Tang previously had served as Chinese agent
but the new post was created to meet rapidly growing
economic developments in China which will require
considerable traveling and consultation.

At the same time the Company named Frank W. Chinn
as Chinese general agent in San Francisco. Mr. Chinn
will open separate offices in Chinatown as soon as suit-
able space can be found, but meantime will work out of
Company headquarter offices at 141 Battery Street. The
new Chinese agent is well-known in foreign trade cir-
cles, having been connected with a number of leading
San Francisco export houses for more than 18 years. He
joined Pacific Far East Line several months ago.

Page 96

Leland W. Cutler

WORLD TRADE CENTER APPOIKTMEKTS

Governor Earl Warren has appointed eight public
members of the San Francisco World Trade Center
Authority. Named by Governor Warren were: Leland
W. Cutler, Vice President of the Fidelity & Deposit Com-
pany; Floyd M. Billingsley, Business Agent of the San
Francisco Motion Picture Operators; J. A. Folger, Whole-
sale Tea and Coffee Dealer, all of San Francisco; Paul L.
Davies, San Jose, President of the Food Machinery Corp.;
L. K. Marshall, Lodi, President of the Wine Growers
Guild; Prof. E. T. Grether, Dean of Business Adminis-
tration, University of California, Berkeley; Charles
Howard, Oakland, Howard Terminal Co., operator; and
George Pollock, Sacramento contractor. Public Works
Director, Chas. H. Purcell; Finance Director, James S.
Dean, and the President of the San Francisco State Board
of Harbor Commissioners are the remaining members of
the 1 1 member Authority.

PACIFIC MARINE REVIEW

ADDRESS k] BA^OUET ABOARD
PRESIDENT CEEVEEA^D

By JGE MARIAS

1 have a painting of a ship which I prize very highly.
It is a small three-masted full rig ship named the M/neg/w,
my fathers last ship. I think that it was about 1100 tons
burden. In my office 1 have a lovely picture of this ship,
thanks to Mr. Killion.

Shortly after the first World War we had in this coun-
try, to say nothing of other countries, men who said that
we were not a maritime nation and that we could neither
build nor operate ships. And judging by the ridiculous
statements attributed to some of our people in Congress
and their actions, there are still some in this country.
Perhaps if they were to go through this magnificent ship,
they would be like the bUnd man who was led to an
elephant, and felt its trunk and ivory tusks and then said,
"There's no such animal". It seems to me that there are
too many Americans who are still ignorantly isolationists.
And when I think of isolationists, I wonder if some of
them really think that they can be just a little bit isola-
tionistic. It's like others of a misguided group who think
they can be a little pink.

1 have no time for these borderline cases. If anyone
wants a better illustration of the horrible results of isola-
tionism than China, I do not know where he will find it.
Without being critical of a condition for which present-
day Chinese are not responsible, let me remind you that
in old China a great wall was built around the country
so that it would be isolated from the rest of the world.
And inside the Great Wall, smaller walls and moats were
built to isolate cities from one another. And, inside those
walls were the compound walls behind which families
isolated themselves from other families similarly walled
in. Many of us who have lived in China have actually
lived within compound walls. Now then, while there was

communication between families, there was practically
none between cities. And furthermore, China wanted no
communication with nations living beyond the walls. But
history tells us how nations on the outside mounted walls
and took over. The dynasties of China were really hardly
more than outside conquerors going over the walls. Every-
thing that history has taught us about isolationism proves
that the isolationist is vulnerable and has always been
licked. Thank God that those responsible for this splendid
vessel have over-ruled such short-sightedness, but what
about the future?

And to those like ourselves here, what are we going to
do about it. What are we doing to force our Government
to accept a very progressive merchant marine policy?
And, while I'm asking questions, what are we doing to
guarantee that this vessel and all other vessels of our
flag be assured of our unwavering support? God grant
that we not enter another war. But two wars — across the
seas — certainly should tell us that we simply have no
alternative but to be sure, very sure, that this and all
other American ships support themselves. Immediately
this gives rise to that other subject of operations — sub-
sidies. I do not like subsidies; first because that means a
taxpayer contribution and we have enough taxes to pay as
it is. Second, subsidies also mean more government con-
trol and 1 don't like to see Washington pencil-pushers
push us around. But when you get right down to it, you
cannot expect the man who pays the bills to simply let
the other fellow run the show. We went through the sub-
sidies fakery for a number of years.

One time when President Harding sent for me, he
asked me to remain in Washington to assist him in put-
(Please turn to page 136)

iHe\ico Further ^justs Import Duties

Mexico has raised import duty rates on all items of
Schedule 1 of the U. S. -Mexican Trade Agreement to the
level of 1942 ad valorem equivalents by decree published
December 15 effective 5 days therafter. Goods actually
enroute to Mexico on December 15 will be admitted at
old rates. Action was taken provisionally pending revision
of Schedule 1 to be undertaken immediately at the close
of the Havana ITO Conference. The usual public an-
nouncement of opportunity for hearings is to be made at
the appropriate time. The United States has consented to
this provisional action in recognition of Mexican trade
in balance and also the need for more reasonable protec-
tion. Mexican duty rates on the items affected have been
at a specific rate per unit of quantity, which with increas-
ing prices has resulted in declining revenue and protec-
tion.

A schedule of the new rates is available at the Depart-
ment of Commerce Field Offices.

World Trade Week

With "World Trade Makes Good Neighbors" as
the theme, the 14th annual nationwide observance
of World Trade Week will take place May 16-22.

TRflDf

JANUARY

1948

Page 97

Left to r

ght: T.

R.

Stetson

Pa

:ific Co

sst Borax C

0.; M

son; Ray

Cole;

To

ni Uria

, C

lllfornia

Import E

port;

Pacific Far East

Li

e; Jose

phin

e Macid

s; Art Ban

uelos.

Expediter

s, Inc.;

Ja

ck Wal

Pacific

Far East L

ne; 1

Wallace;

Mrs. R

oy

M. Bill

ngs

Roy M

Billings,

:alifo

Ltd.; Mr

. John

D

La Mo

tag

e; John

D. LaMo

ntagu

East Line

Inc.;

Mr

s. Harr

G.

Regan

Harry S.

Rega

East Line

Inc.

Left to

rig

«: Sally

Carlino,

Otis

McAllister t

Wadswo

th;

Philip T

Wadsw

orth,

Otis

M

:Allist

John. Ar

ner

can Pres

dent Lin

es; R

obcrl

E.

Lynds

Lines; t^

rs.

Robert

E. Lynd

s; M

s. H

Dm

er E,

Rathbun,

A

nerican P

resident

Lines

Co.; Mrs. Philip T.

mm mm mde association of southern mmm

The Sixth Annual Banquet of the Junior Foreign
Trade Association of Southern California was held on
December 5 in Los Angeles, and had a very fine turnout.
The banquet was a success in every sense of the word.
Dr. Bernard F. Haley presented an exceptional address,
while Ruth Anne Fleming, as Miss Junior Foreign
Trade, brightened the head table with her presence and
highlighted the occasion with her singing.

The program opened with a salute to the flag, and the
assembly was led in song by Miss Fleming, followed by
the introduction of speaker's table. There were four de-
lightful songs by Miss Fleming and a history of the Jun-
ior Foreign Trade Association. Paul Pauley, toastmaster,
introduced the speaker. Dr. Bernard F. Haley, head of
the Department of Economics of Stanford University, and
Special Consultant to the U. S. Department of State in
Washington. Dr. Haley was much in attendance at the
Geneva Trade Conference last October, and is now attend-
ing the Havana Conference.

Brae Loveless, of Pacific Far East Lines, and president
of the association, presided at the banquet. The program
committee consisted of: George Gmelch, Transmarine

Navigation Co., who was chairman; Paul E. Pauley, U. S.
Department of Commerce, toastmaster; Doug Friman,
Lloyd Shipping Company; James Loudon, Jr., Loudon &
Company; Walter Rabenston, Sudden & Christenson;
Robert Ryan, General Steamship; Robert Ruth, J. B.
Ruth & Company; Max Linder, Transmarine Navigation
Co.; and George Rowley, Fireman's Fund Insurance Com-
pany.

Highlights of Dr. Haley's talk, entitled "International
Negotiations as to Trade Barriers" are given herewith:
"The present effort of the United States with respect to
international trade policy is directed to the achievement
of two principal aims: ( 1 ) the restoration of the conduct
of international trade, as far as possible, to private traders;
and ( 2 ) the reduction of the multitude of barriers to
international trade that have developed in the period be-
tween the wars and since World War II. One of the in-
struments which the United States has consistently used
to obtain a reduction of trade barriers has been the Trade
Agreements program, based on legislation iirst enacted in
1934. — Consequently, the United States early took the
lead in urging upon other countries: ( 1 ) the necessity

lit ^Dl^:

At the Speaker's Table, left to right: Florence Wright; Paul E. Pauley, Department of Commerce; Mrs. Brae Lovele
Fleming; Dr. Bernard F. Haley, Speaker; Brae Loveless, Pacific Far East Line, Inc.; Mr. Measday, U. S. Dcpt. of Com

Page 98

PACI FIC MARINE REVIEW

for a broad, united effort for the reduction of restrictions
on trade and the elimination of discriminatory practices
in trade; and (2) the disirability of establishing an In-
ternational Trade Organization. Negotiations for both of
these have been in process between the United States and
sixteen other nations for two years. These negotiations
have recently culminated in the announcement of a multi-
lateral agreement signed by twenty-three countries at
Geneva on October 30, 19-17, for the mutual rc*duction of
trade barriers and trade controls of all kinds.

". . . The multilateral agreement . . . covers tariffs.
preferences, quotas, internal controls, customs regulations,
state trading and subsidies. It is undoubtedly the most
comprehensive international instrument ever negotiated
with respect to trade barriers, quantitative restrictions,
and discriminatory practices affecting international trade.

". . . The Agreement also comprehends general rules
with respect to commercial practice in the conduct of
trade, looking toward the elimination of trade discrimina-
tions, quantitative restrictions on trade, and the unfair
use of subsidies in the promotion of exports.

"These same matters are covered in a similar way in
the proposed Charter for the International Trade Or-
ganization which is under consideration by a much larger
number of nations at the current International Conference
on Trade and Employment at Havana. In addition, the
Charter requires the participating nations to collaborate
for the elimination of cartel practices that are restrictive
of trade between countries.

"It must be stressed that this whole program is essen-
tially a long-range program for the restoration of world
trade. It cannot be expected to have very much effect in
alleviating the seriousness of the immediate economic
crisis in Europe. The process of breaking down the bar-
riers to trade is likely to be somewhat slower than it
otherwise would be, because of the fact that many coun-
tries need dollars so desperately that they must retain
quantitative restrictions on their imports from this coun-
try in order to maintain economic stability."

Left

to

ight: M

s. Me

X Lin

der.

Sr.

M

ax Li

der, Sr.,

Tra

smari

Na.

gat

on Co.;

Mrs.

Wm

F.

Oi

s;

Wm.

F. Diss,

Tra

smari

Nav

gat

on Co.;

Mrs.

Man

Lin

der,

Jr

: Ma

X Linder

Jr

, Trar

mar

Navigatic

n Co

: Ro

bert

O.

Ve

rnon.

Lloyd St

ipp

ng C

Mrs

Do

ug Frimar

; Dot.

q Fr

man

. LI

Dvd

Stiipping Co.;

Bill

Walk

U. S

Motors.

Export Managers [led Officers for 194}!

At the .mnual meeting of the Export Managers' Asso-
ciation of San Francisco, the following officers were
elected to serve during 1948:

President: Victor A. Indig, Export Manager, Ameri-
can Rubber Mfg. Co.; Vice President: A. E. Ojeda, For-
eign Trade Consultant, Standard Oil Co. of California;
Secretary: William D. Jorres, L. H. Butcher Co.; Treas-
urer: Roy Norton, Export Department, Shell Oil Co.

1300 ^ir Cargo Shipments with Latin America

A new all-time record for air express shipments to and
from Latin America through the busy Miami, Florida,
gateway was set by Pan American Airways during No-
vember. A total of 1,267,6.31 pounds of cargo — making
up an average of more than 1,300 separate shipments a
d.ay — were flown in and out of the city aboard PAA
Clippers.

The unprecedented tonnage was almost double the
volume handled by PAA's Miami express office in No-
vember 1946, and was considerably more than the total
for the entire year a decade ago.

Table, left to right:
, S. Dept. of Comme

; Mrs. Measday; Mrs. Slanle
elcli; George Gmelcll, Transm

c : Rutti Anne Fleming, Mi;
fson; Stanley T. Olafson, L^
ligation. Banquet Committee

JANUARY • 1948

Page 99

WORLD MDE OFFICERS

Election of W. J. Gilstrap, assistant vice president and
manager of the Foreign Department, Wells Fargo Bank
& Union Trust Company, as 1948 president of the World
Trade Association of the San Francisco Chamber of
Commerce, was announced recently by the Chamber.

The following officers were elected: First vice presi-
dent, G. A. Gumbrecht, resident partner, Henry W.
Peabody & Company of California; Second vice presi-
dent, Ralph V. Dewey, export manager, Marsman Com-
pany of California; Third vice president, Victor B.
Smith, export manager, Sperry Flour Company; Treas-
urer, W. L. Guthrie, assistant vice president. Bank of
America, N. T. & S. A.; and secretary-manager, Alvin
C. Eichholz, manager, World Trade Department, San
Francisco Chamber of Commerce.

Newly-elected directors are: Victor L. Arenth, John
E. Fields, W. L. Guthrie, Frank Howland, John J. Jacobs,
T. R. Jamieson. W. I. Nelson, Victor B. Smith and
Robert Taylor.

Re-elected directors are: Frank Cook, Ralph Dewey,
Harry C. Dunlap, A. Gemperle, W. J. Gilstrap, G. A.
Gumbrecht, R. H. Kahman, E. Russell Lutz, H. A. Mag-
nuson, L. I. McKim, James C. Morrison, Daniel Polak, J.
H. Rogers, Harry R. Sims and Richard S. Turner.

Ex-officio members are: Past President Fred B. Gal-
breath and John J. Judge.

TRflDt

SHIPPli FIRMS LICFISED

The following shippmg concerns are now licensed
by SCAP to establish agencies in Japan:

American: Pacific Far East Lines, Inc.; American
President Lines; U. S. Lines Co.

British: Butterfield & Swire (Japan) Ltd.; MacKin-
non Mackenzie & Co. (China) Ltd.; Comes & Co., Ltd.;
Jardine Matheson & Co., Ltd.; Dodwell & Co., Ltd.

Philippine: C. F. Sharp & Co., Inc.; Everett Steamship
Corp.

These companies are authorized to conclude contracts
for carriage of freight, mail, and pasengers by water to
and from Japanese ports and to maintain in Japan facili-
ties for furnishing services and supplies necessary to these
shipping operations. They may act as agents for other
shipowners.

PACIFIC com FORFICI TRADF-
0CT0RER1047

Customs Districts Exports General Imports

( Millions Dollars ) ( Millions Dollars)

1946 1947

San Diego 3..t 2.6

Los Angeles 17.8 3.4

San Francisco 32.9 3.6

Oregon 9.2 .6

Washington ...20.6 9.5

Total Pacific Coast 83.8 19.7

1946

.6

8.7

18.8
2.3
9.1

39.3

1947
1.2
5.1
3.5

.7
7.3

17.8

S. F. JUNIOR WORLD TRADE ASSN

Left to right: Bob Hudson. Pacific Transport Lines: Joe Del Valle,

Del Valle-Kaliman Co.; Howard Tobin, Pacific Far East Line; John

J. Mulvehill. Jr.. APL; Frank Novitzky. APL.

Left to right: Norman Iv^undy. Connell Bros.; Nick Andrews, APL;

Jack Weese, Blue Funnel Line; Archer l^azer. APL, at recent Jr.

World Wide Trade meeting.

Pa'3e 100

PACIFIC MARINE REVIEW

ymiralty Decisions

By HAROLD S. DDBBS «/ S^» Francisco Bar

The Longshoremen 8 and
Harhor Worker's kt

TONGKESS SAW PIT TO ENACT. con,pen.non
\J statute for the benefit of employees engaged in and
around maritime endeavors, who, although concerned
with such matters, were and are not within the definition
of a seaman. The act is entitled "The Longshoremen's
and Harbor Workers' Act. " It includes the worker who
goes aboard a vessel and is hurt while aboard, whether
he be employed by the stevedore or a ship repair com-
pany, or any other so-called land agency.

The most important exception is that created for the
seaman, who may bring suit against his employer under
the Jones Act in either the state or federal courts. Of
course, the seaman is required to prove negligence. How-
ever, he can recover maintenance and cure provided he
has not been guilty of misconduct. The only reason that
the seaman was not included within the Longshoremen's
Act was because of the pressure of lobbying groups who
were and are of the opinion that a seaman is better off
suing for damages under the Jones Act and being given
the right thereby to recover large sums in d,amages in-
stead of relying upon the rights of a compensation sta-
tute, which necessarily provided a much more limited
opportunity to collect damages for injuries. Under the
Longshoremen's and Harbor Workers' Act, and most
compensation statutes, the worker is given a right not
enjoyed under the Jones Act or any other common law
action for damages; namely, the right to collect compen-
sation without being required to prove negligence on
the part of the employer. If you have had any experience
with proof of liability in negligence cases, you will
readily appreciate the significance of the right given to
workers under the Longshoremen's and Harbor Workers'
Act as well as other compensation statutes. An employer
is required by federal law as well as state law. to carry
compensation insurance where his employees are neces-
sarily required to subject themselves to employment
hazards either aboard ship or on land. The penalties for
failure to carry such insurance differ from state to state.
However, in general, they permit the employee to sue the
employer in the state courts for damages without limita-
tion in amount wherein the employer is not permitted
to prove contributory negligence or assumption of risk
on the part of the employee.

The federal act gives almost the same rights to the
employee. The point is interestingly handled in the
recent case of Willia??/ Thorneal v. Cape Pond Ice Com-
pany <5- Another, decided by the Supreme Judicial Court
of Massachusetts, in which the plaintiff, a fisherman by
trade, but not at that time so employed, was hired by

the master of a fishing vessel owned by the defendant,
Linquata, to "ice up" the ves,sel with crushed ice to be
supplied by the defendant, Clape Pond Ice Company, at
its wharf. On that same day, the plaintiff, while upon the
vessel which was in navigable waters at the wharf, and
while using an iron chute owned by the defendant. Cape
Pond Ice Company, to convey the ice into the hold of
the vessel, was injured, he contended, by a defect in
the chute. Plaintiff obtained judgment on each of four
counts. The court discu.ssed the questions of fact at
great length with reference to the manner in which the
icing was handled and the condition of the chute and
appurtenances. The jury were told by the plaintiff that
he was a "lumper " and not a member of the crew. Ap-
parently, the jury found that the Cape Pond Ice Com-
pany, owner of the chute, and the defendant, Linquata,
knew or ought to have known of the ice condition which
was apparently defective, and the plaintiff, on the other
hand, knew nothing of its condition and did not receive
any warning from either of the defendants. If the in-
jury had occurred on land, under general principles of
law, each defendant could have been found liable for
negligently furnishing a defective appliance for plain-
tiff's use. However, as the court pointed out, this was a
maritime case since the cause of action arose on navigable
water. Therefore, the plaintiff's rights are governed by
the applicable maritime law and not by state law. Where
the maritime law, however, has failed to develop peculiar
rules of its own for the definition of the defendant's
duty or the determination of its character, as was the
case here, the maritime law has been accustomed to look
to the common law, actually if not expressly, for anal-
ogies. Under the first count, there is jurisdiction to en-
tertain the action in the state court because the remedy
sought is merely the recovery of damages and the ordinary
civil procedure in the state courts is competent to give
that remedy. Cape Pond Ice Company's motion for di-
rected verdict under count No. 1 was denied.

Linquata argued that a verdict should be directed in
his favor under count No. 2 because plaintiff's rights
were now superseded by the provisions of the Long-
shoremen's and Harbor Workers' Compensation Act. The
court agreed that the plaintiff, although for some pur-
poses considered to be a seaman, was not actually a
member of the crew of the vessel and therefore came
within the benefits of the aforementioned act. But, as
explained previously, the Longshoremen's and Harbor
Workers' Act provides, under Section 905 that the ex-
clusive character of the remedy by compensation under
the Act, is subject to the exception "that if an employer
fails to secure payment of cohipensation as required by
this chapter, an injured employee . . . may elect to claim
compensation under this chapter, or to maintain an
action at law or in admiralty for damages". ... In such
actions, the defendant may not plead as a matter of de-

( Please turn to page 128)

J.ANUARY • 1941

Page 101

Uarine Insurance

The London Letter

By Dur United Kingdom Correspondent

The Priam Case

The long chain of marine or war loss litigation has
been added to — and greatly complicated — by the House
of Lords judgment in the Priam case. This vessel sailed
from Liverpool for Alexandria in December, 1942. Be-
cause the Mediterranean was virtually closed to us at that
time, she took the Cape route. She was admittedly on a
warlike adventure, and carried, among other cargo, a
heavy bridge-layer tank weighing 21 tons, and two crates
of aeroplanes, the tank, at any rate, being stowed on the
forecastle head.

She encountered exceptionally heavy weather, in which
her forward deck cargo broke adrift, damaging the hatch
of No. 2 hold which was flooded and the cargo in it
damaged. The vessel was insured against war risks, and
the owners, the Ocean Steamship Co., Ltd., claimed on
the Liverpool and London War Risks Insurance Associa-
tion, Ltd., on the grounds that the stowage of the deck
and other cargo, and all the vessel's manoeuvres through-
out the voyage were warlike operations, and that the
damage to the vessel was a consequence of warlike opera-
tions.

In the court of first instance the damage was held to
attach to the war risk insurance policy, with the exception
of some damage to a gun mounting. In the Court of Ap-
peal this judgment was confirmed, although in that court
the gun mounting seems to have disappeared from the
picture.

Now, in the House of Lords, judgment has been given,
the effect of which is that the decision of the Court of
Appeal has been varied by holding the shipowners liable
in respect of all the ship damage other than that of No. 2
hatch and hold.

London Insurance Market
^equate For Postwar

Addressing the Insurance Institute of London on the
subject of "Looking Around the Marine Market ", Mr. R.
J. M. Merrett, an underwriting member of Lloyd's, said
that the marine market must never be complacent, but
there were some reasons for satisfaction. "Our capacity
for absorbing huge values is greater today than ever, " he
said, "and is much larger than before 1939. Despite every
diflSculty we satisfied our international customers during

the war, and today they turn to us for those things which
they rightly expect — complete integrity and fair and im-
partial dealing, resourcefulness to deal with new prop-
ositions, and a bias towards generosity when the Claims
Department takes over." The marine market, Mr. Mer-
rett said, which included both Lloyd's and the Companies,
was an international market offering its experience to the
whole world. It must be as free as possible for many
reasons, and in this changing world it must adjust itself
to such new conditions as obtained in the new order
which was emerging. Though there were admitted differ-
ences in organization between Lloyd's and the Companies,
it should be recognized that there was room for both and
sufficient for all. He advocated a continuance of the
greatest degree of cooperation possible on the under-
writing level for the common good while admitting those
differences.

One fundamental requisite, which the present time
seemed to demand especially, was as ^reat stability in the
matter of rating as possible. Unjustifiable reductions in
premiums; heavy and unwarranted reductions because
the market was weak, did no good in the end, for the
day of reckoning came when the pendulum swung vio-
lently the other way, and increases had to be asked for as
the underwriting community sought recompense for its
losses. In some quarters it was regarded as an axiom that
profitable years must be followed by years of depression
and loss, but he challenged that view. Certainly, the wide-
spread interests of the market ensured that almost any
disaster anywhere in the world would find its repercus-
sions in the London marine market, but, in his view,
nature should be allowed to take its course without active
assistance.

Two important instruments making for market sta-
bility, Mr. Merrett continued, were the Joint Hull Un-
derstanding and the Combined Marine Surcharge Agree-
ment. The machinery of the Understanding ran, on the
whole, very smoothly and fairly, and the case for it was
unanswerable. Without it, the market would lose money;
with it, such a thing was much less likely to happen. On
the other hand, it would be quite unethical if the British
shipowner were to remain subject to it while foreign
shipowners were given an advantage of better conditions.

There had been suggestions for a complete abolition
of the additional premiums represented in the C.M.S.
scale and that complete freedom in cargo rating should
take its place. Therein, Mr. Merrett said, would lie heavy
losses for the market in the national and international
field if that advice was followed. Were it possible for
the present basic rates, many of which had been steadily
reduced during the last few years, to be amalgamated
with the current CMS. ratings, a reasonable way out
could be found.

Mr. Merrett concluded as follows: "The figure of
i'20,000,000 a year is generally taken as the average net

t Please turn to page 131)

Page 102

PACIFIC MARINE REVIEW

omim€Rciiii

CRflfT

m\ CUPPEH SAFETY REQUIREMENTS

By nAVIII W, LICKIE

i FTHK EACH DISASTER TO TUNA VESSELS.

IM a rule was made to circumvent such a happening in
the future. Some of the rules had to be changed several
times but in the main the original set of rules promulgat-
ed by G. Bruce Newby, William Lambie and the writer
held up remarkably well. On occasion a delegation of
brokers and owners have importuned the underwriters
to relax one or the other of the rules to countenance
carelessness on the part of the fishermen but sooner or
later the same disaster happened again and as one fisher-
men expressed it — the whole industry has to be penalized
for the negligence of one fisherman. Bear in mind that in
the case of the tuna vessels the insurance covers not only
the fortuitous perils of the sea but inexperience and
lack of knowledge upon the part of the fishermen of the
salient facts pertaining to the fishing industry.

In the following discussion of rules, the numbers refer
to the latest arrangement of the Safety Requirement
Rules.

No. 1 Hatches
Hatches on the bait wells to have a perma-
nent coaming at least 18" above the deck or
higher, if the surveyor considers it necessary,
and fitted with covers. ( Covers may be insulat-
ed is desired. )
Originally the hatches were raised to 24" as required
by the American Bureau of Shipping and in some cases
to }2". The fishermen complained that the high coam-
ings caused additional work for a group of men already
exhausted from the effort of hoisting all the fish obtain-
able from a school of fish before it left for parts unknown.

As stability was the governing factor and the pocketing
of air in the bait wells was causing concern, an effort
was made to circumvent the trouble by raising the height
of the hatches to reduce the free surface area when a bub-
ble of air released itself from the well and lowered the
height of the water in the well to the point where it ran
out of the hatch.

During the early period of brine-well fishing the
fishermen were pumping a well on one side of the ves-
sel to clean it. This caused an excessive list and if the
hatch was too low the air in the upper corner of the well
released itself and added an additional moment, tending
to overturn the vessel. The remedy was to issue an In-
struction to the Master not to empty a well on one side
without emptying a well on the other side and as long as
the fishermen observed the Instruction it was not neces-
sary to have the hatch coaming on the bait well higher
than 18".

No. 2 Hatches
Hatches on the brine wells where flush to
have metal covers. ( May be insulated if desired
by the owner. )

These wells are filled and the water is kept circulating
to cool the fish. Once the fish are cooled down to M de-
grees the water is pumped overboard or into another well
and the fish are cooled dry down to zero. The fish are
dropped into the water in the well as they are caught
and the excess water spills overboard as the fish dis-
place the water, thereby eliminating free surface. The
trouble here was that it was necessary to carry fuel in
some of these wells for the voyage outbound and the
fishermen were not careful to empty a well on the other

JANUARY • 194

Page 103

side when a well on one side was emptied for cleaning.

No. 3 Hatches
Alleyway hatches to have a coaming at least
24" above the deck and fitted with a water-
tight cover.
There is considerable coming and going through this
hatch and if the water gets below, it floods the alleyway,
and as the door to the engine room is usually open the
engine room will be flooded too. The only remedy to
avoid flooding is to raise the height of the hatch coaming.

No. 4 Hatches
All other openings in the deck to be fitted
with watertight metal covers.
In some cases, to save expense, some of the boats were
fitted with a 2" coaming and a wood cover dropped in
with the inevitable result that water went below into
spaces needed for flotation.

No. 5 Scuppers
Scuppers to be cut through the bulwark be-
tween every frame where possible, from a point
forward of the galley to a point not less than
14 feet from the stern. Length of scuppers to
be 75' ( of the distance between frames and
of the following heights.

Boats 65 feet long over all 2" high

Boats 65 to 100 feet long over all IVt." high

Boats 100 to 125 feet long over all 3" high

Boats over 125 feet long over all '^Vt." high

Conflicting stories about the fishing were received
from the fishermen. The technical men wanted the boats
fitted with freeing ports having openings ]2"xl2" that
would open and close easily. The fishermen objected and
as a lesser of two evils accepted the scuppers. The ves-
sels fish with the deck very close to the water so the
iPlease turn to page 132)

GJJIESELHRHCIi THE CRAB FLEET

The crab boat Six Brothen. recently completed at the
Genoa Boat Building Company, San Francisco, is 32
feet long by 9 foot beam, and draws 3' 6". This par-
ticular boat is quite typical of the San Francisco crab
fleet and there are hundreds of others of about the same
dimension, but this one has many new features that are
not present on the older boats.

The boat has been powered with a Model 2071, 55 H.
P. General Motors Series "71" Diesel, with which the
propeller is driven through a 3 to 1 reduction gear. The
boat is now using a 27" diameter by a 26" pitch propel-
ler, and with this combination the engine provides more
power that can be used in the boat. This permits the
maximum boat speed of 8V2 knots at very conservative

engine loads.

During the past year there has been a great deal of
interest in this new General Motors Diesel, as the fish-
ermen are discovering that they can replace their old
heavy-duty gas engine with a modern high-speed diesel.
In making this change, they not only save weight and
space but they also improve their boat speed materially.
In the same sense, the new engine is much cleaner and
has far less vibration than experienced with the old
engines.

It is thought that a trend toward General Motors
Diesels has been started in the San Francisco Crab Fleet,
and that many more installations will follow these initial
key installations.

General Motors Powered
Crab Boat "Six Brothers"

Page 104

PACIFIC MARINE REVIEW

RnOUILEDCE IS THE STRHICHT

louRSE TO nDunniEmEnT
h'^ "The Skipper"

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

TH[ EUTH'S MUUm m ITS EFFECT
THE SHIP m COMPASS

IN A PREVIOUS ARTICLE, the parts and construc-
tion of the compass and binnacle were discussed. Let
us, in this issue, make a study of the earth's magnetism
as it affects our ship and compass, thus preparing for our
discussion of practical compensation in a future article.
We will first review a few of the terms used in this
article, so that we all will interpret these terms to mean
the same thing.

1 . A magnet is a body or substance having the prop-
erty of attraction and repulsion of other magnetic
materials and polarity.

2. Magnetic Lines of Force are imaginary lines passing
from one pole of a magnet to the other.

r Magnetic Field is the area through which magnetic
lines of force are assumed to pass.

i. Line of Demarcation is an imaginary plane, per-
pendicular to the lines of force, midway between
the poles.

5. The Poles of a magnet are points which have the
greatest attracting or repelling power. (For con-
venience we may assume that all magnetic lines of
force enter and leave these points.)

6. The Names of the Poles. That end of a magnet
which seeks North is said to be the North or Red
end. The South or Blue end is the end which seeks
South.

In this, navigators can easily get an argument from
physicists or electricians. They contend that the North
Magnetic Pole is in the .southern hemisphere. Why argue?
Neither can win. So let us, as navigators, consider the
poles named by colors and refer to the north-seeking end

of a magnet as the Red end.

The Basic Laws of Magnetism

( 1 ) Every magnet will have at least two poles of op-
posite polarity,

(2) Like poles repel one another and unlike poles
attract one another.

( 3 ) The magnetic force exerted between two poles
varies inversely as the square of the distance.

The Magnetism of the Earth

Too much is not known about the earth's magnetism;
however, we do know that it has the characteristics of
any other magnet. The Magnetic Poles of the earth are
located in latitude 71° north and longitude 96° west
(approximately) in the northern hemisphere, and lati-
tude 73° south and longitude 1'56° east in the southern
hemisphere. The polarity of these poles ( keeping in
mind the basic law of magnetism that likes repel and un-
likes attract, and that the north-seeking end of a magnet
is said to be the red end) is blue in the northern hemis-
phere and red in the southern.

The earth's total magnetic force has two components,
namely: ( 1 ) Horizontal Lines of Force which flow in a
horizontal plane over the earth's surface from the red to
the blue pole. These are the lines of force which give
the magnetic compass its directive determining power.
Though these lines are not straight, they do not cross
one another and are considered as magnetic meridians.
The angle at which these horizontal lines of force inter-
sect the true meridians of the earth's surface is known as
Variation, or Magnetic Declination. The intensity of

JANUARY • I 948

Page 105

/^AQ,NET

^«etch No. ^•

Sketches I to 3, illustrating points covered in the tc«t

ATO/^S fii LICihfEti

these lines of force is greatest at the magnetic equator
and zero at the poles. Realizing this fact, we can easily
see how, when at the magnetic equator, our compass has
a greater tendency to align its north-south axis with the
magnetic meridians, and thus is affected to a lesser ex-
tent by the subpermanent magnetism of the vessel itself.
( 2 ) Vertical Lines of Force flow at an angle to a hori-
zontal plane at any point which is equal to the angle
subtended at the center of the earth between the magnetic
equator and that point. This angle is referred to as Dip
or Magnetic Inclination. The intensity of these lines of
force is greatest at the poles and zero at the equator.

For convenience and to picture more easily in our mind
their effects on the vessel, we will study these two com-
ponents as if they were distinct separate lines of force
or powers, which is not, in reality, the truth. They are
both a part of the same magnetic lines of force which
affect materials in different ways. In our study, let us
keep in mind the fact that lines of force travel in parallel
lines and that each piece or mass of magnetic material
is a potential magnet. All that is required in order to con-
vert a mass of magnetic material into a magnet is to sub-
ject the mass to some sort of violence while it lies in a
magnetic field, thus causing the millions of minute atoms
or molecules which have both Red and Blue ends to
align themselves in one direction, as indicated in Figure
2.

This violence allows the atoms to change their direc-
tion and the blue magnetism of the magnetic field at-
tracts the red ends of the atoms so that they all align
themselves within the metal. This is what occurs to the
steel of our ship while being built, thus causing the en-
tire ship to become a magnet.

Magnetism in the Vessel

We have two types of magnetism in the vessel, sub-
permanent and transient. These names are not necessarily
given because of peculiar characteristics of the magnet-
ism, but rather of the metal. Sub-permanent rnagnetisni
is magnetism which is found present in hard iron — hard
iron being a term which is applied to iron or steel hav-
ing the ability to retain magnetism. Transient magnetism
is magnetism which is found present in soft iron — soft

iron being a term which is applied to iron which has the
ability to become instantly magnetized when placed in a
magnetic field, and to lose this magnetism when removed
from the magnetic field. In soft iron, the atems have the
ability to change their direction instantly as the direction
of the iron is changed in relation to the magnetic lines
of force. We shall deal with these two types separately
as they affect the vessel.

Sub-permanent Magnetism of the Vessel is that mag-
netism which is built into the vessel and remains with it
through the life of the vessel. It is found only in hard
iron. Each plate, angle, beam, stanchion, etc., is either a
potential magnet or a magnet before it is assembled; then
as the vessel is assembled these parts become a part of a
single magnet, just as, when we take two small magnets
and place them together, they become one magnet. When
the vessel is completed, it becomes on huge magnet. The
permanency of this magnetism is dependent on the
amount of violence to which the materials were sub-
jected while the vessel was being constructed. The great-
er the violence, the more permanent the magnetism. Sub-
permanent magnetism will be present in both horizontal
and vertical hard iron.

Horizontal Hard Iron is affected only by the horizontal
component of the earth's total force. The intensity of the
magnetism in the horizontal hard iron of the vessel is
dependent on the magnetic latitude of the place of build-
ing of the vessel and the amount of violence suffered by
the material in construction.

The Polarity, Line of Demarcation and Distribution
of the red and blue magnetism in the horizontal hard iron
are dependent on the angle the vessel's keel made with
the magnetic meridians while being built.

Vertical Hard Iron is affected only by the vertical
component of the earth's total force. The intensity of the
magnetism in vertical hard iron, as in horizontal hard
iron, is dependent on the magnetic latitude of the place
of building and the amount of violence suffered by the
materials in the construction of the vessel. However, it
differs in this respect. The intensity of the magnetism in
horizontal hard iron is greater if the vessel is built near

(Please turn to page 130)

Page 106

PACIFIC MARINE REVIEW

U<m\ (h4rUim& Gn&wVUcL

by "The Chief"

"The Chief's" department welcomes questions — Just write "The Chief," Pacific Marine Review.

XWil WW m APPLIED MATHEMATICS

5iMMt root ^>t lit -^f

e*tr*.<'i sdii^fc root

4+2fft2")+Z^

4 I =%+!(,+<,

Blackboard figures I to (

ed in the tert.

[lEVtiLDFMENT DF SUUAflt RDDT

IT MAY SEEM A LITTLE too much like a high school
mathematics class to discuss the procedure for extract-
ing the square root for marine engineers, but much ex-
perience has shown that the process is not used very
much in the everyday duties of standing a watch or taking
the daily fuel tank soundings, and is difficult to remember.
But there comes a day for every one of us when we wish
we could do it. Incidentally, we can estimate it pretty
closely for the first two or three figures by guessing the
square root and then multiplying the guessed root by
itself to see how close to the number we come. If too
high, lower the guess a little and multiply again. If too
low, raise it and multiply. But do not try this in the ex-
aminations, as the inspectors want to see that you know

the correct procedure, must see the work, and will not
accept guesses. As a matter of fact, long division and
extracting square root are really systems of educated
guessing and somewhat alike. The systems permit us to
guess only a little at a time and prove the correctness of
the guess before we proceed any further. Notice that the
steps are a guess as to a divisor and a multiplication to see
if it is enough or too much.

First, a few general statements about squares and roots.
Sec Fig. 1. Note that we can indicate the square of a
number by drawing a line over it and adding a figure 2 at
the end of the line. A ^ shows a cube and any number
shows a POWER to which the base number is to be
raised or multiplied by itself. If letters are used, as in al-

JANUARY • 1948

Page 107

gebra, the line may be used or omitted. The number de-
noting the power is written a size smaller and at the up-
per right hand corner on the base number or letter.

Fig. 1 also shows the geometry of the square indicat-
ing whence the process got its name. If the number rep-
resents a linear dimension or measurement then the
square of the number is necessarily an area. Conversely,
the square rcxjt of an area is the dimension of a side of a
square of the same area. But the square root of a number
which has no meaning as an area has no meaning either,
and is just a number — nothing more.

Fig. 2 of the Blackboard Sketches is shown to indicate
the geometry of the square of the sum of two numbers
such as 4 or 2 or a total of 6. Note that the square of the
sum is the square of the first plus twice the product of
the first by the second plus the square of the second.

Fig. 3 shows that while the square root of 36 is 6, the
square root of 360 is not 60, but 18.9737 . . . and we
must go to 3600 before the square root is 60. The rule,
then, is that to move the decimal point one place in a
number moves it two places in the square and in the
same direction. This explains why we handle the number,
whose square root we want, in sections of two places in
each direction from the decimal point.

Fig. 4 is an attempt to show geometrically the several
steps in the step-by-step guessing process of extracting
the square root. Using the simple number 529, we sec-
tionalize it to 5' 29! We handle the 5 first, which really
is 500. (Note that any number is really a sum; for in-
stance, 7845 is actually 7000, plus 800, plus 40, plus 5.)
We guess at the largest root it contains, 3 squared is too
much; 2 squared is about right — a little small, but the
largest root we can use. This 2, then, is 20 because 20
squared is 400. It is represented by the large area in the
figure.

There remains 529 minus 400, or 129 which must still
be factored. This 129 represents the area of the two rect-
angles and the area of the small square. Of these three
areas, we know only the one dimension — that of the long
side of the rectangle, or 20 in this case. We can guess
at the other dimension by taking half of the 129 and
dividing it by 20 — but this is the same as dividing the
whole 129 by 2 times 20 or 40. This accounts for the
rule of doubling the root so far obtained before dividing.
So we divide the 40 into the 129 and, of course, get 3.
Note also in the figure that these three areas if laid end
to end would make one long rectangle whose long side is
43, and whose short side is 3. We know that the total
area of the group is 1 29, so we add the 3 in the root to
the 40 to give 43 as a divisor. It goes evenly with no re-
mainder, and the original number was a perfect square.
This we prove by multiplying the 3 times the 43 to give
us the 129. There is a more nearly perfect proof of this
process but it involves more than we need to take up
here.

Fig. 5 is a demonstration of the process with a larger
number which is not a perfect square and also has a deci-
mal. The letters located at the several places refer to the
following paragraphs, step by step.

A — Write the number, plenty of space below, large
decimal point, check mark over the decimal, check mark
over every other space from the decimal and draw a line
over the entire number.

Page 108

B. — Write the square root of the left hand pair or
single as the case may be. This must be guessed. Write
the square of this guess below also at B. Draw a line and
subtract, giving us in this case, 1.

C. — Draw a slanting line here and bring down the
next pair of numbers, 41 here.

D. — Multiply the answer or root above the line, what-
ever it may be, by 2 and write it here.

E. — Cover the last figure here with the finger, leaving,
in this case, only the numbers 14 visible.

F. — Divide the figure 2 at D into this 14 and write
the answer above the next pair as at F in the answer, and
write it beside the 2 also at F. This is only a trial or guess
and in this case the figure 7 was too much, so also is 6,
and we fall back to 5, proving by multiplication, the 5 by
the 25.

G — Here the proof is multiplied out and the subtrac-
tion shows 16 remainder.

H. — Draw the line again.

J. — Bring down the next pair, 65 in this case.

K. — Again double the answer — in this case the num-
bers at B and F, or 15, giving 30.

M. — Cover the 5 in the 1665 and divide the 30 into
the 166 now visible. Write up the answer 5 as shown.
Also write the 5 at K. Multiply the 5 at M by the 305 at
K, writing the answer at N.

N. — Subtract, getting 140 remainder.

P. — Bring down the pext pair, also draw the slanting
line.

Continue through as before with the numbers getting
larger with each step. There is still a remainder and we
might continue on indefinitely, always getting a remain-
der, but our answer becoming more and more accurate.
Having as many numbers at the right of the decimal as
was in the original number should be accurate enough.
The student should go over this many times with other
numbers proving the correctness of the root by squaring
it. The root given in Fig. 5 is 155.45, and squaring this
we have a number 24164.7025. This is less than the
square we started with, and subtracting we find a differ-
ence of .6575. This is the error in our calculations.

In the final analysis there is a graphical solution for
every mathematical problem. By this is meant that with-
out recourse to figures, multiplication and division, it is
possible to get an answer by drawing the problem out
on a board or otherwise constructing it. For example, by
trigonometry we know that the diagonal of a square is
1.41 times a side. But we could have found this out by
constructing a square and measuring the side and di-
agonal. We could avoid division by drawing the side
one unit of length long and then measuring the diagonal
as 1.41 units. Of course, to find the number of feet of
lumber in a house we may have to build it and then
measure the lumber. But we would have avoided mathe-
matics. So mathematics can be as much help to us as we
will make use of it.

An interesting illustration of the construction solution
is to find the square root of a number by using a straight
edge and compass only. Fig. 6 shows this and gives a
rough proof. The length of the line BS is the square root
of the length of the line AB. Draw AB of a length to be a
measure of the number whose root is wanted. Extend the

(Please turn to page 130)

PACIFIC MARINE REVIEW

^cumi^ ^ca^t^

HARVARD

PAUL

STEWART,

Manager of

Marine Sales

for

Bethlehenn Steel

Company's
Bay Area Yards

(See Page 110)

JANUARY • I 941

Page 109

Harvard P. Stewart
Appointed by Bethlehem

Announcement has just been
made of the appointment of Har-
vard Paul Stewart as Manager of
Marine Sales for Bethlehem's Bay
Area Yards. Stewart succeeds John
T. Greany who died recently follow-
ing a short illness. The announce-
ment was made by W. M. Laughton,
District General Manager of Beth-
lehem's Shipbuilding Division, 'West
Coast Yards.

Stewart is a native of Alameda
and a graduate of the University of
California, Class of 1934, where he
received a BS Degree with honors in
engineering. He took post-graduate
work in ship model testing at the
same university and assisted in the
establishment of U. C.'s first ship
model test basin. In 1934 he started
work at Bethlehem's San Francisco
Yard as mold loftsman. In 1935 he
was transferred to the Estimating
Department, and a year later to the
Sales Department.

He is a member of the Society of
Naval Architects and Marine En-
gineers and a member of the Execu-
tive Committee of the Northern
California section of the Society, of
which he is also a former secretary-
treasurer. He is a member of the Na-
tional Engineering Honor Society,
Tau Beti Pi and an associate mem-
ber of the National Physical Honor
Society, Sigma Zi.

Currently, Stewart is House Com-
mittee Chairman of the San Fran-
cisco Propeller Club. He is a mem-
ber of the San Francisco Junior
Chamber of Commerce and is rep-
resentative of the Junior Chamber
on the Bay Area Maritime Commit-
tee. His hobbies include skiing,
mountaineering and photography.

King's Point Alumni

All graduates of the U. S. Mer-
chant Marine Academy at King's
Point, N. Y., now living in the San
Francisco Bay Area are requested
to register at the newly opened of-
fices of the Academy's Alumni as-
sociation. The Bay Area chapter
now maintains offices at room 1101,
De Young Bldg., 690 Market St.,

Page I 10

W. A. Harrington

i

San Francisco. Warren Boone is
president of the group.

Over 300 graduates of the Acade-
my are now members of the local
chapter, although three times that
number are believed to be living in
the bay region. California is second
only to New York in the number of
graduates from the national Mer-
chant Marine Academy.

W. A. Harrington Heads
San Pedro Yard

W. A. Harrington has been
named Manager of the San Pedro,
California, yard of Bethlehem Steel
Company, as announced by W. M.
Laugliton, General Manager of Beth-
lehem's "West Coast Yards. San
Pedro Yard is on Terminal Island
in Los Angeles. Harrington succeeds
E. C. Rechtin who has been trans-
ferred to an executive position with
the company in the East.

Harrington is well known in ship-
building and ship repair circles on
the West Coast, where he has lived
since 1916. On moving to the West
Coast, he became a loftsman and an
Inspector of ships for the U. S. Ship-
ping Board. He came to the San
Pedro Yard in 1923 as chief estima-
tor, was later made general yard
foreman and sales manager, becom-
ing assistant manager in 1944.

PACIFIC MARINE REVIEW

Russell R. Sweeny Becomes Manager
of Bethlehem -Alameda Repair Yard

ell R. Swe
r of Belhli

Scintilla Magneto
Division Appoints
Ceorge M. Anger

Announcement has just been
made of the appointment of George
M. Anger as Western States Repre-
sentative for Scintilla Magneto Di-
vision of Bendix Aviation Corpora-
tion, Sidney, New York. The com-
pany is planning to establish an
office in San Francisco, where Anger
will maintain his headquarters.

Ray Perin Heads
Materials Handling

Ray Perin, of the Ira G. Perin Co.,
west coast representative for Elwell-
Parker Trucks for 35 years, has been
elected president of the 14-year old
Materials Handling Association of
Northern California.

Perin is a graduate of Stanford
University, class of 1930. He served
with the Goodyear Rubber Com-
pany at the British plant during the
war, and upon his return joined the
Ira Perin Company. He is a mem-
ber of the American Society of Me-
chanical Engineers.

JANUARY • I 948

Georqe M Ange

H. M. Cahill Appointed

According to a recent announce-
ment by R. W. Bayerlein, Vice pres-
ident of the Heavy Machinery Di-
vision, Nordberg Manufacturing
Co., H. M. Cahill has been appoint-
ed as Sales Manager, Small Engine
Department.

Cahill has had extensive sales en-
gineering experience in the smaller
four-cycle Diesel engine field. Be-
fore coming to Nordberg, he was
Assistant to the Sales Manager of
National Supply Co., of Springfield,

Russell R. Sweeny, formerly as-
sistant to the general superintendent
at Bethlehem's San Francisco Yard,
has been appointed manager of the
company's Alameda Repair Yard,
according to a recent announcement
by W. M. Laughton.

Sweeny is a native of Antiixh,
California, and came to work for
Bethlehem in 1916 as a shipfitter
apprentice at what was then the
Union Iron "Works. In 1931 he be-
came Hull Department Foreman at
the Alameda Repair Yard, and in
1939 was appointed assistant to the
general superintendent at that yard.
He returned to the San Francisco
Yard in 1940 where he was placed
in charge of conversion work on the
Presichnf Lincoln. He was made
assistant to the general superintend-
ent in 194Z

Ohio. He has also been associated
with the Buda Company, Harvey,
Illinois.

Cahill will have charge of sales of
Nordberg four-cycle 41/2", 9" and
13" boreDiesel engines. L. L. Peter-
son, Sales Manager, Large Engine
Dept., is responsible for sales of the
1 6" bore size four-cycle engine and
the larger Nordberg 2 -cycle Diesel
engines. Foreign sales of all Nord-
berg products is directed by B. T.
Eagerton, Export Sales Manager.

Page I I I

LlNITrn STAtFis

^t The KINGS POINT
IT

Vice Admiral William W. Smith, USN (Ret.), Chairman, Maritime
Commission, accepting bronie plaque presented to the Merchant
Marine Academy by the Society of Naval Architects and Marine
Engineers honoring the distinguished wartime achievements of the
late Vice Admiral Howard L. Vickery. Left to right: Vice Admiral
Edward L. Cochrane, USN (Ret.), president. Society of Naval
Architects and Marine Engineers; Admiral Smith; Lt. Comdr. Hugh
B. Vickery, USN, son of Admiral Vickery, Rear Admiral Telfair
Knight, Chief of Training Division, Maritime Commisson.

Vice Admiral Edward L. Cochrane, USN (Ret.).
President, Society of Naval Architects and Ma-
rine Engineers, making introductory address
during ceremonies attending presentation of
bronze plaque honoring the distinguished war-
time achievements of the late Vice Admiral
Howard L. Vickery, USN (Ret.), creator of the
famous "Bridge of Merchant Ships" which
assured victory in the recent world conflict.
Left to right in the above picture are: Vice
Admiral William W. Smith, USN (Ret), Chair-
man, Maritime Commission, Mrs. Howard L.
Vickery, Mrs. Barbara Vickery Bowie, Admiral
Cochrane, Mrs. Edward L. Cochrane, Rear Ad-
miral Telfair Knight, USMS, Chief, Training
Division, Maritime Commission, Lt. Comdr. R.
E. Salman and members of the Society of Naval
Architects and Marine Engineers.

Grounds and buildings of the U. S. Merchant
Marine Academy on the shore of Long Island
Sound at Kings Point, N. Y. View looks east.
Hague Basin and Mallory Pier in foreground.
Academic Buildings left side of campus (pro-
gressively from west to east). Department of
Nautical Science, Dept. of Engineering and
Department of Ship Management. Center.
Wiley Hall (former Walter P. Chrysler resi-
dence); Regimental Barracks (right of Wiley
Hall, reading counter-clockwise). Palmer, Mur-
phy, Delano, Cleveland, Rogers, Jones and
Barry Halls. Center background, O'Hara Hall
and Furuseth Barracks. Left center background.
Tomb Memorial Drill Field and Roosevelt
Athletic Field.

Additional photo on page 118,

Page I 12

PACIFIC MARINE REVIEW

BETHLEHEM-BUILT

ips heini; huilt u Bethlehem-Sparrows Point Shipyard.

FOR THE JOB

Main Particulars oj the Reefer

S. S. Yaque

ength, betueeu perpendiculars. ^65 ft

earn, molded 56//

^epth, molded 36 //

rajt, loaded 2€ ft

eadweight 5,000 tons

trgo capacity 195,000 cu ft

assenger capacity 12

?a speed 16 knots

lachinery geared turbine

corporating advanced design fea-
ires resulting from Bethlehem's long
xperience as a builder of ships of all
^pes, the S.S. Yaque is the first of a

fleet of nine combination cargo-pas-
senger, fully-refrigerated sister ships
which the Bethlehem-Sparrows Point
Shipyard will deliver to the United
Fruit Company during 1947.

A model of postwar shipbuilding
craftsmanship, this trim vessel has
been designed and constructed to
meet the special requirements of the
operator's trade.

It is an example of the excellent
results obtainable through close col-
laboration between the owner and the
builder. In all details, it's Bethlehem-
Built for the job.

SHIPBUILDING YARDS

OUINCY YARD

Quincy, Mass.
STATEN ISLAND YARD

Staten Island. N. Y.
BETHLEHEM-SPARROWS POINT
SHIPYARD, INC.

Sparrows Point. Md.
SAN FRANCISCO YARD

San Francisio, Calif.
BETHLEHEM-ALAMEDA SHIPYARD. INC.

Alameda. Calif.
SAN PEDRO YARD

Terminal Island. San Pedro. Calif.

SHIP ntPAlK YAkDS

BOSTON HARBOR

Atlantic Yard

Simpson Yard
NEW YORK HARBOR

Brooklvn 27th Street Yard

Brooklyn 56th Street Yard

Hoboken Yard

Staten Island Yard
BALTIMORE HARBOR

Bait

Yard

SAN FRANCISCO HARBOR
San Francisco Yard
Alaiiied.T Yard

[IHIPBUILDING . . . SHIP CONVERSIONS . . . SHIP^ REPAIRS
NAVAL ARCHITECTS and MARINE ENGINEERS

BETHLEHEM STEEL COMPANY

GENERAL OFFICES: 25 BROADWAY, NEW YORK CITY

i

JANUARY • 1948

Page 113

n E UJ S F I R S H E S

APL PLANS MORE LUXURY SHIPS

American President Lines' president, George Killion, announces plans under
consideration for converting the P-2 type liners General W. H. Gordon and
General M. C. Meigs to the luxury status of the President Cleveland and Presi-....
dent Wilson. The latter, sister ship of the Cleveland, will be completed during
the spring.

Up H: i^ i[: ^

THE V-2000

Bids on the proposed five V-2000' s for American President Lines are still
under consideration by both APL and Maritime Commission. These are to be cargo-
passenger vessels and are somewhat between the C-3 and P-2. Indications are that
they will cost in the neighborhood of $50,000,000. Newport News was low bidder.

NEW COAST TANKER COMPANY

Organization of Coastwise Bulk Carriers, Inc., to operate tankers in the
domestic trades was announced December 23 by William T. Sexton, Sr. , president.
A contract for operation of the tankers will be negotiated with Coastwise Line,
he said.

Coastwise Line currently maintains a Pacific coastwise service as well as
a world-wide tramping operation. In addition, it does extensive general agency
work. Tankers acquired by Coastwise Bulk Carriers, Inc., will be operated in
coastwise, intercoastal and Gulf services.

:{c :{; :1c :]e ^

ALASKA SS CO. AND SKINNER & EDDY IN MERGER

Merger of the Skinner & Eddy Corp. with the Alaska Steamship Company "to
simplify the overall corporate structure of the Alaska Steamship Company and to
broaden and further strengthen its financial position," was announced this week
by G. W. Skinner, president. The corporation has owned Alaska Steamship Company
since 1944. Plans include acquisition of new freight and passenger ships suit-
able for needs of the territory. Skinner said.

THREE BIG ARMY JOBS TO BETHLEHEM, SAN FRANCISCO

The San Francisco Yard of Bethlehem Steel Company, Shipbuilding Division,
has just been awarded contracts totaling approximately $7,000,000 for the
modernization-conversion of two C-3 type Army troop transports, the Frederick
Funston and James O'Hara, and the "saf ety-at-sea" conversion of the Army Hospi-
tal Ship Comfort , a C-1 type vessel.

Type of work to be preformed on the Funston and O'Hara is very similar to
that which Bethlehem's San Francisco Yard is now doing on two other Army trans-
ports, the Shanks and Ainsworth, in that they are being converted from 100%
troopship to combination troop and passenger.

:f: :{( :fc :jc :^

ARMY AWARDS NINE CONVERSIONS TO COAST YARDS

Brigadier General N. H. McKay, Port Commander at the San Francisco Port
of Embarkation, announces that contracts have been awarded by the Chief of
Transportation for conversions on nine additional passenger vessels of Trans-
Page 114 PACIFIC MARINE REVIEW

portation Corps registry with home port here. They will enter the shipbuilding
yards at various times before March 1 for work expected in most instances to
require 90 working days.

The vessels and the yards: Hospital Ship Comfort and transports O'Hara and
Funs ton, Bethlehem Shipbuilding Corp. , San Francisco ; Generals Collins and
Freeman, Todd Yards, San Pedro; Generals Hodges and Hase, Todd Yards, Seattle;
Kenerals Patrick and Morton, Pacific Ship Repair, San Francisco.

A third phase of the Transportation Corps ship modernization program is
Hearing completion. Four P-2 transports assigned to San Francisco are in the
Newport News Shipbuilding Corporation yards on the Atlantic Coast being given
final conversion to fit them for permanent peacetime passenger service for the
Army. They are the USAT's Admirals Eberle, Hughes, Capps and Benson. First of
them is expected to be completed by mid-February.

*****
GREAT CAPITAL EXPENDITURES EXPECTED

Morris Sayre , president of Corn Products Refining Company of New York,
will be the new president of the National Association of Manufacturers. Retiring
president Bunting asserts that most conservative estimates for rehabilitation
of worn out machines and inefficient factories is $6,000,000,000 a year over the
next five years.

STANDARD OIL EXPANDS AT BAKERSFIELD

A $7,500,000 construction program to expand and modernize its Bakersfield
refinery was announced today by Standard of California. New units planned in
the program will include the latest in crude distillation and cracking
facilities, an office building and laboratory, and modern auxiliary equipment.
Capacity of the plant will be increased to a crude run of 20,000 barrels daily,
practically double the present capacity.

INDUSTRIAL DEVELOPMENT AT LOS ANGELES

During the month of November, 15 new factories were established in Los
Angeles county with a total investment of |593,000, and creating 257 new jobs
for factory workers. Thirty-eight existing plants were expanded, calling for an
additional investment of |6, 411, 000, and creating 694 new industrial jobs.

Total investment in the 53 new and expanded units was |7, 004, 000, creat-
ing a total of 951 new jobs.

For the year to date, 200 new factories were established with a total
investment of $68,261,000, and creating 7,321 new jobs; 382 existing plants were
expanded, calling for an additional investment of $51,560,500 and creating
12,650 new industrial jobs.

STANDARD OIL COMPANY (NEW JERSEY) PURCHASES ELEVEN TANKERS

Purchase of 11 tankers from the Maritime Commission was confirmed in a
recent announcement by Standard Oil Company (New Jersey). Assignment of the ships
to the Esso fleet will be material help to the company in its efforts to meet
the unprecedented demand for petroleum products.

All vessels are the Maritime Commission T2 type, with turbo-electric
propulsion. Four of the ships, Esso Allentown, Esso Asheville, Esso Everett and
Esso Worcester, were built at the Kaiser Shipbuilding Company's yard, Portland,
Oregon, four Esso Binghamton, Esso Bridgeport, Esso Burlington and Esso Wheel-
ing, at the Alabama Dry Dock & Shipbuilding Company's plant. Mobile, Alabama,
and three, Esso Greenboro, Esso Linden and Esso Shreveport, by the Sun Ship-
building & Dry Dock Company, Chester, Pennsylvania.

*****

NEW SHEET MILL FOR COLUMBIA STEEL

J. Lester Perry, president of the Columbia Steel Company, A U. S. Steel
subsidiary, confirmed a statement of War Assets Administration announcing the

JANUARY • 1948 Page 115

proposed purchase of a surplus property located in Los Angeles, adjoining the
town of Torrance.

Columbia Steel Company has offered to buy a surplus property owned by the
War Assets Administration located at Los Angeles. This property, consisting of
land, improvements and buildings, originally was a part of an aluminum reduction
plant built during the war.

The property acquired will be utilized to house the new cold reduction
sheet mill which Columbia Steel Company recently announced it would build in the
Los Angeles area. The new mill will further process hot rolled steel coils pro-
duced at other existing plants into the sheet steel so greatly needed in the
Western states.

APL BUYS VICTORIES

The Board of Directors of American President Lines has approved the
purchase of four 17-knot Victory-type cargo ships from the total of 21 Victories
which the Company is now chartering from the Maritime Commission. The Board's
favorable action to buy the vessels indicates the Company's faith in the growth
of commerce between the United States and countries in the Far East where in-
dustrial and economic development is taking place.

GREAT INCREASE IN SHIPPING AT LOS ANGELES-LONG BEACH HARBOR

Ships calling at Los Angeles-Long Beach Harbor averaged nearly 10 a day
during 1947, a sharp increase over 1946, according to a survey by the Marine
Exchange of the Los Angeles Chamber of Commerce.

The 1947 total of 3,995 vessels using the metropolitan area's harbor
facilities was a 36 per cent increase over the 2,930 recorded during 1946. Total
tonnage was up 38 per cent, from 10,916,093 to 15,063,983. Only Russia sent
fewer ships to Los Angeles-Long Beach docks last year than in 1946, the Marine
Exchange report revealed.

BAY AREA EXPANSIONS— 1947

San Francisco-Bay Area industrial expansions during 1947 continued to
hold nation-wide attention with new industries and expansions amounting to 600
projects with investments of 100 million dollars. Nearly 2,000 industrial
projects have been announced for Northern California since V. J. Day with total
outlays of 325 million dollars.

During the year the Ford Motor Company and the General Motors Corporation
offered to purchase more than 100 million dollars worth of car parts a year from
California manufacturers, and a number of plants in the Bay Area have already
signed contracts. Of 200 of the largest industrial projects, 46 expected to in-
vest 1 million dollars or more on their individual projects; whereas 34 expected
to expend between 500 thousand and 1 million dollars ; and 90 others planned
programs ranging from 100 to 500 thousand dollars. More than one-quarter of the
major projects are related to the food industry.

Plant expansions and equipment costing |70,000,000, authorized by the U.
S. Steel Corporation in the Western states since the end of the war, were re-
cently announced to supply an increased demand for steel by the widespread and
diversified expansion of industries in the West. Geneva Steel Co., Utah, has a
program for production of 85,000 to 95,000 tons of steel ingots per month;
approximately 50,000 tons of steel plate are made from these ingots, 11,000
tons for structural shapes and 6,000 tons for steel billets monthly. There are
5,600 persons employed at the Geneva Works. Included in this giant steel pro-
gram is a new $25,000,000 cold roll reduction mill at Pittsburg to make sheet
steel and tin plate. About 800 men will be required to run the new mill at
Pittsburg in addition to the 3,000 already employed there by Columbia Steel Co.

Page 116 P A C I P I C MARINE REVIEW

MARINE MARKETING COMPANY

S. L. (ROY) KUYKENDALL. General Manager and Partner

12th and Grand Avenues

■','l«

SAN PEDRO CALIFORNIA

WHOLESALE SHIP PROVISIONS
and SUPPLIES

24 Hour Service

CABLE ADDRESS: MARINMART

OFFICE PHONE: Terminal 2-7567

NIGHT PHONES: Terminal 2-8140

Terminal 3-1585

CHRYSLER ROYAL MARINE M-8 GAS ENGINES

LESS THAN V^ PRICE!

140 h.p. at 3200 r. p. m. furnished for direct
drive or with reduction gears in following ra-
tios: - 2.03 to 1 - 3. 1 7 to 1 - 4.48 to 1

ADDITIONAL DISCOUNT ON QUANTITY ORDERS

ALSO AVAILABLE . . .

NEW CONTINENTAL COMMANDO

GASOLINE ENGINES
Model R-6602

6 cylinder, 4 cycle 165 h.p. at 2200 r.p.m., salt
water cooling, equipped with reduction gear

• • • WRITE - WIRE - PHONE • • •

DULENSTEEUiPRODUCTSlnc.

ISZS 9265 E. MARGINAL WAY • LANDER 6000 • SEATTLE 8, WASH.

JANUARY

I 948

Page 117

COMMODORE IHRIC
ADDRESSES PROPEIEERS

The San Francisco Propeller Club was given an earnest
talk on the operation of the California Maritime Acad-
emy at its November meeting, by Commodore Russell
M. Ihrig, new superintendent.

Commodore Ihrig's shore duties during his 29 years
of active Naval service have been almost entirely along
lines which gave him special background experience for
his duty as superintendent. Well known in the Bay
Area, he was associate professor of Naval Science and
Tactics at the University of California during 1934-36,
and had charge of the R.O.T.C. unit on its two annual
battleship cruises to Hawaii.

Capt.
Naval
Enqin,

THE GRADOMIKG CLASS

AT

UK POINT

U. S, Marilimc Commissioner Richard Parkhurst

addressing the graduating class at the U. S.

Merchant Marine Academy. Kings Point. N. Y..

when 258 officers from forty states of the nation,

and Alaska. Hawaii and the Canal Zone were

graduated with their commissions as Ensigns in

the Naval Reserve and their licenses as deck and

engineering officers of the Merchant Marine. L. to

r.: Capt. H. A. Andrews; Chaplain Harpole; Col.

Jerome B. Crowley, Sec-Treas. American Bureau

of Shipping; Capt. H. V. Nerney, Executive Officer;

Rear Admiral E. H. Smith. USCG, Commander,

Third Coast Guard Dist.; Rear Admiral Telfair

Knight, Chief, Training Div., U. S. Maritime Com-i

mission; Rear Admiral Richard R. McNuUy, Supt. |

of Academy; Commissioner Parkhurst; Lt. Comdr.

R. H. O'Connell; Capt. Wm. McGuire. Officer-in-

Charge, Marine Inspection. Port of New York;

Vice Admiral Herbert E. Leary. USN (Ret.); Capf.

w R. Mack, USN. Chief of Staff, Third Naval District;

Baker, Pres., Board of Underwriters of New York; Henry

orn, Past Pres., Board of Underwriters of New York;

Leonard Frisco, USNR, Naval Reserve Officer, Third

District; and Oliver D. Colvin, Pres.. Cargocaire En-

ering Co.

Left to right: George Swett. W. C. (Bill) Markey, and Henry
Wickert. at the November Propeller Club Meeting.

Captain R. C. Owye
Lloyd Fleming, Ci

, Hugh Gallaghe
rl MacDowell. C

Ihrig, Lewis Lapham, Capta
Ig was speaker of the day.

Page 118

PAG IFIC MARINE REVIEW

Ray Sanders
ilppointed General
Manager of Pacific
Chemical Company

Ray Sanders, closely identified
with the industrial chemical field for
the past twenty-five years, has been
appointed general manager of the
Pacific Chemical Company, Los An-
geles, a division of the American-
Marietta Company, according to a
recent announcement.

The appointment of Mr. Sanders
coincides with the company's an-
nounced plans to expand its activi-
ties. A pioneer in the field on the
! Pacific Coast, Pacific Chemical not
only produces a large line of indus-
trial chemical compounds and proc-
esses but such popular consumer
brands as Hypro Bleach and Pronto
Bowl and Drain Cleaner.

In addition to its main offices and
two plants in Los Angeles, the Pa-
cific Chemical Company has offices
in principal West Coast cities and
a third plant in Waco, Texas.

Atlas Paint
Widens Distribution

Upon completing an extensive
tour of the East, E. W. Whittemore,
Sales Manager and General Partner
of the Atlas Paint and Varnish Com-
pany of Los Angeles, announced the
establishment of five new distribu-
te irs for Atlas Marine Paints. North-
ern distribution will be handled by
the Maxwelton Company of Mystic,
Connecticut. Powers Outboard Mo-

Alfred P. Wheeler Elected
President of Northern
California Industrial
Editors Association

Alfred P. Wheeler, Editor, "Mat-
sonewo." Matson Navigation Com-
pany, has been elected president of
the Northern California Industrial
Editors Association. Wheeler suc-
ceeds Norman S. Jones of the Friden
Calculating Machine Company who
served as president during 1947.

Others elected included Lloyd
Harris Paraftine Companies, vice
president; Jean Wagner, Cutter
Laboratories, secretary. Martin Dep-
per. Federal Reserve Bank and Em-
mett Fitzpatrick, Southern Pacific
Company, were elected to the execu-
tive committee.

The organization is composed of
editors of house publications of the
leading industries of Northern Cali-
fornia.

E. W. Whittemore

tor Sales of Richmond, Virginia,
will cover the Virginia and Wash-
ington, D. C, territory. Mount
Pleasant Boat Building Company,
Mount Pleasant, S. C, has been as-
signed to South Carolina. Bruns-
wick Marine Construction Company
of Brunswick, Ga., will represent
Atlas in Georgia and North Florida,
and the Phillips Hardware Com-
pany of Miami, Florida, will han-
dle the line in southern Florida.

The success of Atlas Marine
Paints on the Pacific Coast leads
Atlas to believe that their introduc-
tion to the Eastern Seaboard may be
likewise successful. One of the lead-
ers in the Atlas Marine Line is their
Gold Label Copper Compound for
wooden boat bottoms.

PACIFIC COAST

INSTRUMENT

COMPANY

INCORPORATED

246 MISSION STREET
SAN FRANCISCO 5. CALIF.
TELEPHONE SUTTER 1-2131

Representing

Helicoid Gage Division of Ameri-
can Chain & Cable Co., Inc.

Helicoid Pressure and Vacuum
Gages.

Trimount Instrument Company

Manometers. Flow Meters. Draft
Gages. Electronic Level Controls.
Tank Level Gages.

Paxton Mitchell Company

Metallic Packing. Pump and Cyl-
inder Liners.

Paxton Diesel Engineering
Company

Bearing Watchdogs. Valve Spring
Depressors, other Diesel Spe-
cialties.

W. C. Dillon & Co., Inc.

Strain Gages and Dial Thermom-
eters.

Thermometers

A complete stock of Marine, In-
dustrial and Dial types.

Instrument Repairing

All types of instruments repaired,
calibrated, rebuilt and serviced.
All work guaranteed.

JANUARY

I 948

Page 119

BRICKSEAL

REFRACTORY COATING

^

H E ATE D^^^l
TO 2250° ^^^1

Brlckseal provides a crackproof,
vitrified armor /or furnace lin-
ings. The small firebricks shown
in the furnace were bonded and
painted with Brickseal and heated
to 2250°. Directly from the fur-
nace they were plunged into cold
water as shown below — a test for
any material subject to expansion
and contraction.

Brickseal is semi-plaslic when
hot, yet hard and tough when
cold. Brickseal is made in grades
suitable to heats ranging from
1400° to more than 3000°. It will
make any furnace last longer by
giving new life to your refrac-
tories. Write or call local dealer
for a demonstration.

^|H DOUSED
S^^^ COLD WATER

BRICKSEAL

REFRACTORY COATING

PUnts at

5800 S. Hoover Street

Los Angeles 44, Calif.

158 - 14th St.. Hoboken. N. J.

KE[P POSTED

New Equipment and
Literature for Yard,
Ship and Dock

Drum and Barrel Tilt

THE PALMER-SHILE COM-
PANY, 16031 Fullerton Avenue,
Detroit 27, Michigan, has just an-
nounced a new drum and barrel tilt.
Designed to simplify materials han-
dling and eliminate hand dumping,
this new drum and barrel tilt is a
proven timesaver for any modern
industrial plant. Excellent for con-
trolled dumping of chemicals, liq-
uids, plastics, molding powder,

scrap, glass, etc. Unit illustrated is
1000-lb. capacity for standard 55
gallon drum or barrel. Special sizes
or capacities can be built to suit
individual requirements. Equipped
with two safety style locking devices
that hold barrel securely without
slippage. Barrel can be turned 360
degrees. Turning mechanism incor-
porates the worm drive principle
and is available in hand chain mod-
els. Entire assembly is constructed
of heavy structural steel, completely
welded throughout. Weight is ap-
proximately 125 lbs.

Kew Clamp Provides Safe
Easy Way to Handle
Awbard-Shaped Article

MERRILL BROTHERS, of Ma
peth, N. Y., are the manufacture
of a new clamp, known as the Me
rill-Volz Positive Grip Clam
which provides a simple, rapid ar
safe method of raising or lifting im
place such items as large tank
flanged heads, and similar articL
which are usually difficult to g
securely attached. The clamp wi
lift anything that has sufficient fl
surface for its jaws to grip, and
is said that once the grip is estal
lished, no amount of pulling (
weight, even if the surface is oil(
or greased, will cause the jaws :
lose their grip. The clamp is mac
in y2-ton, 1-ton, 3-ton and 6-tc
sizes.

\m Slide-Rule Selecto
Provides Fingertip
Information on Inco ^
Kickel Alloys

No more wading through a who
library of metal information evei
time you need a fact or two aboi
a particular alloy. The new "Im
Nickel Alloys Selector" kit can pn
vide all the important facts abcx
any metal you are likely to be usin
in a matter of seconds. The bookli
in the kit, "Properties of Son
Metals and Alloys," tabulates repor
from twenty-two metal producers c

KEEP POSTED

The details of new equipment or the new literature announced in this department will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansome Street
Send me descriptive data of the followi

San Francisco
ew equipment or literature as reviewed

(Identify by name of manufacturer and catalog)

BUSINESS
ADDRESS

Page 120

PACIFIC MARINE REVIEV

the composition, mechanical prop-
erties and pliysical constants of 1 04
of their alloys.

With this Selector, you simply
push the slide and turn the dial. Any
fact needed on this important fami-
lly of "white" metals can instantly
'be read at a glance. The Selector
■also includes a listing of available
'forms and an index to ASTM, Fed-
leral and Navy specifications for each
'alloy.

The Selector and booklet come in
;a handy filing case that will fit any
desk file. You can obtain these by
dropping a note to your nearest
branch of the International Nickel
I'Company.

Steam Jet Ejectors
Catalog

I C. H. WHEELER MANUFAC-
i TURING COMPANY has just is-
isued a new catalog, No. 1462, en-
titled "Steam Jet Ejectors." It con-
jtains 36 pages and includes 30 sec-
tional drawings — also flow dia-
, grams, engineering data, installa-
tion guide, formulae, curves and
tables. It covers the theory and
operating characteristics of steam jet
ejectors for all classes of vacuum
service, including single, two, three,
four and five stage types. Non-con-
densing and condensing types, with
barometric inter- and after-con-
densers for vacuum requirements in
chemical plants, food plants, sugar
refineries, oil refineries, power
plants, etc., are fully covered. The
; catalog also contains information re-
garding steam jet vacuum refriger-
ation for water cooling requirements
of air conditioning and process ap-
plications.

Radiomarine Introduces
New 30-watt
Radiotelephone at
Motor Boat Show

A new cuiiipact 30 -watt radio-
telephone, known as the ET-8037
and engineered specifically for re-
quirements of pleasure craft and
work boat owners, was viewed for
the first time at the National Motor
Boat Show in New York. It com-
bines a 4-tube 30-watt transmitter,
an 8-iube receiver plus a rectifier
tube, a built-in loudspeaker, a push-
to-talk modern handset and a com-
pact power unit, in a cabinet 13"^

JANUARY • I 948

wide, 20" high and XAYz" deep. It
operates from a boat's power supply
of either 12, 32, 115 volts D.C. or
1 1 5 volts A.C. and has six crystal
controlled channels.

The manufacturer claims small
power consumption, adequate off-
shore range, quick-heating mini-
ature tubes, smaller crystals, im-
proved noise limiter, filtered power
supply, permanently pretuned cir-
cuits, antenna trimming control and
integral power unit.

The ET-8037 is easy to install,
operate and service. Maintenance
and service are simplified by the de-
sign of the cabinet.

Radiomarine also displayed Mod-
el ET-8028-A, a 10-watt, 4-channel
2-way radiotelephone with small re-
mote control unit, standard tele-
phone handset and built-in loud-
speaker; Model ET-8012D, 75-watt,
lO-channel, for offshore duty aboard
craft equipped with either 32 or
1 10 vclt electrical systems.

The LOng RAnge Navigation in-
strument — Loran receiver, model
LR-8801 — was also exhibited. It is
being used successfully on larger
ocean-going pleasure craft, fishing
vessels and merchant ships.

Raytheon Radar Popular

Since the end of the war, Ray-
theon, through its marine affiliate,
Submarine Signal Co., has sold over
300 Mariners Pathfinder radar
equipments. The volume amounts
to more than 2% million doUars.
Installations have been made on
ocean passenger and cargo ships,
oil tankers, colliers, ferries, whalers,
tuna clippers, pleasure craft, ships
in the Great Lakes and Inland Wa-
terways, and vessels in such special
services as geophysical survey, har-
bor patrol, cable laying, as well as
foreign navies and maritime agen-
cies of the world.

Swett Company will
Manufacture Heater

The uidustrial dcpartnicnr of
George E. Swett Company, San
Francisco, has entered into a million-
dollar contract with Production En-
gineering Company of Berkeley for
the manufacture of the Watrola
Heat Generator. Grinnell Company
will be the distributor.

This device was developed under
the supervision of Jim Swett and has
aroused much favorable commcni
from those who have seen it.

MARCH OF DIMES

FIGHT

INFANTILE
PARALYSIS

JANUARY 15-30

Please send your gift
to the Chairman of

your local

MARCH OF DIMES

COMMITTEE

FITLER

LUBRICORE

There is but one genuine

■■LUBRICORE"
Self-Lubricating Rope made and
placed on the market by FITLER,
patented by FITLER and easily
identified as a FITLER product
by the Self - Lubricating
"Green Yarn Center^^

Insist on ■■LUBRICORE"— Be-
ware of imitations — Don't
accept substitutes. Ask for
'■LUBRICORE^^. the Self-Lubri-
cating Green Yarn Center Pure
Manila Rope made by FITLER.

The [dwin H. Fitter Co.

PHILADELPHIA. PA.

MANUFACTURERS OF QUALITY
ROPE SINCE 1804

Albert R. McMullen

John T. Greany

John T. Greany, 59, Manager of
Marine Sales at Bethlehem Steel
Company, Shipbuilding Division,
San Francisco Yard, passed away
December 11, following a short ill-
ness. Mr. Greany had been with the
company for more than 40 years,
and was a well-known figure in Bay
Area marine affairs. Before coming
to Bethlehem Steel, he was associ-
.ited with the original Cramp Ship-
yard :n Philadelphia, of which city
he was a native. He was a resident
of Ross, Marin County.

Mr. Greany is survived by his
widow, Mrs. Marie Greany; a son,
John T. Greany, Jr.; a daughter,
Mrs. Elliott Bordfeld; a brother,

i\lbert R. McMullen

Albert R. McMullen, retired ofii-
cial of the Federal Shipbuilding and
Dry Dock Company, died suddenly
at his home in Maplewood, New
Jersey, on November 24.

Mr. McMullen was born in Can-
ada, and began his career as an ap-
prentice in a small machine shop in
Nova Scotia. When he came to this
country, he was employed by the
Worthington Pump & Machinery
Corp. and the Terry Steam Turbine
Co. for short periods and came to
Federal Shipbuilding at Kearny,
New Jersey, in 1919.

At Kearny, Mr. McMullen had
charge of construction and installa-
tion of many new types of marine
propulsion. Under his direction
hundreds of exacting tests were
made on a great variety of propel-
ling plants and associated ship ma-
chinery. He gained recognition from
outstanding ship designers for his
work.

He was a member of the Society
of Naval Architects and Marine En-
gineers, and the Marine Square Club
of New York City.

William Greany of Detroit; and
two sisters, Mrs. Elizabeth Larkin
and Mrs. Nellie Roney, both of
Philadelphia.

At the time of his death, he was
a member of the following clubs:
The Olympic Club, Propeller Club,
Commercial Club, Mariners Club,
and the Meadow Club in Marin
County. He was also Treasurer of
the San Francisco Marine Exchange.

Page 122

PACIFIC MARINE REVIEW

l!obert G. l\llen
\nnounces [\pansion
to the West Coast

; Announcement has jusr been
nade by Robert G. Allen, President
jf the Robert G. Allen Co., 502
Third Avenue, Brooklyn, N. Y.,
marine and industrial chemical
manufacturer, of the expansion of
[lis company and production of his
products on the West Coast under
the name of the Robert G. Allen
Pacific Co., Inc., located at 8460 So.
San Pedro Ave., Los Angeles.

The officers of the newly-formed
company include men who are well-
known to the industry as chemical
consultants with engineering back-
grounds.

I Ralph V. Scott is president; Wil-
liam Rudy, 1st vice president; John
Cordes, 2nd vice president; Joe Cos-
tello, director and Joe Bachand, sec-
retary and treasurer.

Scott will be in charge of sales
and advertising, and will assist his
distributors in each port on the
Pacific Coast. The J. M. Costello
Supply Company, Wilmington, Cal-
ifornia; Cordes Bros., San Francisco;
and the John H. Marvin Company
in Portland and Seattle will augment
their sales and service facilities.
William Rudy is in charge of the
industrial chemical department, and
Joe Biichand is the head chemist.

While Allenite and Allencote
continue to be shipped from the
Robert G. Allen plant in Brooklyn,
all other products of the firm, in-
cluding Scaletex, Mulsivex, Dualene,
and Vaptex are being produced at
the newly -constructed plant in
southet-n California. This firm holds
the exclusive sales and export rights
for the eleven Western States, west-
ern Canada, Alaska, the Far East and
Asia.

„n..K j^e^^ Quick Aip

emblem of protection

Whatever your fire hazard, QUICK-AID FIRE GUARDS con-
veniently placed throughout your ships are your assurance
of safety from the menace of fire.

There are two types of QUICK-AID FIRE GUARDS
particularly recommended for marine installations:
carbon dioxide and foam. Each is engineered to do
the job of fighting fire quickly, safely, and eco-
nomically. Foam type snuffs out fire with 22
gallons of tough foam. Carbon dioxide quickly
extinguishes electrical, chemical, oil, gasoline,
flammable liquid and paint fires; equally effective
in all temperatures.

Your nearby GENERAL dealer can help you select the
right QUICK-AID FIRE GUARDS for your needs. Write
today for his name and your FREE copy of our new
file folder.

FREE This handy file refer-
ence folder tells all you need
to know about fire extinguishers.
Write now for your copy. ^

THE GENERAL ^ PACIFIC CORP.

General Offices and Factory
SAN FRANCISCO • PORTLAND

The Ce'iera( Oelr.

1501 E. Washmqto

p.)
Ivd,, Los Angele

SEATTLE . DENVER

JANUARY • 1948

Page 123

^ywecLcLauafterd at the ^Jwarbor I

^

COFFIN PUMPS

THE GARLOCK
PACKING CO.
"On Deck and Below"

I cci ic t^nt i Pr«l»ure Ragulatinq Valves
LtiLIt OU. j "Tyfon" Whistles

ATLAS MARINE PAINTS
MARINE ELECTROLYSIS ELIMINATOR
CORP.

NEW YORK BELTING and PACKING
CO.— Air, Fire. Water and Steam
Hose

TODD COMBUSTION EQUIPMENT CO.

TUBES CORDAGE COMPANY

J & L STEEL CORPORATION, Wire Rope

ALLENCOTE REFRACTORY COATING

DIAMOND POWER CORP.

KOMUL Anti-Corrosive Coating

PAXTON MITCHELL Metallic Packing
ENSIGN Products

J. M. CosTELLO Supply Co.

MARINE SPECIALTIES

221 No. Avalon Blvd., Wilmington. Calif. Phone Terminal 47291

CATALINA ISLAND
STEAMSHIP LINE. INC.

steamer Service to Cafalina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
TELEPHONE NUMBERS: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563

WHISTLE CALL FOR TUGS: 1 long — 3 short

GENEIIAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3802

Member — >1nierican Waterways Operators

Hodgson-Greene-Haldeman
Shipyard Bought by Lung Beach
Marine Bepair Company

A new name has come into being
in Long Beach with the purchase of
the former Hodgson-Greene-Halde-
man Shipyard by three partners.
The name is LONG BEACH MA-
RINE REPAIR COMPANY, and
is a California corporation; the three
partners are David F. Maxwell, who
is president; George A. Robinson,
vice president; and Frank L. Mansuy,
secretary-treasurer.

H-G-H built ten tuna clippers, and
Long Beach Marine will carry on the
same work, plus any small craft up
to 150 feet. The new yard plans
also to do dockside repair and voy-
age repair. Long Beach Marine Re-
pair Company has purchased all re-
maining buildings, including ware-
houses and marine railways, and will
be able to handle drydock work up
to capacity of 160 feet, or up to
1,000 tons weight. Since Long Beach
Marine has taken over, they have
completed repairs on 8 ships, as well
as 62 other marine jobs.

Maxwell hails from Washington
where he gained his vast experience
in welding and welding equipment.
His early career was spent learning
construction joiner work and wood-
working. He was for three years a
letterman at Loyola College in foot-
ball. He first worked for the Lake

THE OWNERS OF
LONG BEACH
MARINE REPAIR
COMPANY

Left to right: FranK
L, Mansuy. secre-
tary-treasurer; Da-
vid F. Maxwell,
president; George
A. Robinson, vice
president.

Seen in the back-
ground is the Flying
Kate, which has just
recently completed
12,000 miles in the
Arctic, and which
was used for loca-
tion as the killer
boat in the new pic-

tur.

the

Page 124

PACIFIC MARINE REVIEW

In 1948

The Port of Long Beach will present for
your information, the continuing progress
in the construction of port facilities that
go to keep this —

Americans Most Modern Port

Union Drydock Company in Seattle,
then went into business in Long
Beach, in a machine shop with his
father. He worked there for five
years before going with Hodgson-
Greene-Haldeman in 1942 as shop
foreman. His next job with H-G-H
was mechanical superintendent, af-
ter which he went from superin-
tendent of repairs to general super-
intendent of all new construction
and repairs. During the entire war.
he worked on Army, Navy and W.
S. A. vessels.

The vice president of the new
firm, George A. Robinson, comes
from an old shipping family. His
father is now an official of the Cali-
fornia Ship Service Company. Rob-
inson is a mighty well-known figure
about Los Angeles-Long Beach Har-
bor, and was September Port Engi-
neer of the Month in Pacific Marine
Review.

Frank L. Mansuy, as secretary-
treasurer, will handle the office detail
as he has a background of experi-
ence as general manager under H-
G-H, and was for three years comp-
troller for Calship. Before joining
Calship, he spent ten years in public
practice in Washington, D. C, as a
C.P.A.

The Long Beach Marine Repair
Company should have some mighty
successful years ahead, since not only
is the yard located for easy accessi-
bility to Long Beach Harbor, but it
has behind it the excellent back-
ground and experience of its three
young and energetic new owners.

Donald V. Briqqs
right; William P.

y. 2i. Lines
Announces Changes

Donald V. Briggs, formerly dis-
trict passenger manager at San
Francisco, has been appointed Pa-
cific Coast passenger manager at
San Francisco.

William P. Burns, who had been
assigned to the Washington office,
has been appointed assistant to

JANUARY • 1948

Page 125

Complete

Ship Chandlery

Service

Prompt Service — Experienced person-
nel, offers choice of right equipment
for every need on all Deck, Engine i
Steward Supplies.

Distributors for
Pabco Marine Paint

MARDEN & HAGIST

Complete Ship Chandlery Service
1705 N.W. 14th, PORTLAND 9. ORE.

Company (California)

[lects

George A. Horton Jr.

At the meeting of the Board of
Directors following the annual meet-
ing of the stockholders of Interna-
tional Paint Company (California)
Inc., George A. Horton, Jr., was
elected vice president.

Horton joined the company in
New York in October, 1945, upon
completion of four years of Navy
duty and spent some time studying
in the laboratory at the New Jersey
plant, learning the know-how of
paint manufacturing before coming
to the San Francisco factory in
March, 1946. Here again he spent
some time in the factory, working
with the chemists. A little over a
year ago he joined forces with the
late Fred Shingle, as his assistant, in
drydock work and the soliciting of
marine business. He has been a
director and general sales manager
for some time, and retains these
duties in his new position.

Wm. F. Horn is Sperry
Western Manager

William F. Horn has been ap-
pointed manager of the Pacific Cen-
tral District of the Sperry Gyroscope
Company, announces George S.
Starke, vice president and general
sales manager. He succeeds J. F. Mc-
Conkey who has left the company.

Horn is a native of Islip, Long
Island, New York. In 19.iO he joined
Sperry as a service engineer. He
became a marine sales engineer in
1938, and in 1941 moved to San
Francisco where he advanced to as-
sistant district manager in 1944.
Before joining Sperry, Horn attend-
ed Pratt Institute in Brooklyn and
served four years in the Navy.

The district ofifice is located at 525
8th Street, San Francisco. From this
point Sperry serves northern Cali-
fornia, northern Nevada, Utah,
Wyoming, Colorado and Hawaii.
Horn's residence is at 1559 43rd
Avenue, San Francisco.

George A. Horton, Jr

John MacKichol
pointed by Pacific-
Marine Supply Company

The Pacific Marine Supply Co.,
Seattle, pioneer west coast and
Alaska marine supply firm, an-
nounces that John I. MacNichol has
rejoined the company as manager of
their engine department.

Prior to his naval service during
the war, MacNichol had been with
the Pacific Marine Supply Co. in the
engine department and the fire-
fighting division. His past two years
as marine engine salesman (diesel
and gas), covering the coast and
Puget Sound area from Blaine to
Grays Harbor, have given him a
wide acquaintance among boatbuild-
ers, fishermen, canners and others
connected with the marine trade in
this area.

In addition to Universal 100*^;
Marine Motors, which Pacific Ma-
rine Supply has handled in the
Northwest and Alaska for over 25
years, the engine department dis-
tributes such well-known marine
lines as Bendix Marine Depth
Sounders, Goodrich Cutless Rubber
Bearings, Champion Spark Plugs
and a representative line of equally
familiar marine accessories required
by both commercial and pleasure
boat owners and operators.

Moran Joins Interocean

A. A. (Andy) Moran, who has
been prominent in Pacific Coast
Shipping for many years, has been
appointed Vice President of Inter-
ocean Steamship Corporation as of
January 1, 1948. His headquarters
will be at San Francisco.

Moran has had a colorful and ac-
tive career, his most extensive experi-
ence being in the Oriental and other
offshore trades, where between 1918
and 1927 he was Freight Traffic
Manager for the Dollar Lines. As
such he was instrumental in promot-
ing a round-the-world service based
on fixed sailing dates from each port
of call which at that time was a
unique feature and contributed
much to the success of that pioneer
venture which later developed into
what is now the American President
Lines.

From 1942, all through the war,
Moran was Manager of the Port of
Redwood City, located at the most
southerly part of San Francisco Bay
where he developed a modern ma-
rine terminal which was selected by
the Navy as a center for shipment
of vast quantities of packaged petro-
leum products required in the Pa-
cific Island operations. His love for
actual steamship operations has lur-
ed him back to California Street,
the hub of Pacific Coast shipping,
and by coincidence he will be lo-
cated in the same building where
he previously spent so many years.

Moran will participate in the In-
terocean management and activities
for the liner services represented by
this Corporation, including coor-
dination of the newdy announced ex-
tension of the Salen-Skaugen Line to
operate betweec the Atlantic Coast
and the Orient via the Panama Can-
al in addition to their present Pa-

cific Coast-Orient Line now main-
tained with five new, modern motor-
ships. Other services agented by In-
terocean are the Interocean Line, in-
augurated in 1930 to France, Bel-
gium and Holland; the Knutsen Line
to United Kingdom and to West
Coast of South America; and the
Intercoastal Services of Weyerhaeu-
ser Steamship Co. — Pacific Coast Di-
rect Line, Inc. Andy's many friends
will welcome his return to a terri-
tory where he is so much at home.

Marine Exchange Elects
Officers for 1948

In the recent election of members
to serve for a two-year term on the
executive committee of the San
Francisco Marine Exchange begin-
ning January 1, 1948, the following
were chosen:

William E. Cathcart, Vice Presi-
dent-General Mgr., Marine Electric
Co.

Thomas J. Cokeley, Vice Presi-
dent-Operations, American Presi-
dent Lines.

J. Harding Jensen, General
Terminals Manager, Matson Navi-
gation Company.

A. E. Kihn, Assistant Manager,
Marine Dept., Standard Oil Com-
pany of California.

Joseph A. Moore, Jr., President,
Moore Dry Dock Company.

Roy C. Ward, Vice President,
Cosgrove & Company.

Holdover members of the execu-
tive committee who will continue
to serve throughout 1948 are:

John E. Gushing, President, Mat-
son Navigation Company.

John Parker, President and Man-
ager, American Marine Paint Com-
pany.

H. H. Pierson, Traffic Manager,
States S. S. Company.

K. C. Tripp, Pacific Coast Man-
ager, Moore-McCormack Lines, Inc.

R. V. Winquist, Vice President in
charge TraiSc, General S. S. Corp.,
Ltd.

The members of the executive
committee have selected the follow-
ing ofScers:

President, A. E. Kihn; 1st Vice
President, J. A. Moore, Jr.; 2nd
Vice President, K. C. Tripp; 3rd
Vice President, R. V. Winquist;
Treasurer, J. Harding Jensen.

Over

70 Jobs In

COMPLETE

REPAIR

FACILITIES

for the

FISHING

FLEET

Half a

Year

^■■■■^'^

m

• •

VOYAGE

REPAIRS

for

Every Type of

Commercial

Vessel

at

Lnnq Beach Marine

Repair Cumpany

1409 W. Seventh St. • Long Beach 13, California |

felephone: Long Beach 6-6433

Bahcock & Wilcox to WeReallyHaven'tRoomforThese

Build High Pressure Test

Vessel for Navy

A high pressure test vessel wiU be
built by The Babcock & Wilcox
Company for the Navy's Underwater
Sound Reference Laboratory, Or-
lando, Florida. The unit is similar
to the one now being completed by
the company for the Naval Ord-
nance Laboratory at White Oak,
Maryland, but is designed specifical-
ly for Sonar measurements.

The vessel, which has an inside
diameter of 100 inches and an over-
all straight length of 25 feet, 8
inches, will have a 1,000-pound
working pressure. It will be fabri-
cated of 4-inch steel having an ulti-
mate tensile strength of 70,000
pounds per square inch. The vessel
will weigh approximately 77 tons.

Designed with two quick-opening
nozzles for the introduction of test
equipment, the unit will be used to
test operation of instruments and
fittings under actual conditions of
pressure and temperature.

An Optimist on Pessimists

If it wasn't for the optimist the

pessimist would never know how

happy he isn't.

Taxi Driver (to wealthy fare):
"Your son tips me more generously
than you do, sir."

Fare: "That's quite possible. He
has a wealthy father — I haven't."

Some of us could well take a tip
from an acrobat. He turns a flop
into a success.

Sometimes there are several ways
to do a specific job — and yours is
only one of them.

JANUARY

948

Sharp received from his friend
MacGreen a letter which bore no
stamp, and he had to pay postage
due. The letter concluded: "You will
be delighted to hear that I am enjoy-
ing the best of health, old chap.
Yours, MacGreen. "

Sharp wrapped a large stone and
without paying postage, sent it to
MacGreen with the following reply:
"This great weight rolled off my
mind when I heard the good news."

Page 127

Admiralty Decisions

[Continued from page 1(11 )
fense either tlie negligence of a fellow servant, the as-
sumption of risk, or contributory negligence. The court
correctly concluded that the employer's failure to secure
payment of compensation gives the employee an elec-
tion to pursue any rights that he deems proper, including
the right to bring under the Jones Act an action which
by the very words of that act is described as "an action
for damages at law." Recent decisions of the Supreme
Court of the United States indicate that the exclusive
character of the remedies under the Compensation Act
could not have been intended to weaken the clause sav-
ing the former rights of the employees in instances in
which the employer has failed to secure payment of com-
pensation as required by the act.

It might be interesting to know that defendant's mo-
tions for directed verdicts under count No. 3 for main-
tenance, care and cure were granted upon the ground
that plaintiff was not entitled to the same benefits that
a seaman might enjoy who requires maintenance, care
and cure in foreign ports and cities other than his own
home, while one such as the plaintiff in this case, would
not suffer any of those difficulties and therefore would
not and should not receive maintenance, care and cure.
Justice Cardoza, when he was sitting on the New York
Court of Appeals in the year 1928, indicated that it
would be highly improper to provide a stevedore with
maintenance, cure and wages in addition to his damages,
because of the nature of his employment.

Man Overboard

In a case entitled Cappy, decided by the United States
Circuit Court of Appeals, Sixth Circuit, in which Gene
C. Hutchinson, owner of the Cappy, petitioned for exon-
eration from or limitation of liability, and in which the
executrix of the estate of the man who fell overboard
joined as a damage claimant, the question of the rights
and liabilities of an owner of a pleasure yacht are re-
viewed, and the rights of the parties appropriately
decided.

On a September afternoon in the year 1943, Mr.
Hutchinson, the owner of the pleasure cabin cruiser
Cappy. invited Messrs. Dickie, Barry and Smith to accom-
pany him on a pleasure cruise on Lake Erie. During the
the cruise, Dickie was drowned. Hutchinson sought by
a petition for limitation, which is, by way of explanation,
a right afforded under the admiralty law which permits
a shipowner, provided he can prove his vessel seaworthy
prior to the accident or damage, to turn over his ship
through the mechanics of court proceedings, to the
claimants, and thereby be released from any personal
liability regardless of the size or total of the claims. The
court denied the Hutchinson claim for limitation of
liability and found that Dickie lost his life by drowning
through the fault and negligence of Hutchinson, and
therefore concluded that the executrix was entitled to
the sum of thirty thousand dollars and costs. The facts,
briefly stated, are as follows:

Hutchinson, whom I will refer to hereafter as Peti-
tioner, met the decedent at a restaurant in downtown
Cleveland and invited him and two other men to accom-
pany him on a cruise. They had a number of drinks be-
fore they reached the boat. However, they finally left
the Lakeside Yacht Club and proceeded out of the harbor
entrance into the open lake. The boat rolled considerably
due to a northeast wind and a running sea. Decedent

was sitting in the cockpit in the stern of the boat and
about a half mile out. Petitioner decided to head for a
particular lagoon area, at which time it was noticed that
decedent had disappeared over the Cappy's side. The
petitioner was a rather young man. However, he was
burdened by a steel brace on his body which restricted
his movements. Prior to the time decedent went over-
board, the petitioner had removed the brace and was
operating the controls of the Cappy without its support.
The other man on the boat was an elderly person who
was hard of hearing and could not swim. The petition
to limit liability was denied on the ground that the
cruiser Cappy was unseaworthy in that /'/ was not fully
manned on the particular voyage because of the in-
adequacy of petitioner and the other gentleman along to
function as a competent crew.

The Circuit Court reviewed the evidence in respect
to the efforts of the petitioner to rescue the decedent
after it was discovered that he was overboard and in the
water, even though the lower court had found by express
findings that the efforts which were made were inade-
quate and therefore negligent. The Circuit Court was
impressed with the argimient that there was no evidence
that the decedent was caused to disappear from the
cruiser by any act of negligence by the person who was
steering the cruiser at the time, or by any defect of the
construction of the cruiser. The Circuit Court, in re-
viewing the evidence, found that petitioner, as soon as
he learned that decedent was overboard, immediately
reversed the motors, looked back and within a matter of
a few minutes, he saw a person's head on the surface of
the water. He backed the Cappy full speed astern and
two life rings were thrown into the water for decedent's
use. The rings fell within a few feet of the decedent who,
if he saw them, paid no attention to either. As the
cruiser approached decedent, he disappeared under the
water. The Circuit Court rightly concluded that it was
not negligent for petitioner to act in the manner in
which he did. As one of the witnesses said, when one is
dealing with a tragedy, an emergency, the cry "Man
Overboard" and the excitement incident thereto, any
action taken is intended to be effective, where as here
there was complete absence of opportunity for mature
consideration. It becomes more apparent as the Circuit
Court reviews the evidence, that petitioner did every-
thing that any reasonable person would have done under
similar and like conditions, and there was no showing
that anything he did or left undone, caused his efforts at
rescue to fail. It is quite possible, as many of the expert
witnesses for the damage claimant contended, that there
were many more effective ways of proceeding to rescue
a drowning man. However, such methods and procedures
are not necessarily in one's mind when confronted with a
situation such as that described here. Even though each
of the men aboard had quite a few drinks before they
left the dock landing, there was no evidence that drinking
interfered in any way with the maniptilation and oper-
ation of the boat. The same is true of the facts that peti-
tioner had removed his body brace, which reduced his
support to some extent, but did not restrict his acts to
rescue decedent.

The Circuit Court found that the decree in favor of
the damage claimant had no substantial support in the
evidence and rested upon mere speculation and con-
jecture. The court recognized the correctness of the rule
that due weight should be accorded to the findings and
judgment of the lower court, but pointed out that where
they appeared to be in error, the Circuit Court could
not be bound by them.

Page 128

PACIFIC MARINE REVIEW

SOUTHERN CALIFORNIA'S LARGEST

SHIP
DISMANTLERS

LIBERTY SHIP EQUIPMENT

• MAIN ENGINES

• BOILERS

• CONDENSERS

• TAILSHAFT

• REFRIGERATION

• EVAPORATOR

• PUMPS

FUEL OIL TRANSFER; BALLAST; FIRE AND
BILGE; FUEL OIL SERVICE.
MANY OTHER ITEMS OF LIBERTY SHIP EQUIPMENT.

DIESEL GENERATORS

20 KW 120V DC 30 HP GM 2 cyl. 1200 RPM.

100 KVv' 3/60/450AC 150 HP GM 3 cyl. 1200 RPM.

200 KW 3/60/450AC 450 HP GM 8 cyl. 1200 RPM.

1200 KVv' 525V DC 1700 HP GM 16 cyl. 750 RPM.

DIESEL ENGINES

225 HP GM 2100 RPM 6 cyl.

1800 HP Fairbanks-Morse 800 RPM 10 cyl. O.P.

1700 HP GM 16 cyl. 750 RPM.

DIESEL CARGO VESSELS

00 Gross Tons, L.S.T.; 900 Gross Tons, L.S.M.; 400 Gross Tons, L.C.I

LOCOMOTIVE

30-ton Plymouth 1940. Standard gauge, gas driven LeRoi RXI-S
6 cyl. 6y4x7 engine.

REPRESENTATIVES FOR:

BALDT ANCHOR & CHAIN CO.

CHESTER. PA.

NUMEROUS OTHER ITEMS OF

MARINE EQUIPMENT

Attractively Priced Immediate Delivery

PHONE

WIRE

WRITE

NATIONAL
METAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND, CALIF.
LOS ANGELES: NEvada 6-2571

Cable: NACOR

^^A COMPLETE LINE
FOR EVERY MARINE NEED

ATLAS PAINT & VARNISH CO.

LOS ANGELES
SAN FRANCISCO • Ha

SEATTLE • ►.(.iritlme
WILMINGTON a

I 1922 bast Gage Ave.. Phone Kimball 6214
Dor Supply Co., 821 Folsom St.. Phone EXbrook 2-4500
acific Supply Co., 1917 First Ave., Phone ELiot 146!
225 No. Avalon Blvd., Phone TErminal 4-3251

GALVESTON and HOUSTON. TEXAS • Galveston Ship Supply Co.

MOBILE, ALABAMA • Seaboard Supply Co.

NEW ORLEANS. LOUISIANA • Gulf Engineering Co., Inc.

JANUARY • 1948

Page 1^9

Development of Square Root

iCnnlinuL'd frciri/ pa^e 108)

line to C, making BC equal to unity in the scale you are
using. With a compass, construct a semicircle on AC.
Erect a perpendicular at B, giving BS equal to the desired
root. The proof is based on the proposition that any tri-
angle constructed within a semicircle, having a diameter
as a side and the other sides meeting in the circumference,
is a right triangle. If so, then the perpendicular BS forms
two right triangles which are similar. And the sides of
similar triangles have equal ratios. The remainder of the
proof is shown in the figure. This would not be a very
accurate method, particularly for very large numbers.

Our next article will deal with an analysis of the
horsepower of the engine formula and its variations.

The Earth's Magnetism and its Effect
on the Ship and Compass

(Contniiieil jrom page IO61

the magnetic equator, while the intensity in vertical
hard iron is greater if the vessel is built near the poles.

The Polarity, Line of Demarcation and Distribution
of red and blue magnetism in the vertical hard iron of
the vessel is also dependent on the magnetic latitude of
the vessel while under construction. The poles of sub-
permanent magnetism of the vessel are assumed to be in
about the central point of either extremity of the vessel
and in line with the magnetic meridians which pass
through the vessel. The Line of Demarcation of sub-
permanent magnetism is at right angles to these meridians
and midway between the poles. Figure No. .i will illus-
trate the distribution of red and blue magnetism in the
horizontal and vertical hard iron of a vessel built on a
N. E. magnetic heading in a magnetic latitude of about
60° north (near San Diego).

The intensity of sub-permanent magnetism diminishes
quite rapidly at first after launching, then diminishes
very slowly until the vessel is settled down ( sometimes
taking as long as two years ) and then remains steady un-
less the polarity is changed by some unusual occurrence,
such as being struck by lightning, having a severe fire,
etc. Sub-permanent magnetism is the chief contributor
to, but not the only cause of, semi-circular deviation.
Semi-circular deviation which is due to sub-permanent
magnetism is compensated for by means of fore and aft
and athwartship permanent magnets.

Coefficients B and C are coefficients of semi-circular
deviation due to sub-permanent magnetism.

Coefficient B is the name given to the disturbing force
in the fore and aft line of the vessel. It has its maximum
effect on east or west magnetic headings.

Coefficient C is the name given to the disturbing force
of the athwartship component and has its maximum
effect while the vessel is on north or south magnetic
headings.

Transient magnetism and practical compensation will
be discussed in a future issue.

High Pressure and High Temperature Steam
in l\laval and Merchant Vessels

(ContinueJ fri/m page 19)

trolled by the rate of firing of the superheater furnace.

The pressure and temperature conditions for the Som-
en class destroyers, 600 psi and 850° F, were later adopt-
ed for all steam powered combat ships in our Navy.

Boilers of this general design, but of different size,
were installed in 10 destroyers of the Benham class, in
all 12 of the Sims class, as well as in the first classes of
our modern battleships — North Carolina, Wasljini^ion,
South Dakota, and Massachusetts. All of these ships had
excellent service records during the war.

The Cleaves type of destroyer, designed in 1938 in-
corporated still another advance of superheat-control in-
tegral with the boiler. These boilers are the Bah)COck &
Wilcox Single-Uptake, Controlled Superheat Design
(Fig.7). They are similar to the type installed on the
Somers. but in the Cleaves class the furnace is divided
by means of a stud-tube partition wall which extends
only for a portion of the height of the furnace. The super-
heater is installed between the superheater and saturated
furnaces and is suitably screened from the radiant heat of
the superheater furnace. The gases of combustion from
the superheater furnace pass across the superheater and
through an opening in the top portion of the division
wall tubes into the saturated furnace. The gases then
pass through the boiler generating bank to the economi-
zer, and finally to the uptake. The saturated steam is
passed through the superheater where it is superheated
to any degree desired by controlling the firing in the
superheater furnace. By comparing Figures 6 and 7 it will
be noted that this later design has only one gas outlet — a
feature which was extremely desirable in view of the in-
creasingly congested space conditions in all classes of
ships.

Practically all subsequent combat ships were equipped
with the same general design of boiler as installed in the
Cleaves. They are installed in the destroyers of the out-
standing Fletcher class; in such famous battleships as the
loiva and Missouri and their sisters; in cruisers of all
types, including the giants of the Alaska class; in the re-
nowned aircraft carriers of the Essex class and in the
super-carriers Midway, Coral Sea, and Franklin D. Roose-
velt— largest warships in the world. The boilers in the
Midway class give some idea of the meaning of advances
since the early days of steam power in the Navy. They are
capable of generating enough power for a city with 1,-
000,000 population, and to feed them with fuel, the bunk-
ers carry enough oil to heat .t,000 average sized homes for
one year.

Data on performance of modern naval boilers has not
been released by the Navy Department. However, it can
be safely assumed that they represent remarkable ad-
vances over those in previous eras, and over those in
other navies of the world. The high level of design and
construction that went into all the machinery of these
warships is typified by the record of the aircraft carrier
Essex, which covered 250,000 miles of ocean, averaging
240 miles a day between the time of commissioning and
the end of the war ( including the very few days she
spent in port ) . This is more mileage than would nor-
mally be expected in the entire life time of a capital
fighting ship. Yet during that entire period her ma-
chinery required only routine maintenance.

What the future holds in the way of higher pressures
and temperatures and new designs of boilers is, of course,
a closely guarded secret. Published reports have been
made on one experimental installation on the U.S.S.
Dahlgren. using a B&W forced-circulation design of
boiler generating steam at 1300 psi and 925°F. Other
experimental installations will undoubtedly be made.
The Navy, having achieved brilliant successes in World
War II as a result of foresight and long-range planning,
will not rest upon its oars.

(Part II, Merchant Ships, wil appear in February).

Page 130

PACIFIC MARINE REVIEW

GENERAL MACHINE

and REPAIR WORK

Representatives for

TODD COMBUSTION EQUIPMENT, INC.

(TODD OIL BURNERS)

coiumeiH
mncHioE

UIORKS

L. K. SIversen, Owner

'"aZl" BERKELEY. CALIF, cl^nit.

FOR

TOP EFFICIENCY

IN THE BOILER ROOiHil

# You can count
on Todd Oil Burners
to increase cruising
range, minimize
operating costs and
insure trouble-free
operation !

COMBUSTION EQUIPMENT DIVISION

TODD SHIPYARDS CORPORATION

81-16 45th Avenue, Elmhurst, Queens, N. Y.

NEW YORK • BROOKLYN . ROCHESTCR . HOBOKEN . NEWARK
PHILAOELPMIA'CMAHLESTON. S. C. • CHICAGO • BOSTON • SPRINGFIELD. MASS.
BALTIMORE • WASHINGTON . DETROIT . GRAND RAPIDS • TAMPA • GALVESTON
NEW ORLEANS • MOBILE t LOS ANGELES • SAN FRANCISCO • SEATTLE
TORONTO • MONTREAL • BARRANQUILLA • BUENOS AIRES . LONDON

London Insurance Market Adequate
for Postwar

(Continued from page 102)
credit from insurance to the balance of payments. How
much of it comes from marine insurance one can only
hazard a guess, but perhaps we might in a peak year claim
half. Be that as it may, what I found was very interesting
and significant. I have compared the last three prewar
years 1936-1938 with the figures today as they deal with
invisible exports as a whole. The total for those prewar
years from such sources as overseas investments, ship-
ping, banking, and insurance gives an average of some
£352,000,000 a year. Assuming that our £20,000,000
contribution from insurance is correct, that means that
we then contributed rather less than 6 per cent of the
total.

"For this year, however, the total of our invisible ex-
ports is expected to be only £75,000,000. Again on the
assumption that the insurance contribution should be
around £20,000,000, it means that our share has gone up
to rather more than 26 per cent. How necessary it is,
therefore, that we should ensure by every means in our
power that that proportion is maintained."

Broker's Place in the Industry

The broker's usefulness to the insurance industry has
been divided by Sir Philip d'Ambrumenil, chairman of
Lloyd's into four main parts: ( 1 ) the developing of in-
surance; ( 2 ) the stimulation of competition; ( 3 ) the
value of his expert knowledge; and (4) he was not tied
to a group or groups of insurers. Sir Philip was speaking
at a meeting of the Insurance Institute of London, his

JANUARY.I948

subject being: "Is the insurance broker a necessary part
of the insurance industry?" It was not reasonable, he said,
to expect that every prospective insured could know the
best market for a particular insurance, nor was it reason-
able to think that, unless he were well versed in insurance,
he could easily present his case. The broker, with his ex-
pert knowledge, supplied that need. Furthermore, there
would be claims on a certain number of policies, some in-
volving dispute; the expert knowledge of the broker and
his ability to argue the case reasonably often led to a set-
tlement which might otherwise have involved litigation
and bad feeling. The fact that the broker was not tied
to a group or groups of insurers was of great advantage,
because the freer he was to choose the insurers, the better
it was for the insured.

BOOK mm

LIVES OF THE LINERS, by Frank O. Braynard, As-
sistant Director of the Bureau of Information of the
American Merchant Marine Institute; published by Cor-
nell Maritime Press. Price S3. 75; 224 pages; 6" x 9W-

"Vastly interesting, highly entertaining is this account
of the lives of the world's great (Kean vessels. The bi-
ographies of practically all of the large passenger steam-
ers of the last two decades are covered, as well as a great
many of the smaller ones. The book is divided into four
parts: Superliners, which covers the old Mauretania,
Leviathan, Normandie, Queens Mary and Elizabeth, Conte
de Savoia, and others; Express Liners, the new Maure-
tania, Statendam, Roma, and others; Mail Liners of the
World, the ships which make up the largest group of pas-
senger vessels in operation; smaller ships — mercy ships,
cruise ships, skimming saucers. "Well worth the reading!

Page 131

Heavy Duty Chain Drives for
Marine Propulsion Service

iCoiilinueil Iruni page 89)

towing ability and hydraulic efficiency mean dollars and
cents to the owner.

While there are undoubtedly many arguments for
the large slow-speed type of diesel engine for vessels
of this kind, a good deal of interest is being shown by
designers of commercial craft in the lighter medium-
speed diesels, and especially in the compounding of two
or more of these engines for single-screw operation.

There are several reasons for this interest, as follows:

1. Capital outlay is less per unit of power.

2. A smaller engine room allows more space for cargo
or crew's quarters.

3. Engine overhaul is possible without laying up the
ship.

4. Lighter engines allow of lighter hull construction.

5. For light running, one engine may be used at a
time with enhanced economy.

All of these advantages of course may be inherent in
a gear-driven multiple-engined vessel.

It will often be found, however, that gear drives of
suitable ratio, unless constructed with expensive, ineffi-
cient idlers, will require that the engines be placed so
near together that proper provision for operation and
maintenance cannot be made.

Chain drives, on the other hand, operate best with
the sprocket centers spaced at a distance roughly equiva-
lent to 1 or 2 diam. of the largest sprocket.

This relatively wide spacing of centers allows engine
spacing in the ship which will provide the best access-
ibility, balance, and arrangement of accessory equip-
ment.

Chain drives also, because of their less-exacting re-
quirements for accuracy of center distance and housing
structural rigidity, lend themselves better than gear
drives to economical "tailor-made" design and construc-
tion. By this it is not to be construed that a marine drive
can be successful if built to "backyard" or "cob-house"
construction standards.

Of equal importance to accurate chains and sprockets
is a base or housing of good design, adequate shafting
and bearings, and fitting and assembly workmanship
consistent with the requirements of heavy-dury equip-
ment.

One of the earliest installations of a marine chain
drive was in the conversion of an old 70-ft. steam tug
to diesel power. Fig. 11. Removal of the boiler and
engine left ample room for installation of a pair of
l65-hp 800-rpm engines with built-in 2-to-l reduc-
tion gears. A 2-tol -ratio chain drive, using two 1%-in.
pitch, 3-strand chains, compound the engines to the pro-
peller shaft which swung the original 76 in. wheel at
200 rpm.

This little vessel after conversion easily outpulled a
larger tug in the same fleet which was powered by a
single 400-hp German-made engine but which swung
a smaller propeller at higher speed. Operating costs over
a 2-year period showed a substantial saving over steam
and with fuel economy comparable to other diesel tugs
in the fleet.

Another interesting application for chain drives is in
connection with adjustable-pitch propellers. Here the
fluid supply to the servomotor and the control rod, which
limits the propeller-blade movement, are carried through
the hollow shaft of the chain transmission.

Reversal from full speed forward to full speed astern
in as little as 5 seconds, as well as propeller-pitch adjust-
ment for all operating conditions are possible with this
arrangement.

Conclusion

Future development of the marine chain drive will
probably depend to a considerable extent upon the
economical status of the multiple-engine power plant as
compared to the more conventional single-engine lay-
out for small and medium vessels.

During the three years that most of the chain-driven
boats have been in operation accurate operating data
have undoubtedly been accumulated, and although con-
ditions make this unavailable at the present time, it is
believed that the results will show many cost-saving
advantages for both dual engines and chain drives.

Availability of the drives and standardization of units
will come rapidly once the requirements of power, speed
range, and center distances are more clearly established.

With the Naval Architects and
Marine Engineers

(Continued from page 84)

the service requires, so as to assure passenger comfort
in all climates; if we build them in such a way as to elimi-
nate the possibility of large-scale fires; if we furnish and
decorate them in quiet, simple good taste; and if we
house them in a seaworthy structure which is designed
specifically to convey the impression of smart, clean, up-
to-dateness; then we shall have made available to the
public a traveling experience that no other medium of
transportation can duplicate. And I doubt very much
that the passenger agents of our various lines shall suf-
fer for lack of something to do."

Original Re-
Arrangement arrangement
Num- '^f of Num- % of
bet total ber total

Total outside rooms 58 84 70 82

Total air-light rooms 0 0 16 18

Total inside rooms 11 16 0 0

Total rooms 69 100 86 100

Total 3 pass. rms. ( 2 floor beds. 1 sofa bed) 8 32

Total 3 pass. rms. (2 fl(X>r beds. 1 upper) 52 28

Total 2 pass. rms. (2 fl(X)r beds).. 6 6

Total 2 pass. rms. ( 1 floor bed. I upper) 3 20

Total floor beds (inc. sofa beds) 143 184

Total uppers 55 48

Total passengers 198 232

Total bathtubs 30 48

Total showers only 28 58

Total lavatories 58 86

Total water closets 58 86

Tuna Clipper Safety Requirements

(Continued from page 104 1

effort required to heave the fish over the rail is reduced
to a minimum. Inevitably a wave comes over the top of
the rail and floods the deck. The water has to pass down
through the fish on deck — through the grating and out
the scuppers if there are no large freeing ports to get
rid of it. As a substitute it was decided:

If the owners elect not to install freeing
ports, scuppers must be provided with an area
of at least 25' r greater that the combined re-
quired scupper and freeing port area.
This produced the best arrangement of all, which is
practically a continuous opening all fore and aft through
the bulwark, about 7" high fitted with closing flappers.
If water came on deck it had a chance to get overboard

■"age

132

PACIFIC MARINE REVIEW

-^sN^o^t SIGNAL^}

niVmTt SlGHAl-S "'»''*, Jem Woa<-l«-

^c<,^1bin■"9 * ""
•DAYNITE T.M. R.g., Potenlt Applied Fo

AERIAL PRODUCTS, INC., merrick. 1. 1.. new york

HARD COMBUSTION
DEPOSIT and SLAG

,^S!0^^

' " ^ BY USING

, TRUTMtNT

TMAIWNI

sivecombusuon deposit a ^^^_^^,|^

*° » '''^'\C slack by the dralt.
earned out the slack oy

Gamlewte reaches spots ^ ^^^^_

,.ble.ohanddoan,ng^«^f^^^P,^hea.
cally ehminates. I' f f '".^^es- and le-
"Insier, lengthens U e ot tubes .^

tctories, keeps bo^e,s on the 1.^ __^ ^^^

=;'-:rb£."^^na^ Bullet. .54,

JANUARY • 1948

1469 Spriv.a «-,
195 San Bruno /
11 Broodw

'■^'"►'« W SlocUIn All P""'!""' <^"''" ""■' '■'"»

OVERHAULED, TESTED

AND SET FOR

ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

at the

Thomas A. Short Company

245 Fremont Street
San Francisco

SUtter 1-7622

TIME
SAVIHG
SHIP REPAIRS

Long Beacli,Calil,'5^^632-81

Page 133

and when a sea washed against the outside of the bul-
wark the flapper closed and kept the deck dry.

The reason for omitting all openings aft of a point
14 feet from the stern is that the wave formation on
most of the boats is such that the water comes aboard
through the scuppers and openings instead of running
off the deck as intended.

No. 6 Freeing Ports
The standard freeing ports are 12" x 12"
but may be made any equivalent area. The
following freeing ports are required;

Boats 125 feet long over all and larger —
Six freeing ports on each side.

Boats 100 to 125 feet long over all — Five
freeing ports on each side.

Boats under 100 feet long over all — Four
freeing ports on each side, not less than 8"x9".
Some vessels are fitted with a tonnage door between
the forward end of the bait boxes and the ship's side.
Where this is done;

Where a vessel is fitted with a space on the
Main Deck enclosed by watertight doors abreast
the Bait Boxes and freeing ports are made so
they will open with not more than 4" of water
on deck at the deepest place, the freeing ports
can be used as scuppers in the enclosed space.
What the fishermen complain about is that the blood
and gurry run off the deck and contaminate the water
where they are fishing. This causes the fish to leave and
spoils the fishing. The crown of beam of the fishing
boats is usually 6" to 10" and if the blood and gurry are
allowed to accumulate to a maximum depth of 4" it will
run to the lowest part of the sheer away from the fishing
operation.

Within the last 18 months the fishermen have accept-
ed the idea that the freeing ports are better than the
scuppers and several of the boats have had the scuppers
closed and freeing ports cut in the bulwark instead. To
get adequate area of freeing ports it was found better to
adopt 1 V4 square feet instead of 1 square foot as a basis,
as the available space along the bulwark was taken up
with other features relating to the fishmg operation.
Closing the scuppers and substituting freeing ports;

Boats 125 feet long over all and larger — ■
14 freeing ports 1 square foot each or 1 1 free-
ing ports 1 Vi square feet each.

Boats 100 to 125 feet long over all — Eleven
freeing ports 1 square foot each or Nine freeing
ports 1 V4 square feet each.

Boats under 100 feet long over all — Ten
freeing ports not less than 8" x 9" or Five free-
ing ports 12" X 12".
It is necessary to have one or two drainage holes to get
rid of water spilled on deck but these serve only for the
purpose of drainage.

Doors To The Engine Room
In addition to the facilities for ridding the deck of
water the subject that has been discussed most often and
at great length is the entrance to the engine room. Many
proposals have been made to improve the door situation
but to no avail and apparently the solution is as far away
as ever.

The real troubles are lack of ventilation and laziness.
Insufficient ventilation serves as an excuse for leaving the
doors open and there seems to be no way to get the crew
to pass through the door and close it after them.

Springs were tried but they were too cheap and were
a failure. There are two good door-closers on the market
now which were in short supply previously. One has an
arm about 3 feet long that is actuated by a vertical coil
spring, generally used on refrigerator doors. It is excel-
lent for the purpose, well made and rugged; it also has
the advantage of being independent of the hinges of the
door itself. The other was developed during World War
II and substitutes a Hydro-Hinge in place of the ordi-
nary common hinge on the door. The Hydro-Hinge has
a heavy spring in a cartridge that closes the door.

The losses due to the doors being open, permitting
water to go below have been out of all reason. Not long
ago a delegation waited on the underwriters to get them
to accept the risk of the doors being open and the ink
was hardly dry on the bulletin when one of the tuna boats
ran on a sand bank in broad daylight, leaned over on
her bilge and flooded the engine room through the open
door. Not a thing was physically damaged but the salt
water ruined all motors and electric work.

The wing athwartship doors are now required to be
watertight, which means that they must be steel on both
wood and steel vessels. However, there is quite an ad-
vantage in making the wing atwartship door of steel even
on the wood vessels because it is mounted on a large
steel plate that is bolted to a heavy angle at the edges
and the whole plate is removed when it is desired to send
one of the pieces of machinery to the shop for repairs.

No. 7 Door in After End of House
Where a door leading to the engine hatch
is in the after end of the house adjacent to
where fish cargo is worked, the sill to be at
least 24" above the deck.
This arrangement used to be quite common but is
seldom used now. The galley and mess room is in the
after end of the house and some of the boats had the en-
trance to the engine room just inside the galley door.
The fish on deck would get through the door and down
into the engine room and there was also constant danger
of the men falling into the hatch.

No. 8 Door at Raised Deck
Where a vessel has a raised portion at the
forward end of the main deck, the door in the
side of the house to be at least 8" forward of
the after end of the raised deck. The door to be
in halves and the sill to be at least 8" high.
At one time it was customary for the door to the en-
gine room to be placed in the side of the house on the
main deck just aft of the forecastle which was raised
18" to 24" above the main deck. The bulwark was at
the height of the forecastle or possibly 8" above it.

Especially when the boat is going out light and is down
by the head a little — a sea breaking aboard runs forward,
hits against the break of the forecastle and jumps through
the door down into the engine room. The loss of a new
boat together with the lives of the owners helped to have
this changed.

No. 9 Door in the Side of the House
Where a vessel has a continuous flush deck
fore and aft, the door in the side of the house
leading to the engine hatch to have a sill at
least 12" high.
The trouble here was that the sill of the door was so
much lower than the bulwark that water rushing along
the deck invaded the door to the engine room.

To be cominiteJ hi February PACIFIC MARINE REVIEW

Page 134

PACIFIC MARINE REVIEW

KEEP CARGO ^

Detroit
Electromalic

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PILOT MARINE CORPORATION, New York, N. Y.

Signaling, Communicating and Lighting Equipnnent

BENDIX MARINE PRODUCTS

PNEUMERCATOR CORPORATION (New York)

ges: Liquid Level, Ships Draft, Pressure, Boiler Water Level
PLANT MILLS DIRECTION INDICATOR

AND ENGINEER'S ALARM
A. WARD HENDRICKSON & CO.. INC.

Lighting Fiitures and Special Equipment for Shipboard Ust
Synchro-Master

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING .. . POWERBOAT EQUIPMENT . . . SOUND
POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

GArfield 1-8102

SAN FRANCISCO

115-117 Steuart Street

GENERA L VO YA CE REP A IRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Complete Welding Facilifies
CAVANAUGH MACHINE WORKS

FRANK CAVANAUGH
220 East B Street. WriMINGTON. CALIFORNIA

GENERAL MANAGER

Phones: TErminal 4-5219. TErminal 4-S2tO

Proposed European Recovery Program
The Marshall Plan

li.diituiueJ from page 93)

TYPE 3

By private agencies to the greatest possible extent.

VII — Section I of Loan Control and

Administration

A— IN THE UNITED STATES— THE U. S.
DOMESTIC CORPORATION
By a non-partisan Domestic Corporation to be estab-
lished by Congress to control and administer the Euro-
pean Recovery Program.

The President ot this Domestic Corporation, and the
majority of the Directors, to be outstanding leaders of
United States industry.

The members of the Board of Directors to be nominat-
ed by the President of the United States and confirmed
by the Senate.

The Board of Directors to be accountable to the Con-
gress of the United States.

B— IN THE SIXTEEN COUNTRIES OF EUROPE—
THE EUROPEAN BOARDS OF TRUSTEES
Country-by-country local Board of Trustees to be es-
tablished with majority control vested in representatives
appointed by and responsible to the United States Do-
mestic Corporation. Minority members to be appointed
by the respective recipient countries.

This Board of Trustees should recommend and, if sub-
sequently approved, administer, through delegation, dollar
loans for raw materials and capital goods as may be ex-
tended either through the Export-Import Bank or World
Bank.

VIII — Section II of Loan Control and
Administration
A— THE LENDERS TERMS— PRE-ACCORD
UNDERSTANDINGS
The United States is willing to extend material and
financial help to the countries of Western Europe, pro-
viding the United States is permitted, and the, govern-
ments of recipient countries facilitate, the making of pre-
accord understandings in respect to the administration
and control of any grants or loans to the end that any
aid extended is used for the purpose intended, in the
manner intended, and with the benefit anticipated.

The United States of America should insist that pre-
accord agreements stipulate the right of United States
nationals to handle the administration and control of
loans, on a sound business basis — without being charged
with economic or political imperialism.
B— THE BORROWER S PENALTIES— FOR NON-
FULFILLMENT OF TERMS
The United States must assume the role of a prudent
lender and the recipients that of honest borrowers, so
that failure properly to use, efficiently to administer aid
granted or to attain benefits anticipated will, and must
be, considered as cause for mandatory temporary or final
suspension of that part of the program.

IX — Section III of Loan Control and
Administration
A— ADDITIONAL POLICIES GOVERNING LOANS
OR GRANTS— ECONOMIC
The effect of any and all aid requested should be eval-
uated and reviewed, before grant or commitment on our
part, for its impact, upon our own economy, under the
criterion that it is of supreme importance to maintain
the economy of the United States strong, virile, and ex-

panding if we are to fulfill our destiny in a disrupted and
weakened world economy.

Aid for economic improvement should be, insofar as
possible, direct from industry to industry rather than
from government to government.

European business should welcome and American busi-
ness under private contract should extend to the fullest
practicable degree manufacturing and management tech-
nique and know-how in order that European productiv-
ity can create new wealth.

B— ADDITIONAL POLICIES GOVERNING LOANS
OR GRANTS— FISCAL

Realistic fiscal and monetary policies, essential to a
sound currency and to recovery of production and trade,
are obviously necessary if the aid program is to be effec-
tive. European countries must permit their currencies to
seek their true value as expressed in terms of goods and
services.

C— ADDITIONAL POLICIES GOVERNING LOANS
OR GRANTS— POLITICAL

The United States of America is not interested in im-
posing its political or Social system on any country or
region in the world. Conversely, it is determined that no
other nation shall impose its system or idealogy on ours.

Consequently, whatever the political idealogy of the
recipient nations, or their manifestation in practice, so
long as the essential human freedoms, as set forth in our
Bill of Rights, are preserved, the United States of Amer-
ica should carry out its commitments under any aid pro-
gram agreed upon.

To achieve the maximum success and consistency with
American foreign policy, there should be the closest col-
laboration between the new U. S. corporation, the De-
partment of State, the Export-Import Bank, other in-
terested U. S. Government departments and agencies, as
well as international organizations in which the United
States has official participation, such as the World Bank
and the Monetary Fund.

X^Recommendations Concerning Restoration
of Economic Life of Western Germany

That it is in our and European self-interest to restore
the economic life of Western Germany without permit-
ting re-establishment of a war potential.

Economic affairs shoyld be placed under a Civilian
Economic Board for;the Restoration of German Prod-
uctivity.

The Board should cot^sist of experienced United States
citizens in the realm of 'finance, manufacturing, agricul-
ture, labor, trade and commerce.

That rehabilitation loar^?, self-liquidating in dollars,
be made aavilable in sufficient amounts to do the job so
evidently necessary for the peace and well-being of
Europe and the world.

That further dismantling of German productive and
manufacturing facilities be held in suspense pending
execution of above recommendations.

Address at Banquet Aboard
President Cbeland

(Continued from page 97)
ting over his Subsidy Bill which was then before Con-
gress. Naturally, he being my boss, I said that I would do
as he directed but that my heart could not be in my work
because I was opposed to subsidies. He replied in a rather
interesting manner by saying that he, too, had always
been and still was, opposed to ship subsidies, but, he

(Please turn to page 140)

Page 136

PACIFIC MARINE REVIEW

Dependable!!

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is the one bearing metal you can rely on for all nnarine
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You ask whii I like
m VIKINGS ?

ERES MY HONEST OPINION

"When I bough! my Vilcing pumps, I knew they were
engineered for my job. They were no off-the-shelf item
that was supposed to do a little of everything and none
too well.

"They were built for my work and to handle my par-
ticular problem. There was no guessing or compromising.
"My pumps today are several years old. They have
needed little repairing. The newer Vikings are. even
better than mine although harder to get than when I
bought them. They cost a little more but they are still

an honestly good buy.

"Vikings are simple, rugged and well built.

They always have been and I think they always
be. That's why I'm going to get more

Vikings when I need more pumps.

"Your first step Is to ask for free folder 47SU.

If you have a pumping problem, tell them

about It."

Pump Company

Cedar Falls, Iowa

PACIFIC COAST DISTRIBUTORS
E. E. BURTON DE LAVAL PACIFIC COMPANY

12 Long Beach Ave., Los Angeles II il Beale Street. San Francisco

GRACE LINE

99

"SANTA FLEET

RETURNS TO THE
PACIFIC COAST

S. S. SANTA RITA
S. S. SANTA ADELA
S. S. SANTA FLAVIA
S. S. SANTA JUANA
S. S. SANTA ELIANA

These C-2 fast freight vessels, three equipped with re-
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Ecuador Pern Bolivia Chile

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991 Hastings St., W. Board of Trade Bldg.

PAcific 7271 ATwater 8508

to condensation of nioisliire.
sistance to chemicals reroin
decks under niagnesi I e. Sinn
marine men want it for li;iril-

Technically, KOMI I, is an
tar-pitch, retaining all the
pitch in an easil>-iisc<l form

An illustrated folder and a
for the asking. The panel y<
will and you can din "t ll>e
adhesion iind toughness.

KOMUIi IS a well-proved
coaling for marine service.
Application to tianip sur-
faces first reeonjmended it
for use in spaces siihjeet
Its <'(>ntinu<»iis film and re-
fii«-iidc<l it for use on steel
ihcily of application has made
lo-fiet-at spaces,
irreversible emulsion of coal-
protective characteristics of

sample on a steel panel • . .

iiu can twist or hcnd as you

Coating to prove KO.Ml L's

ADDRESS INQUIRIES TO DCPT. 105

SELBY, BATTERSBY & COMPANY

S23S4l«hllb(«ii.. rHIUOElPKIMJ.r*.

J, H. CORDES, 200 Dovii SIreil, Son Froncitco 11, Calif.

J. M. COSTEILO SUPPIY CO. 221 North Avolsn tlvd., Wllmlnglan, Calif.

TOURTEILOTTE t 8RADIEY. 401 Willi* BIda.. SaaHl* I. Woih.

I AN U ARY • I 948

Page 137

Development of Ship Forms

iConlinueJ from

as the 'Admiralty displacement

The constants used, given in

page 92 1
constant'."
ordinary units of mea

surement, are:

1. The "speed constant" K^

V
X 0.5834

2. The "resistance constant"
R

C V

E. H. P.

2938= X 427.1

L

X 0.3057

V
■L= X 1.0552

3. The "length constant" M=

4. The "length-speed constant

S

5.The "skin constant" S^

— X 0.09346

Where V=speed in knots

R=resistance in tons in salt water

D^displacement in tons in salt water

I^=length in feet between perpendiculars

S=wetted skin area in square feet.

The Froudes also investigated the character of the
waves created by a ship passing through the water and
concluded that the bow did not produce a solitary wave
of translation in accordance with Scott Russell's theory.
They found that the ship created two classifications of
waves — those produced by the advance of the bow and
those caused by the streamline motions of the stern.
Each of these may be subdivided into a diverging series

which trail aft and a transverse series whose crests are
at right angles to direction of motion.

A series of models having varying length of parallel
middlebody but the same length and forms of entrances
and runs were tested and it was found that up to a
certain speed ( that appropriate to the length of run as
determined by Russell's theory) the wave-making resist-
ance was nearly constant for all models. Above that
speed the wave-making resistance varied considerably as
the total lengths of the models changed. The Froudes
concluded that for any given ship "The height of the
waves made, and the amount of the resistance caused
will be at the maximum or minimum according as the
crests of the bow-wave series coincide with the crests or
troughs of the natural stern-wave series ... In either
of these two cases the crest of the resultant wave coin-
cides with the crest of the larger of the two components,
while, if the crests of one series fall on the slopes of the
other, the resultant crest position will be a compromise
between the crest position of the components, though
nearer to the larger of the two."

Wave-making resistance is affected by a number of
considerations. The height of the bow-wave depends on
the speed of a ship and the form of the entrance while
the height at the stern of the transverse series of waves
caused by the bow depends on the length of the ship.
In like manner the form of the stern and the speed
affect the stern series of waves and the point of coin-
cidence.

Regarding the general shape of the ends of a ship R.
E. Froude noted the following: "It is a reasonable in-
ference . . . that the wave-making features of a ship will
operate more effectively to make short waves if their
displacement is disposed broadwise rather than deep-
wise; and more effectively to make long waves if it be
disposed deepwise rather than broadwise. Now, the
diverging waves being necessarily much shorter than the
transverse waves, we see that flaring-out the end sections
of a ship, or increasing the ratio of breadth to depth,
will caeteris paribus tend to increase the resistance due
to diverging waves and diminish that due to transverse
waves: while giving U-sections or increasing ration of
depth to breadth will have the opposite effect. Again it
is worth noticing that the experiments have shown that,
as a rule, moderately U-shaped sections are good for the
forebody, and comparatively 'V-shaped sections for the
after-body. This would seem to show that in the wave-
making tendency of the after-body the diverging wave
element is less formidable than in that of the fore-body,
and this inference corresponds with the fact that the
stern diverging-wave series is visibly less marked than
that of the bow."

Since the model towing tanks used by the Froudes at
Torquay and Haslar were supported by the British Ad-
miralty it was only natural that the majority of the
models tested were of fine-lined vessels suitable for naval
service. The same can be said of the early tanks in other
countries so that conclusions drawn from such tests could
not be applied directly to the slow merchant ships of the
period. The first and only private establishment for many
years was that built by Denny of EXimbarton in 1881.
The majority of naval architects still used the Admiralty
coefficient or some combination of the works of Russell
and Rankine for determining the form and resistance of
their new ships. In addition, there were many proposed
formulae for determining the resistance based on the
dimensions of a ship with a suitable coefficient.

The authors of some of these approximate formulae
ignored the work of the Froudes showing the difference
between the frictional and residuary resistance and at-

Page 138

PACIFIC MARINE REVIEW

VIC KNUDSEN

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after ordinary sheet packings have broken down. Quaker is
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tempted to obtain the total resistance by a complicated
relationship of dimensions and areas with a variable co-
efficient. Other formulae for residual resistance only fail-
ed to follow the law of comparison, hence calculated re-
sults versus test results showed agreement at one speed
only. Such formulae usually were applicable to a particu-
lar type of vessel with which the originators happened to
be working. A formulae for residuary resistance given by
D. W. Taylor about 1895 for speeds where V- is less than
1.2 is: L

„ J ,u 12.5 b D V*
Residuary resistance in Ibs.^ r-j-

where

b=block coefficient

D=displacement in tons

V^speed in knots

L=length on water-line in feet

In combination with a frictional resistance calculated
by the Froude method this formula gave good results.

In practical shipbuilding the last half of the nineteenth
century saw the gradual change from paddlewheels to
screw propulsion for ocean service, the reduction of sail
power on steam vessels, and the general acceptance of
first iron and then steel as building materials. Improved
engineering knowledge led to larger ships and more
powerful machinery. The particulars of some of the
famous Atlantic liners of the period follow:

Name

Atlantic

Persia

City of Paris

Oceanic

Date

1850

1856

1866

1871

Owner

Collins

Cunard

Inman

White Star

Material

Wood

Iron

Iron

Iron

Length

282"

560'

346'

420'

Breadth

45'

45'

40'4"

41'

Depth

24'

29'9"

26'2"

31'

Propulsion

Paddle

Paddle

Screw

Screw

I. H. P.

2000

3600

2600

3000

Speed

11%

121^

1314

14%

Name

Arizona

Etruria

Kaiser Wilhelm
Der Grosse

Date

1879

1885

1897

Owner

Guion

Cunard

N. Ger. Lloyd

Material

Iron

Steel

Steel

Length

450'

501.6'

627.4'

Breadth

45'4"

57.2'

66'

Depth

35'7"

38.2' (Hold)

35.8' (Hold)

Propulsion

Screw

Screw

Screw

L H. P.

6100

14500

28000

Speed

161,4

20

221/2

Part III of Mr. Baker's article, entitled "Modern Prac-
tice" will appear in the February issue of Pacific Marine
Review.

ress at Banquet Aboard
President Cleveland

I Continued from page 136)
added, when I learned that one of the biggest maritime
nations in the world was so intently interested in defeat-
ing the Bill by sending to the steps of our Capitol some
trained lobbyists, I decided that to insure an American
Merchant Marine at any cost was something I simply
had to pursure. Well, as you know, the Subsidy Bill of
that period was killed and on other occasions other at-
tempts were made, but always in a veiled manner. When
Mr. Roosevelt became President, he decided to call it by
its right name and the Subsidy Bill was enacted into law.
But I stiU do not like subsidies. I wonder, if all of us here,
and all others (who are shippers or consignees) would
think of these things and support our ships come hell or
high water, whether we tvould require subsidies.

On the ship operators' side, I would like to mention
their responsibilities by briefly reminding them that they
are the servants, not the masters, of the trade. By this,
I mean that ships are of no value to shippers who have

nothing to ship, and one way to have nothing to ship is
to have no customers. Yesterday we had customers and
today we have some, though not enough. But we cannot
keep our present customers and get new ones if the
costs of getting our products to them is too high for their
pocketbooks. It is well and good to say, provided we
are isolationists, that our home economy comes first, but
that is like a school boy thinking that when he's learned
the multiplication table, and the "goes into's" that he
knows all about mathematics. Unless we create and main-
tain foreign markets, we are sunk at home, and one way
to help develop this line of economics is to have sure,
efficient and cheap transportation. From time to time, I
resent carriers agreeing on this increase and that, without
consulting or at least taking into account the person who
pays these increases. They are always in the freight rate or
the handling charges, and one of these days these
charges will be too high and the goods will simply not
move. Under such conditions, should we pay subsidies
to the ships for NOT carrying goods that they could have
carried IF the rates were within reason.-'

Incidentally, I wonder why we haven't kept in step
with labor results. I do not mean that we should revert
to slave conditions or to low wages, but I do refer to the
intelligent use of our brains, skills and the employment
of labor-saving equipment. Sailors use the latest devel-
opments aboard ship to make their work easier and more
efficient — why not the workers on the docks.-' I am one
of those who believe that eliminating or refusing labor-
saving devices is criminal and just as degrading as low
wages and long hours.

Some years ago I wrote a Bill that created the Manila
Harbor Board, and the other day I got messing around
some of the old records. Here is something that may in-
terest some of you who have forgotten. After makint;
numerous changes in the handling of ships and cargoes
in Manila, we received this letter:

"The S.S. President McKinley of the Admiral Oriental
Line arrived at the port of Manila at 6:00 a.m. January
24, 1924 and was berthed at the pier at 7:30 a.m. 4300
tons of import cargo were discharged and 2900 tons of
export cargo were laden in 29 actual working hours, or
an average of 248 tons per hour. The vessel sailed for
port at 5:00 p.m. January 25 (the next day), or 35 hours
after her arrival."

Do you wonder why I bring up the ppint of compar-
ing the improvement in ships and "change," let's call it,
in cargo handling — and think of the costs — and the pos-
sible elimination of our ships from the seas unless we
get a change in the attitude from this member of the
team? Perhaps with our new national attitude toward a
certain foreign country we might expect some improve-
ments along this irne. I am confident that ONLY tvitb
the American attitude in our labor ranks, will we be able
to bring this member of the team into a full working
partnership, and very greatly to his advantage.

So, I say to you, the responsibility of the carriers is
something that goes beyond their business. The American
ship operator, the American producer, whether farm or
factory, the American consumer and the American's cus-
tomer abroad, form the team, and they must work to-
gether. But they cannot, without the proper coach and
captain. Since I was one of those who helped write the
Bill that created the present Maritime Commission, I
may be pardoned if I presume to say that that legislation
is now obsolete and I recommend bringing it up to date.
I wonder if the members of the team I have just men-
tioned should not get together and sincerely offer some
of their experience and talents for such a change in the
present laws.

Page 140

PACI FIC MARINE REVIEW

FEBRUARY 1948

me Rtvitui

I Lnbiicants I

MARINE OILS AND
ENGINEERING SERVICE

i<^

^%^^

V

»-•«•"

A new marine towing record —
6,350 nniles — was established
recently by Socony Vacuum Oil

Company, Inc., in towing its war damaged tanker Mobilube from Subic Bay in the Philip-
pine Islands to San Francisco Bay.

When a Jap torpedo found its mark in January, 1943, the Mobilube's hull was dam-
aged and her engine room put out of commission. For the remainder of the war she
served the Navy as a mobile oil tank, being towed behind active units of the United
States Fleet.

The saga of this record tow began on May 26, 1947, when a Standard Vacuum Oil Com-
pany tanker, the Yorba Linda, steamed out of Subic Bay with the Mobilube in tow
behind two hundred fathoms of Tubbs Extra Superior Manila Rope. According to Cap-
tain A. L. Clark, the Mobilube's original skipper, the strain on the 12" Extra Superior
was so great at times that the line calipered only 9%" circ. Extra Superior Manila once

again proved its complete dependability and brought the
tanker home safely 45 days after leaving Subic Bay.

This same proven dependability can be yours too, when
you specify Tubbs Extra Superior Manila Marine Rope.
Tubbs SUPERCORE, not then available, can now also be
obtained for heavy duty jobs like this.

TUBBS CORDAGE COMPANY

SAN FRANC
LOS ANGELES

SCO

CHICAGO

PORTLAND

SEATTLE
NEW YORK

NINES

Pubdihe

TABLE OF CONTENTS - FEBRUARY. 1948

DeROCHIE

A%sllfent
Publlther

lOUGLAS MacMULLEN

Edifor

XANDER J. DICKIE

Consulting

Editor ,

i. DeROCHIE, Jr.

Atthfant
kfanager

IL FAULKNER

PoeHlc Coait
Advertistng Mgr.
Lot Angeloi Office

riD J. DeROCHIE

Attlttant
Lot Angelet

)RGE W. FREIBERGER

Adverilting Mgr,
San Froncfsco

tittcripiion rates:

ki year, $2.00; two yean,
I.I; three years, $5.00; for-
ig $1.00 additional per year;
!> copies, 25c.

What Is a Ship? EdiU)rial By T. Douglas MacMullcn

Swedish Motorship Seattle for Pacific Service ...

Tanker Transportation By M. G. Gamble

Development of Ship Forms (Part III) By William A. Baker

The Good Neighbor Fleet Sails Again .. . • ■ ■

Pollution of Navigable Waters By Howaid G. Walters

Stability and Trim E.xperimcntal Tank By John H. La Dage

With the Port Engineers

Port Engineer of the Month, George W. Curran in L. A.
Port Engineer of the Month. George Jackson in S. F.

Water Treatment in the Marine Field By Dr RC. Ulmer

Pacific World Trade

Foreign Trade Zone in San Francisco By Robert H. Wylie

How U. S. Exports Have Been Financed

U. S. Commercial Co. Quits

New Import Regulations for Netherlands Indies

Travel to Japan

Marine Insurance

The London Letter

Admiralty Decisions By Harold S. Dobbs ....

Pier Watchmen's Benefits

Tuna Clipper Safety Requirements (Cont.) By David W Dieki

Coast Commercial Craft ...•••■
Tuna Clipper Santa Elena

Kort Nozzles On New Tow Boats

Your Problems Answered By "The Chief

The Horse Power

Steady As You Go! "The Skipper" ...

The Earth's Magnetism and Its Effect on the Ship and Compass

29

Running Lights

On the Ways .

Largest Strapping Job

Todd Makes Three Conversions On One Freighter

News Flashes ■ ■

Solutions to Liberty Ship Faults ...

}9
41

46
49

52

55
56

61
62

6.^

64

65
66

68

71
79

SI

106

PUBLISHED AT 500 SANSOME STREET • SAN FRANCISCO 11. CALIFORNIA

LOS ANGELES OFFICE 816 West 5th Street. Zone 13. Telephone Michigan 3I2«

THE PREFERRED LINE..*

Men who work with ropes prefer Colum-
bian— the rope that is easier to handle and
that stays on the job longer.

Columbian Rope is preserved and water-
proofed by an exclusive process that keeps
it flexible and easy-working regardless of
wetting or age. This same Columbian treat-
ment staves off rotting, maintains full
strength of the rope longer.

Whatever your need, Columbian is the
preferred line. Columbian's correct lay
means perfect balance and no kinking.

You can always tell genuine Columbian
Pure Manila Rope by the red, white, and
blue surface markers running through one
strand in 3/j" sizes and larger. Insist on the
red, white, and blue proof of top rope
quality . . . Columbian Pure Manila Rope.

COLUMBIAN ROPE COMPANY

400-90 Genesee St., Auburn, "The Cordage City", N. Y.

Page 28

PACIFIC MARINE REVIEW

T IS i\ SHIP?

AT THE EDGE OF A WYOMING PRAIRIE there once appeared a sign that read, "Choose
your rut with care, for you will be in it ior the next 500 miles." And that was a long way
in those days.

There are many ruts in maritime industry thinkmg, and there are many who will not
climb out. Each of us seems to pick his own rut and seldom even thinks of other branches of
the industry. For instance, — the diminishing ship construction, which to many people seems
to indicate the end of the world. Just what is a ship? Or ship construction?

We do not go along with the idea that ship construction is finished, nor with the idea
that ship construction is all that there is to the industry. If some of the governmental S-curves
and stop signs and road blocks could be eliminated, there would be a lot more ships. Herbert
Hoover stated recently that there have been 162 boards and commissions to investigate the
iVIerchant Marine, all of whom came up with the conclusion that there must be a strong Mer-
chant Marine. The whole industry is in that rut. Let's climb out, as the oil people are doing
in the tremendous new tanker program that broke almost over night. And as the Navy is
doing in its plans for giant carriers and undersea tankers. And just as certain steamship com-
panies are doing as the need for ships generates the spirit and finance needed for independent
action. The chartering days may soon be over.

A ship is an important symbol of a mighty industry and of national defense, but to some
it is merely a subsidy rut. They do not realize that our war-built ships were obsolete the day
they were built. Nor that the subsidies required for the ships that will make possible an Amer-
ican world trade of 1 5 billion dollars a year are about 14 of 1 % of the trade these ships help
create. The federal subsidy for paved roads is four times as much and for potatoes twice as
much. Subsidies for ship construction are a cheap way for keeping the country strong. Amer-
ica can afford them.

But we cannot afford to give our ships away or to lend them to other countries to man
and sail. Beyond the mere transportation which they provide, there is the matter of employ-
ment for our crews, control of cargo routing, and the handling of ship repairs and services. A
shipyard worker keeps six and a half other Americans at work in other industries in 46 states.
Let's not transfer our ship assets to others. This rut of international thinking would lead to
poverty and defeat. The easy, beaten path of giving all to avoid dispute is not the American way.
Beaten paths are for beaten men.

FEBRUARY»I948 Page 29

as

c«o

Longitudinal cross-section of the Seattle

Su/^edc^ "THoton^^lfr

^0% 'poetic Seno^ice

With cargo handling looming as one of the most im-
portant elements in ship operation, the industry as a
whole has taken a special interest in the performance of
the new Johnson Line motorship Seattle which visited
West Coast ports during January on her maiden voyage

from Sweden. She is the first of a series of five fast
cargo liners of an almost entirely new type ordered by
the company. These vessels, each of 9100 tons d.w., are
intended for the Europe-North Pacific service.

The Seattle, delivered in November 1947, is being

Promenade and Boat Deck Plants of the Seattle

PROMENADE DECK

FEBRUARY • 1941

Page 31

followed by two more sisterships during 1948, while the
remaining two of the series will be delivered as soon
as the capacity of the shipyard permits.

The new ships have a contracted speed of I9j,'2 knots,
fully loaded. They will thus be the fastest cargo carriers

in the services between America and Europe. Indeed, at
the time when the Seattle was delivered, no faster cargo
ships were known to be in commission anywhere on the
high seas.

A number of new constructional features have been
incorporated in these ships in order to gain the greatest
possible advantage of their high speed. The holds and
cargo handling gear have been specially designed with
a view to quick loading and discharging, thereby shorten-
ing the time spent in port — a feature that may prove
to be of as great importance as the high speed.

One such innovation is the substitution of specially
designed electric deck cranes for the customary winches
and derricks, each ship carrying 14 such cranes. More-
over, the number of hatches has been increased to enable
a larger number of gangs to work simultaneously, and
the efficiency in working the ship is further improved
through the arrangement of the deck fittings and rigging.
In order to aflord the cranes more unobstructed space
the usual after mast is eliminated, while the foremast
has no other function than to support the lantern, aerial,
Tyfon siren, etc.

There are six refrigerated holds with a total volume
of about 95,000 cu. ft. One third of this space may be
refrigerated for carrying deepfrozen products ( — 20
Centigrades which is — 4F. ).

The hull is all-welded, signifying inter alia that the
frames are welded to the plating, as well as all beams to
the deck. The double bottom is also welded all around
and is provided with extra docking keels, which enable
the ship to be docked with a couple of thousand tons
of cargo on board. Reinforcement for running in ice
stretches as far aft as to the forward engine room bulk-
head. The definitive shaping of the hull was preceded by
exhaustive model trials in order to produce the most
suitable design. The propellers were also tested in models,
and were only selected after a number of different types
had been tried out in combination with the hull models.

The ventilation of the holds is effected by motor-
driven fans in deckhouses on the fore and after decks.
Only a small number of fixed ventilators of the ordinary
type are installed. All holds are provided with devices
for extinguishing fire in the cargo. The ships are equipped
with all modern aids to navigation, including r.idar and
autopilot.

Stainless steel has been largely used in galleys, pan-
tries, refrigerated provision rooms, stores and wash-
rooms. Like most John,son Liners these new ships are

Page 32

PACIFIC MARINE REVIEW

equipped with comfortable accommodation for a limited
number of passengers.

Owing to these novel arrangements the Seattle type
differs in appearance quite considerably from other mod-
ern ships, the large number of cranes, the single mast.

Top to bottom: One of the 14 electrical
hoist cranes on the Seattle. Looking aft
from the bow of the ship. Looking forward
from a point near the stern of the ship.

and the streamlined hull and superstructure giving it
a very special silhouette.

The Seattle series has been planned by the technical
department of the Johnson Line and is built by the
Swedish shipbuilders Kocktwn Mekaniska Verkstad.

The Johnson Line has been operating services to the
North Pacific for over .SO years. Regular sailings were
started in 1914 — the same year as the Panama Canal was
opened, whereas the first voyage on this line was made
round the Horn before the canal was completed.

In 1912, the same year as that in which the first Diesel-
driven sea-going vessel in the world was completed, the
Johnson Line took delivery — the second shipping com-
pany in the world to do so — of a Diesel-engined cargo
liner. In 1922 the Company was the first to possess a
fleet consisting entirely of Diesel ships, and at the end
of 1947 the Johnson Line had .t2 motor vessels aggre-
gating 250,000 tons in traffic, while 8 or 48.000 tons
were on order.

The ships are propelled by two Kockum-M.A.N.
Diesel engines of double-acting type: cylinder diameter
720 mm and stroke 1,200 mm. Together the two engines
develop 14,000 shaft HP at 110 rev. per min., giving
the vessels a contracted speed of 19,'/2 knots.

In the Seattle class of ships the ordinary winches and
derricks are replaced by no less than 14 electric cranes
of a new design. The arrangement of the cranes, more-
over, gives them an exceptional reach — 41 feet — making
it possible to handle goods from and to the ship even on
the second railway track from the pierside. The lifting
capacity of the cranes varies from 2 to 5 ''ons, and up to
10 tons in some hatches by operating two cranes in pairs.
Two of them can be used for lifting engine parts directly
out of the engineroom through the skylight, and by
means of special devices they can also handle the life-
boats.

The operating controls of the cranes are extremely
simple and are provided with effective safety devices to
prevent casualties from faulty manipulation.

While ships of this class and size usually have only
five hatches, the Seattle has seven. This enables more
gangs to be at work simultaneously, and, moreover,
affords greater possibilities for stowing the cargo in such
a way as to make it easily accessible for discharging. The
elimination to the greatest possible extent of stanchions
further contributes to rapid loading and unloading. The
interior trimmings of the holds are largely vertical, and
all holds, including the refrigerated chambers, are lighted

FEBRUARY • 1941

Page 33

Axel Ax:son Johnson
president and owner of the Johnson Line

by permanent fixtures, thereby avoiding the trouble of ^
rigging up portable lighting.

All the shifting beams for the ordinary holds move
on roller bearings in the same plane as the hatch, enabling
the cargo to be got at without lifting any beams.

The Seattle — view of crew's quarter;

Fred Doelker
West Coast manager of the Johnson Line

Paqe 34

PACIFIC MARINE REVIEW

By M. G. GAMBLE, Manager Marine DEpartment
Standard Oil Company of New Jersey

One of the foremost questions within the industry
today on the subject of tankers is; "Are there enough
tankers?" If there are, "why are we experiencing such
a transportation shortage?" The correct answer to the
first question, I believe, is that there are ample tankers
in the world today. As of October 1, 1947 there were
96 U. S. government-owned T-2 type vessels in tie-up,
over and above nearly 200 in operation. In regard to the
second question, the prolonged shipyard strike kept a
substantial number of tankers out of service from July
to November. Several months have been required in most
cases to process the purchase by private industry of T-2's
from the U. S. Maritime Commission. Also, both military
and commercial requirements have proved to be far in
excess of previously estimated needs. All these factors, I
think, explain why, in spite of there being enough
tankers over the longet term, we are at present handi-
capped by an artificial shortage of water transportation.

Progress is now being made in returning all modern
tankers formerly in tie-up to active operation, and steps
are being taken to sell all Maritime Commission tankers
promptly to private interests. However, it is difficult to
foresee when all of these steps will be effective in remedy-
ing the situation, because of the extent of the accumu-
lated shortage. As vessels taken out of tie-up for sale or
operation require repairs, the shipyard situation will
largely govern the speed with which the shortage can be
alleviated and finally overcome.

From a long-range standpoint, it is felt that building in
Europe — which apparently is being greatly retarded by
material and labor shortages — will not, in itself, provide
all tonnage needed to keep pace with world requirements,
and construction in U. S. yards will, therefore, be neces-
sary.

For national-defense purposes tankers should be fast,
modern, and efficient in order to minimize the risk from
enemy action and to insure prompt delivery of cargo.
No less is this true for economical commercial opera-
tion. It is fortunate, therefore, that the government has
promoted sales to legitimate buyers for foreign registry,
as this will provide an opportunity in the future for
modernization of the U. S.-flag tanker fleet.

War Construction

The war resulted in the loss of about 40 per cent of
the prewar worldwide tanker fleet. However, it also
had the effect of hastening the general utilization of
larger and faster ships. For example, the average prewar

M. G. Gambia

American-flag tanker hud a deadweight tonnage of about
11,500 tons and a speed of about 10 knots, whereas
today the average American tanker lias a deadweight
of about 15,000 tons and a speed of 14 knots. In general,
we might safely say that the size and speed of a tanker,
within certain limits, are all-important in reducing
operating costs. This is particularly true with today's
high and rising costs.

Our government constructed during the war about
9,000,000 tons of T-2 type tankers. These vessels have
a deadweight of about 16,600 tons, a speed of 15 knots,
and a capacity of 138,000 bbl. of gasoline. In most
trades oil can be transported in them about 25 per cent
cheaper than in a prewar 13,000-ton 12-knot tanker,
and for about 30 to 40' per cent less than on the old
11,000-ton vessels. Looking at this question in another

FEBRUARY • I 948

Page 35

argo capacity; bu!H by Sun In 1940; Sun-Doxford On

way, it is estimated that out-of-pocket operating costs
have about doubled since 1939. However, the increased
size and speed of the modern fleet, with consequent m-
creased haulage capacity, has fortunately reduced the cost
per ton-mile, so that the effective rise on that basis has
only been about 65 per cent.

New Tanker Types
Inasmuch as it is obvious from the foregoing that
large, fast tankers are an answer to the high cost which
owners — and, I might say, particularly American owners
— are experiencing today, the question naturally arises
as to how far one should go in this matter of size and
speed. Since difficulties have been experienced in accom-

modating T-2 tankers in many ports, some may question
the advisability of going to still larger ships. However,
various waterway improvement projects already carried
out or in progress by the U. S. Army Engineers, coupled
with terminal improvements by private companies, have
greatly improved this situation. Recent studies made on
this subject by our technical staff have led to the design
of a 26,000-ton l6-knot vessel with a length of 628 ft.
and a draft on summer freeboard of 31 ¥2 ft. This is felt
to be the most practical answer to the foregoing question.
The draft, which is only slightly more than a foot above
that of a T-2, will permit this large vessel to enter the
majority of ports which can accommodate T-2's with

16.408 dwt. Turbo electri

apacity; built by Sun

?::

>Mf

Page 36

PACIFIC MARINE REVIEW

g

THIS IS THE NEW GIANT TANKER referred to in Mr. Gamble's article. It
will appri)xiniate 27,000 deadweight tons, carry some 228,000 barrels, and save about
20',: in transportation costs over the T'2. Sun Shipbuildino; and Drydock Co. and
Newport News already have contracts for this type from Standard of New Jersey,

Socony, and Gulf Oil.

full cargo. The cargo tank capacity, after making tlic
usual allowance for expansion, is about 228,000 bbl. It
is estimated that transportation costs on such a vessel
would be about 20 per cent less than on a T-2. Natu-
rally, the use of this size of tanker will involve some
sacrifice in flexibility, both as regards the grades that
may be carried and the terminals at which they can
be accommodated. In the early stages, these vessels
would probably be used principally with fuel oil and
crude oil; but, with the present upward trends in the
volume of petroleum products consumed, it is a safe
assumption that, as time goes on, they will be used to
an increasing extent for the transportation of products.
Also, as vessels of this size increase in use, they will
be taken into account in the design of future terminal
facilities, and in the improvements in existing ones both
here and abroad.

Operating Costs

Just as high operating costs highlight the need for
large fast tankers, so do these high costs (many of which
go on in port the same as at sea) accentuate the need
for quick turnaround. The average cost of a T-2 at the
dock is about S 1,800 per day, which gives some idea of
the importance of keeping port time to a minimum.
Given the proper shore facilities, a modern tanker is
capable of loading or discharging at a rate of at least
10,000 bbl. per hour. It is in the common interest of all
concerned, therefore, including suppliers and consignees,
to provide loading and discharging facilities with the
maximum capacity justified by the volume handled. In
normal times, when rates follow closely the marker situa-
tion, the charterer with a reputation for quick turn-
arounds will be favored over others. Another factor which
may react to the charterers' benefit is the covering of their
requirements well in advance and for as long a period
as practicable. Over the long run, rates reflect the owner's
costs; and it is, therefore, in the interest of all concerned
to keep these costs to a minimum.

Beginnings of Inland-Waterway Transport

Let us now turn from the subject of ocean tankers
and discuss briefly inland-water operations in the United
States. Here there are more than 26,000 miles of navi-
gable waters. Of this total, 9,200 miles, or about 35 per
cenr, have a depth of 9 ft. or more; and 14,300 miles, or
about 54 per cent, are 6 ft. or more in depth. The re-
mainder have depths less than 6 ft.

Inland-waterway transportation began at the time oil
was discovered in Pennsylvania in 1859. Oil was then
moved on rafts, which were steered by poles and floated

FEBRUARY • I 948

with the current from the upper reaches of the Allegheny
River to the Pittsburgh area. Since this early beginning,
transportation has evolved until in recent years large
single barges, or groups of them in flotilla are towed or
pushed in our inland rivers. On other waterways, where
deeper drafts are possible and other considerations favor-
able, small self-propelled tank vessels are used. However,
by far the greater volume is still transported in non-
propelled equipment.

Non-propelled Equipment

One might ask why greater utilization is not made of
self-propelled equipment. The answer, as far as our own
operations are concerned, is that, in the majority of river
operations, the greatest economy lies in the use of non-
propelled equipment handled by powerful pusher-type
towboats, and in certain other operations barges towed
by conventional tugboats give better results. The latest
type of river towboats has a horsepower of 2,000, and
pushes twelve 9,000-bbl. barges, making a total capacity
for one tow of 108,000 bbl.

With a tow of this kind, one or more barges are re-
leased as terminals are reached on the route, and the
towboat with the remaining barges continues on the
voyage, thereby avoiding the laying up of the power
plant while barges are being discharged, as would be
the case with a self-propelled barge. When a sharp
bend, coupled with a narrow channel and perhaps a
swift current, makes the going hazardous, the majority
of the barges may be moored while the towboat takes
one at a time over the difficult crossing. Also, addi-
tional barges of suitable type and draft may be rented
for use with the tow as occasion requires. In our
western-rivers operations, the usual permissible draft
is in the neighborhood of 9 ft. to 10 ft., which, coupled
with other local conditions, is not satisfactory for eco-
nomical self-propelled barge operations.

On the Gulf Intracoastal Canal and, to some extent,
along the inland waterways of the Atlantic seaboard,
barges towed by small tugboats of the type seen around
New York Harbor are commonly used. Tugs and barges
have, in the majority of cases, also been found to be
the most economical units for bunkering large vessels.
This is because of the length of time consumed along-
side the ship being bunkered and the consequent saving
of the power plant's time. This saving is especially im-
portant today with the prevailing high wages.

Again referring to our own company's operations, in
the Clhesapeake Bay, the Erie Canal, the New York State
Barge Canal, and the Great Lakes, as well as for short

Page 37

^x'

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i^

h.

/#!

m

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tW^,

'»,,. j.

k '■ ^.

^.'t^.

•^1

^£r'i

t'y-T'

f*-r*^(!

^•>.

■'>

v«

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t^!^fe^

ry

Aerial photograph of the Standard of California j
tanker J. L. Hanna heading upstream on the sunny i)

coastwise trips on the north Atlantic seaboard, conditions
are favorable for the use of self-propelled equipment.
Stich of our equipment now in use consists of 6 self-
propelled diesel barges ranging in capjicity from about
600 bbl. to 1 3,700 bbl. Our people are now taking steps
to acquire larger units with capacities of more than
18,()0() bbl. for use in the New York State Barge Canal
and on the Clreat Lakes.

Barge transportation costs vary with the volume in-
volved in each shipment, the distance covered, the effi-
ciency of the unit used, and the extent of delays at termi-
n.ds and in transit. Where conditions are favorable for
the use of self-propelled equipment, the larger and
faster the vessel up to limits governed by local conditions,
the lower will be the transportation costs.

In any new inland-waterway operation wliere a choice
must be made as to the type of equipment to be used,
the right decision can only be reached after a careful
study of all the factors involved. Among these are:

1 . The physical characteristics of the waterway, i.e.,

whether open but "easy" water, open with strong
current, locks present; or whether there are shal-
low crossings with swift currents, sharp bends, etc.

2. Kind of terminal facilities available at loading and

discharging ports.
V Volumes to be handled annu.dly.

4. Size of deliveries.

5. Generally accepted local competitive transportation

practices.

6. Labor and other costs.

7. Special regulations governing the use of waterways.
Taking all of these factors into account, an economic

study is made to determine the most advantageous and
economical type and size of equipment for the intended
service.

Among the advances made in recent years in barging
equipment are the following;

1. Improvement in the lines of non-propelled barges;

For many years short stubby rakes at the bow and
stern were used. The latest design in these barges
employs the so-called "Dravo hull," which has
been developed after exhaustive model basin tests.
With this design, the rakes at both ends are longer,
but the stern is designed in such a way as to
facilitate the clearance of water and the elimination
of dr.-ig.

2. Tile stern-wheel towboat, so long in use on the

Mississippi River and tributaries, and very aptly
described in a recent issue of The La??ip under the
title "Big Mama," is being replaced gradually by
a more powerful pusher-type towboat with finer
lines and conventional twin screws. Two of the
new type are now being built for our company.

3. As time goes on, no doubt there will be a more ex-

tensive use of twin-screw self-propelled barges of
from 15,000-bbl. to 20,000-bbl. capacity, with
speeds up to 12 knots and drafts of more than 12 ft.

Water-Transport Advantages

In conclusion, I should like to stress the advantage
of water transportation from the standpoint of flexi-
bility wherever conditions are favorable to its use. Both
ocean tankers and inland-waterway equipment can be
readily moved from one area of operation to another to
suit changed conditions. As petroleum becomes more
extensively used throughout the world, the need for its
tran.sportation by water gains increasing importance, and
today the best estimates of normal postwar shipping
show tankers comprising almost half of the total U. S.
merchant fleet.

DEVELOPMENT OE SHIP FOUM!;

By WILLIAM A. BAKER, Assistant to Naval Architect,

BethlEliem Steel Company's San Francisco Yard.

Part III

Modern Practice

Russell and Rankine with their respective theories on
the resistance of ships directed the attention of naval
architects to the importance of wave-making and fric-
tional resistance; it fell to William Froude and his son
to combine the two in their proper relation. It is beyond
the scope of this paper to give detailed accounts of the
multitude of experimenters who followed. There have
been additional frictional experiments, series tests to de-
termine the effect of methodical changes of form, tests
of ships in waves as well as those for wave-making, etc.

For the average ship designer the works of David W.
Taylor of this country and G. S. Baker of England are the
most useful; for some forms those of Mclintee, Semple,
Robertson and Ackcrson may also be consulted.

At the present time there are three general methods
for determining the power required to propel a new ship
at the desired speed: By the oid Admiralty coefficient, by
independent estimate or by model tank test. In practice
the Admiralty coefficient is normally used for rough
estimates in the preliminary stages of a design, while,
unless the ship is to be of unusual form for which no
data exists, the model test is used as a check on some

FEBRUARY • I94i

Page 39

form of independent estimate. The independent estimate
can be calculated from model results of similar ships, by
Taylor's "Standard Series", from Ayre's curves or from
C curves published by Baker and others.

The methodical series tests performed by D. W. Tay-
lor form the basis of the well-known "Standard Series"
which are presented as contours of residuary resistance
per ton for constant values of V/\/L plotted on grids of
DISPL. / / L \ ^ ^"'^ prismatic coefficient. There are

KYooy

two sets of charts showing the contours for beam-draft
ratios of 3.75 and 2.25 respectively; values for ship be-
tween these ratios are interpolated.

The following describes the basic model: — "In 1902 a
model numbered 164, constructed to the lines of the
British armored cruiser Leviathan of the Drake class
(1900), was tested in the U. S. Experimental Model
Basin at Washington. The design embodied a bulbous

ram bow with a twin-screw cruiser stern, on a ship of
the following characteristics: —

Length on load waterline 521 '0"

Length between perpendiculars 500'0"

Beam 71'1"

Draft, zero trim 26'0"

Displacement, Salt water 14100 tons

Block coef .0.513

Midsection coef 0.923

Prismatic coef. ... 0.555

Waterplane coef ...0.660

"For years later at Washington the sectional area
curve, waterline plane, and bow and stern profiles of this
model, together with a mathematically derived body
plan, were chosen for Model 632. This model was used
as the parent form to develop thirty-eight ( 38 ) models,
designated Series 18, for an investigation of the effect of
changes in longitudinal coefficient or resistance . . ."
One point which some fail to note in estimating the

Salient features known to be necessary to ensure good performance for various types of ships:

Type of ship

Pris. Coef.

(P)

Slow speed cargo
ships

0.82-0.78

0.4-0.6

Medium speed
ships

0.78-0.75

0.5-0.60

Cargo liners

0.75-0.70
0.55-0.65

Intermediate
liners

0.70-0.65

0.60-0.80

High speed liners
and fast coastal
passenger vessels
below
0.65 and
0.70-0.90

Length of parallel
body

.34%

up to 25%. de-
pending on beam

up to up to

25% 20%

10% 0%.
with hollow L.W.L.
fwd. 0% with
straight L.W.L.

None

Entrance/run

0.6-0.8

0.8 1.00

to

0.9

1.0

L must be long

E
enough to avoid
V=1.09L

E
hump

1.0

1.1

L.C.B. as '~', L from
amidships. Single
screw ships.
Shape of
area curve

2%— 1.0%
fwd. fwd.

straight ends

2%— 1.0%
fwd. fwd.

straight ends —
medium hollow
fwd.

1V2% to 1/2%

fwd.

straight ends —
hollow curve fwd.

1.0' c fwd. to .
1.0% aft.

fine entrance
essential

'/<% aft to
1% aft.

fine ended curve of
areas. Bulbous bow
useful above
(P)=0.75

Shape of
L.W.L.

Bow — slightly
convex through-
out— fairly straight
slope >20°C

Bow convex —
Bow convex
to straight

Bow lines either
straight and long
entrance or hollow
and jhort
entrance

Bow lines hollow
— bow lines
straight

Fine L.W.L.
fwd. hollow

]/2 Ent. Angle
on L.W.L.

Midship sec.
coef.

35° 32°
0.98-0.99

30° 27°
0.98

24° 16°
straight or
12° hollow
0.98

18° 12° hollow
or up 16° straight

0.98

Down to 6" with
hollow

0.95

Cruiser stern: Reduces resistance up to 6' , for slow speed cargo ships.
From "The Fundamentals of Ship Form" F. H. Todd.

Page 40

I Please turn to page 90]

PACIFIC MARINE REVIEW

Following up the lengthy technical article on Moore-
McCormack's "Good Neighbor Fleet" in the June 1947
Pacific Marine Review, the story of the completion and
sailing of the Argentina on January 15 heralds the re-
sumption of service on the route which she left a few
days after Pearl Harbor when she was drafted by the
Army and started on the career of a troop carrier. Serv-
ing in this capacity until August 31, 1946, she steamed
335,906 miles and carried approximately 200,000 pas-
sengers.

Today, fully reconverted and overhauled at the Brook-
lyn 56th Street yard of Bethlehem Steel (Company she
is in every respect better than her former self. A number
of improvements have been added to satisfy the latest
demands for safety and to insure every convenience and
comfort according to present standards of travel.

The Argentina is the second largest liner in the Amer-
ican merchant marine to resume postwar service. She
is one of three sister ships owned by the U. S. Maritime
Commission and operated by Moore-McCormack, tiie
other two being the Brazil and the Uruguay. Altiiough
she was the last of the trio to be laid up for reconversion,
she is the first to be completed. She entered the Brooklyn
56th Street Yard in November 1946 and work was
started shortly after her arrival. However, due to the
strike of the shipyard workers during the summer and
early fall of last year work was suspended for about

five months, making the actual working time about
eight months. This is the largest peacetime reconversion
job ever handled in New York harbor.

The contract for the conversion in general called for
restoring the vessel to its prewar condition. This in-
cluded removal of standee berths, messing facilities, and
all defense features — gun foundations, armor, magazines,
degaussing equipment, and many others added to the
vessel by the Army. All public spaces were completely
stripped and modern furniture and furnishings, murals
and other decorations installed. The staterooms as well
as officers' and crew's accommodations were likewise re-
decorated and equipped with new furnishings.

In addition the vessel was fire-proofed in accordance
with the U. S. Coast Guard requirements, a procedure
which meant the installation of incombustible ceilings,
linings, fire screen bulkheads, new steel stairways, ade-
quate escapes, an extensive sprinkler system, and many
other features.

The Argentina is a twin-screw vessel with turbo-elec-
tric drive of 18,000 horsepower, 613 ft. long with 80 ft.
beam and a loaded draft of 34 ft. Her prewar speed was
rated at I8V2 knots although she actually exceeded that
figure. The registered gross tonnage is 20,500, the dis-
placement 33,000 tons. General cargo space is 450,000
cu. ft. bale capacity, in 6 holds, with additional 95,000 cu.
ft. refrigerated space in 3 holds. After her conversion she

lent Moore-McCor
mack Lines, Inc.

FEBRUARY •

948

Page 4!

I *9 ■

S' .

(l^

■ Kirr I i [ I iXi wwt ftxi-r r

,0 "m " ^:'~': triii^iiiirr^'^ ^ ":i

Outboard profile. For inboard profile, see folded inserf.

now accommodates 359 passengers in First Class and
160 in Tourist, with a crew of 380 officers and men.

Soon after her arrival in the yard the Argentina was
placed in drydock for survey. The underwater bottom
was sand-blasted in four days, an exceptionally fast per-
formance on a vessel of this size. Due to the extensive
bottom work that turned up, she remained in drydock
until January 20. A number of bottom plates were re-
newed, and several thousand rivets were renewed and or
welded as required.

The boilers and propulsion machinery and all pumps
and auxiliaries were opened, inspected, and the neces-
sary repairs performed. All cargo and service refrigera-
tion spaces were completely gutted and renewed, using
mineral wool insulation. Thousands of feet of electric
wire and cable were torn out and the lighting system
renewed in its entirety, modern indirect lighting being
used wherever suitable. AH interior communication sys-
tems were removed and renewed, and all electric motors
on the ship were completely overhauled, cleaned and
tested. The existing radio and radar were completely over-
hauled also.

After a hydrostatic test, it was found necessary to re-
place the hot and cold salt-water system throughout the
vessel. Existing lead soil lines were also removed and
new welded steel soil lines installed. Sanitary fixrures,
such as tubs, wash basins, and water closets were taken
out and replaced with modern fixtures.

A new steel deck was installed in way of the galley
on the C deck, and the ship's service refrigeration boxes
on the D deck, as it was found, upon removing the cov-
ering in these areas, that the original steel decking was
almost completely wasted. About 1,000 additional tons
of block ballast was placed in No. 3 hold.

Included in the inspection of the vessel was the
drilling of all steel decks, bulkheads and shell plating,
to gauge their thickness. Another large item was the sur-
vey of the wood decking throughout the ship, a large
part of which it was found necessary to replace. Oregon
pine, 3x4 in., with edge grain on the exposed surface,
was used, and all decking was repayed and caulked pre-
paratory to sanding to a smooth finish. Deck covering
was also removed in all foyers and in many of the public
spaces and replaced with magnesite terrazo.

All drinking-water tanks were cleaned, scraped to bare
metal and recoated. Doors of every description — weather
doors, screen doors, and joiner doors were reconditioned
or renewed, as found neces.sary. All windows were re-

placed with new modern types and existing airports re-
conditioned and equipped with scoops and insect screens
throughout. Cargo-port doors and other openings sealed
off by the Army to meet blackout requirements were re-
stored to their original condition.

In the redecoration and lefurnishing of the ship,
major emphasis has been placed on simplicity in all
decorative treatment. Pleasing and attractive effects have
been attained by various color combinations and by
suitable design and placement of furniture, plants and
flowers. Murals and sculpture play a secondary part and
do not dominate the scenes. Donald Deskey Associates,
of New York, designed and selected the interior decora-
tions.

Several features of the Argentina will attract the
attention of the traveling public. The main lounge, on
the promenade deck, is large and formal. It has been
named the Tango Room, as a tribute to the dance which
all the world associates with Argentina. A multi-purpose
room, the lounge lends itself Hexibly to a number of
uses, from comfortable lounging to dancing and other
types of entertainment. A stage has been erected at one
end. Behind the stage is a movie projection booth and
film storage. Facing the stage is a large mural, a seascape
by Loren Maclver entitled "Voyage." Large French win-
dows open into the promenade deck on both sides. The
old wood flooring has been removed and replaced with
magnesite underlayment for a carpet, except at the
center where a vinyl tile dance floor has been laid over
the underlayment and where the carpet can be removed
during dancing. White, warm grey, bluish grey and
brown are the predominating colors in walls, rugs, furni-
ture, and hangings.

Continuous ribs run across the ceiling athwartship,
recalling the character of the ship's framing. In the
center of the ceiling a transverse frame with longitudinal
baffles forms an egg-crate effect below the skylight.
Through this device natural daylight enters, while at
night artificial light is admitted, to give a diffused, glare-
free, highly pleasing effect.

The lounge and all other public spaces are equipped
with an entertainment sound system for broaticasting
radio programs and recorded music.

Immediately forward of the lounge is the library,
named for a former chief officer of the Argentina,
Captain Henry Olin Billings, who died a hero's death
when his ship was sunk oft the coast of Africa in 1942.
A bronze plaque has been placed in this room to indi-
cate that Captain Billings has been chosen as a repre-

FEBRUARY • 1948

Page 43

Diagram showing arrangement of main galley, as well as various bakeshops and pantries.

sentative of the many young Americans carried by this
vessel who never returned from the war. The plaque has
the following inscription:

"To the men and women of the Armed Forces of the
United States who went in this ship to meet the enemy
in World War II and gave their lives that the ideals of
their country might survive, this library is reverently
dedicated."

The library offers a quiet, secluded atmosphere, with
the main decorative motifs in grey, brown, and natural
oak.

The smoking room with adjoining writing room, aft
of the lounge, is an H-shaped room, with a centrally
located bar. Pole trellises with growing plants are placed
on each side of the banquette seats and tables facing the
bar, to supplement the intimate quality of the room with
one of freshness. A mural of Eric Mose on the wall above
the seats and extending into the dome depicts the eco-
nomic pattern of South America.

Light grey terrazzo is used for deck coverings, with the
predominating color in walls and furnishings a warm
grey and natural oak.

Located aft on the promenade deck is the veranda
cafe, known as the Mar Del Plata Club, and named for
the famous watering resort near Buenos Aires, one of
the most beautiful places of its kind in South America.
French windows face the promenade on both sides,
while large glass doors open onto the swimming pool.

Banquette seats and tables are arranged along the port
and starboard walls, and small tables and comfortable
chairs elsewhere around the room. A large mirror behind
the bar reflects the deck activities and augments the
apparent size of this relatively small, but highly attrac-
tive cafe. Gay colors are used throughout, creating an
atmosphere of light cheerfulness. Trellis screens with
climbing plants add much to the charm of the room.

The large outdoor swimming pool, immediately aft of
the veranda cafe, has been completely refinished with
an attractive lining of blue tile and with underwater
lighting and overhead flood lights for night swimming.

Both the First Class and the Tourist dining rooms are
on the C deck, separated by galley and pantries and by a
large, roomy emergency escape within easy access of
the entire area, providing an escape up to the promenade
deck.

The two dining rooms extend the full width of the
ship, and both have a central dome with special lighting
arrangement. In First Class this is an egg-crate construc-
tion similar to that in the main lounge, in Tourist Class an
indirect lighting effect. Flush-mounted ceiling lights are
used on the outboard sides. Oak tables on metal pedestals
are used in both dining rooms, and are arranged for
from two to fourteen persons in First Class, and from
two to eight in Tourist. The two dining rooms will seat
300 and 166 persons, respectively.

Both dining rooms are air-conditioned, and, like all

Page 44

PACIFIC MARINE REVIEW

^

^■..:on;-r-^-B

PACIFIC MARINE REVIEW FEBRUARY • 19

lAriPir. MARINE REVtf

other public spaces on the ship, they liave been htteJ with
sound-prix)f ceilings.

Decorations in the First Class dining room include a
stainless steel statue, "En Route," by Jose de Riviera.
Attractive flower boxes under the windows add a cheer-
ful note.

Practically all of the equipment in galley and pantries
is new — electric ranges and ovens, steam tables, coffee
urns, refrigerators and all-metal dressers and sinks with
stainless steel tops. New non-skid tile decking has been
laid throughout the entire area. Individual dining rooms
for officers and concessionaires are also located in this
space.

Mess rooms and galley (or the crew are forward on the
B deck. Special service pantries are provided on all decks
where public spaces are located.

The Tourist lounge and smoking room are aft on B
deck. Decorations in the smoking room include a paint-
ing "Sea Image", by Theodose Stanos. A swimming pool
for this class is arranged in upper section of No. fi hatch
way.

First Class staterooms are on the A and B deck and are
arranged for occupancy by two, three, or four persons per
room. Except in a few cases where two adjoining rooms
share bathroom and toilet facilities all have private bath,
shower or tub, the latter predominating. All staterooms
in both classes, and also those of the crew, are outside
rooms, and each room is equipped with an oscillating
wall fan. The rooms are designed to provide maximum
comfort and convenience. Spaciousness is attained by the
use of low beds, widely separated to effect as little inter-
ference as possible where strangers share rooms. All beds
have inner-spring mattresses. In a number of rooms an
extra bed of the Pullman type has been added. The type of
furniture used, and its arrangement, are aimed at creat-
ing a sitting room lounge effect. Color schemes have been
selected that suggest coolness and comfort in the tropical
atmosphere of the Southern runs.

Two de luxe suites are arranged on the A deck. These
consist of bedroom, bath, a sitting room opening upon
the main lobby, and an outside veranda. In addition to
these suites, a few of the regular staterooms may be com-
bined into bedrooom-living room suites if desired.

The tourist staterooms, all on the C deck, are arranged
for occupancy by two to four passengers. They have
beds of the built-in type, equipped with innerspring
mattresses. Some of these rooms also have an extra Pull-
man bed.

No staterooms in this class have private bath, but all
have running hot and cold water. Bath and toilet facilities
are conveniently spaced throughout the area.

The officers' quarters are on the boat deck, the crew's
accommodations on B, C, and D decks, some fore and
some aft. Three recreation rooms and lounges and four
mess rooms have been provided for the crew. All officers'
quarters were completely refinished, and some of the
furniture was renewed.

From one to six men are berthed in each room in the
crew's quarters, in two high standee berths with inner-
spring mattresses. These quarters were also completely
renovated and equipped with new furniture.

Many changes were also made in the ship's hospital.

on C deck. This area has a male ward with eight beds, a
female ward with five beds and an isolation ward with
one bed, in addition to a medical office, dispensary, phar-
macy, diet kitchen, bathroom and toilet facilities.

A gift shop is located on the A deck, a beauty parlor
on B deck, and barber shops on B and C decks.

All of the ship's rooms and the running and standing
rigging were renewed, all blocks tested and reconditioned
or renewed.

A large area on the boat deck is set aside for deck
games. This space also has a gymnasium and a large
children's playroom.

The ship's 15 existing lifeboats, including one motor
driven with radio receiver and transmitter, were all re-
conditioned, and three new lifeboats with davits and
winches were installed. One existing motor driven life-
boat was discarded. These boats accommodate approxi-
mately 950 persons. They are all handled by mechanical
davits and are raised by electric motor-driven winches.

A 14 hr. sea trial was carried out on Dec. 30, over a
course between Ambrose Lightship and Barnegat Bay.
After testing the compasses and the radio direction finder
the vessel was put through an 8-hr. endurance run during
which she averaged I8'2 knots at 5900 kw. on each main
motor, and a 2-hr. overload run which gave an average of
1 9 knots and 6700 kw. The steering gear was tested hard-
over to hard-over during these runs.

Between the two runs a crash-stop was made from full
ahead to full astern at which the propeller came to rest
after 66 seconds and then started to revolve in the oppo-
site direction. The crash stop was then repeated, but in the
ahead direction. Readings and recordings were also made
on all equipment not previously tested, and the various
instruments were checked and adjusted.

Arthur G. Leonard, Chief of Trial Bureau, Inspection
and Performance Division, U. S. Maritime Commission,
made the following statement at the completion of the
trial: "The Argent/ihi's performance was surprisingly
good. The ship was subjected to the same type of exacting
tests usually applied to new vessels, and she met every
phase very satisfactorily."

Captain Thomas M. Simmons, master of the Ars^ent/ihi
and her skipper since 19.38, including her war duty, said:
"I am perfectly satisfied with the performance of the
Argentinu. She is safer and better than ever, and met all
of her tests in excellent fashion."

The following tribute was paid by Arthur Hiltebrant.
general manager of Bethlehem's New York district ship-
yards: "The Argentina has fully measured up to our ex-
pectations. Her performance w'as smooth throughout and
she achieved a speed of 18'2 knots on her endurance run
and a speed of 19 knots on her overload run. Even on the
crash stop vibration was negligible. Delivery of the ship
to her operators, the Moore-McCormack Lines, on sched-
ule in the face of the many problems created by the
record snow storm in New York City, is a tribute to the
men of the 56th Street Yard who worked round the clock
and through the week-end to complete the vessel before
the close of 1947."

After the completion of the trial trip, the Argenlina
resumed her old run to the East Coast of South America,
on January 15. Her itinerary includes Rio de Janeiro,
{Please turn to page 94)

FEBRUARY • 1941

Page 45

POLLUTION OF m\um \ihnn

By HOWARD G. WALTERS, Civil Engineer

Harbor and Shoreline Section
Corps of Engineers, Department of the Army

Prevention of pollution of the navigable waters of the
United States, especially in Southern California, is a
serious problem, requiring the continuous effort and close
cooperation of Federal and State authorities in keeping
the public informed concerning the laws and needs rela-
tive thereto, and in enforcing said laws.

Pollution of the waterways, including all streams, lakes,
rivers, their tributaries, and the ocean, is a direct or an
indirect result of population. As a country develops, its
population and business growth is closely paralleled by
the growth of those factors which tend to increase pollu-
tion of inland and coastal waters. Industrial waste matter,
refuse, and sewage; mining waste and drainage water;
disposal of garbage and many other such waste matter,
entailed by a high standard development of both popula-
tion and resources, cause corresponding increase in pollu-
tion problems. The increase of pollution of the waters
has been gradual and largely unnoticed for many years.
As is usually the case, until the needs of the population
become urgent and a public demands its abatement, little
is done. Public demands generally result in the enactment
of needed pollution laws, or their revision, and insistence
in their enforcement. Of the various laws that have been
enacted by cities, counties, states, and the Federal Govern-
ment, this article considers only existing Federal laws
concerning pollution of navigable waters, the enforce-
ment of which are within the jurisdiction of the Corps
of Engineers, Department of the Army.

Congress, in 1938, passed a bill commonly referred to
as an "Anti Pollution Bill." This measure was not an
enactment prohibiting pollution, but rather an act to
provide for extensive and costly study of pollution prob-
lems and for grants and loans to local agencies for the
construction and installation of improvements designed
to prevent pollution. The President vetoed this bill be-
cause he disapproved the manner of granting Federal
money to local agencies for pollution abatement projects.
He did, however, approve the principle of pollution
abatement and requested that Congress further consider
this subject.

Pollution of navigable waters of the United States has,
under existing laws, been unlawful since the passage of
the Act of March 3, 1899. Section 13 of this Act makes
it unlawful to place in, or to permit to be placed in, the
navigable waters of the United States any refuse matter
of any description, except that flowing from streets and
sewers and passing therefrom in liquid state, whereby
navigation shall, or may be impeded or obstructed.
Further, the limitations extended to the placing or de-
posit of any refuse on the bank of any navigable water
or tributary thereto from whence it can float or be wash-

ed into the navigable waters by tides, floods, or storms.

In 1924, Congress passed what is known as "The Oil
Pollution Act." This Act makes it unlawful for any per-
son to discharge, or permit to be discharged, oil by any
methods, means, or manner into or upon the coastal
navigable waters of the United States from any vessel
using oil as fuel for generation of propulsion power, or
any vessel carrying oil thereon in excess of that necessary
for its lubrication requirements. It is to be noticed in this
connection that the law concerns only oil pollution from
vessels.

I might define Navigable Waters of the United States,
since the laws under discussion are applicable only to
such waters.

The Federal Court decision states that: "Coastal waters,
rivers, and lakes are navigable in law which are navigable
in fact, and they are navigable in fact when they are used
or can be used in their ordinary condition as highways for
commerce upon which trade and travel are, or may be
conducted in the customary modes of trade and travel on
waters, and when they are connected with, or extend to
waters of another state or foreign country."

In connection with pollution of coastal waters, the
question arises as to the extent of Federal jurisdiction.
It is the present practice of the Corps of Engineers,
Department of the Army, to include within its jurisdic-
tion the coastal waters of the United States to such dis-
tance seaward as may be necessar)' to give full effect to
the laws for the protection and preservation of the navi-
gable waters of the United States. This distance is not
controUed by any special limitations of three or twelve
miles which may have been set up for other purposes.
This practice is an assertion of the right of Congress to
prohibit the doing of anything which tends to destroy the
navigable capacity of any of the waters of the United
States. This extended jurisdiction is applicable only to
American vessels. The jurisdiction of the United States
over foreign vessels, in cases of pollution occurring sea-
ward of the three-mile limit, has not as yet been settled by
treaty, as required by international law.

It might seem that the navigable waters, particularly
the ocean, are so extensive that pollution would be in-
consequential. Unfortunately, this is not the case. Oil and
refuse discharged at sea are carried by winds and surface
currents for many miles and may eventually float into
harbors and wash ashore on the beaches. Experience in-
dicates that in order to prevent pollution of the beaches,
oil must be discharged not less than fifty miles offshore,
and garbage should be dumped not less than eighteen
miles offshore.

Oil and refuse discharged into harbors have little

Page 46

PACIFIC MARINE REVIEW

chance to be carried out to sea, and, if not cleaned up
promptly, they spread and wash onto the liarbor shores,
cling to boats and piling, or in the case of refuse sink to
the harbor bottom.

In southern California particularly, where the beaches
are used for recreation by a very large number of people
throughout the year, the presence of refuse, garbage, oil,
and sewage washed onto the shores, presents a very se-
rious problem, since such wastes are highly objectionable.
Oil has been known to so pollute a beach that for days at
a time bathers have found it unpracticable to use it. No
one likes to picnic on a beach or swim where there is oil
or garbage such as grapefruit and canteloupe rinds,
empty crates, or old onions, and other refuse, or near
a sewer outfall. Oil is most objectionable to bathers, as it
sticks to the skin and bathing suits and is usually very
difficult to remove. The condition of sewage discharged
into the water may be somewhat improved by screening,
but it has been reported that screening removes only 5
per cent of the solids, leaving 95 per cent to be deposited
on the ocean floor, or washed ashore in a more or less
objectionable form. Beaches that are frequently or regu-
larly polluted, particularly those near sewer outfalls, are
in general shunned by the public.

Within harbor areas, pollution creates an unsanitary
and unsightly condition, and sometimes a serious fire
hazard. Floating oil discolors paint on ships' hulls and
necessitates their frequent cleaning or repainting. Gases
released by decaying refuse have a deleterious effect on
paint and hulls of vessels and other metal objects, and is
offensive to the public.

Floating oil at times so fouls the plumage of sea birds
as to prevent their flying, and thereby causes their death.
It also has an adverse effect on fish life, apparently caus-
ing an oxygen deficiency, which in turn causes migration
from areas frequently polluted. Thus, there is ample rea-
son for the enactment and strict enforcement of pollution
laws.

The Corps of Engineers is assisted in the enforcement
of the Federal pollution laws by the United States Col-
lector of Customs and other revenue officers, such as the
United States Coast Guard. Prosecution is handled by
the United States District Attorneys. In the Los Angeles
District, the Coast Guard cooperates fully, and patrols
are alert to detect and apprehend violators of the pollu-
tion laws. The Coast Guard reports all cases to the Dis-
trict Engineer, and the cases to be prosecuted are in turn
forwarded to the United States District Attorney for
appropriate action.

The State laws concerning pollution are more inclusive
- than the Federal laws. The enforcement Division of the
State Fish and Game Commission is very active in detect-
ing and arresting violators. That agency cooperates fully
with the Corps of Engineers and the United States Coast
Guard. These agencies notify each other when cases occur,
and members of the two agencies serve as witnesses for
either or both State and Federal cases, where at least two
witnesses are required.

Obviously, there are two types of pollution — deliberate
and accidental. The dumping of garbage and other refuse,
the disposal of sewage, and the discharge of oily bilge or
ballast water into the navigable waters are generally
deliberate. The spilling of oil while loading or unloading

FEBRUARY • 1948

Southern California beach, temporarily ruined for recreational

use by oil which was discharged in violation of Federal and

state Pollution laws.

Overflow of ships' fuel oil tanks causes serious fire hazards in

the harbor areas.

Trash and oil on harbor waters constitute a serious fire haiard

as well as creating unsightly and unsanitary conditions in

slips, around floats, and under piers.

vessels and the breakage of oil pipe lines so that oil is
carried onto the navigable waters, etc., are usually acci-
dental. The deliberate type of pollution can be readily
avoided. The accidental type is more difficult to prevent,
but the use of adequate equipment, its careful inspection,
and the institution of proper procedure and training can

Page 47

greatly reduce the number of accidents.

Although designated by law as the "enforcement"
agency, the Corps of Engineers takes the attitude that it
is better to prevent pollution than to apprehend and
successfully prosecute violators. Although strict about
enforcement, since the law is mandatory, the Corps at-
tempts to secure cooperation in the installation and opera-
tion of proper equipment and the promulgation and en-
forcement of rules and regulations to reduce pollution.
Semi-monthly inspections of the navigable waters of Los
Angeles and Long Beach Harbors are being made.

In many cases, the Corps of Engineers, frequently in
cooperation with the State Fish and Game Commission,
holds conferences or consults with individuals, concerns,
or agencies whose operations involve pollution hazards,
concerning proper methods and equipment to prevent
pollution. The Corps of Engineers, of course, is not em-
powered to require installation of equipment or prescribe
operating regulations, but it is eager to assist in consider-
ing such matters if the persons or agencies involved so
desire, which is frequently the case.

One of the latest cases of cooperation on a large scale
is in connection with the fish-canning industry, at Los
Angeles and Long Beach Harbors, wherein bilge and
waste water from the fishing boats and fish refuse from
the canneries was therefore discharged directly into
the harbor waters, creating a most undesirable condition.
Since the matter of pollution and its prevention has been
called to their attention by both the State and Federal
Government, equipment is being installed to alleviate
the pollution problem. The importance of keeping fish oil
and solids from the sewers has been emphasized, and
screens and centrifuges are being installed for their re-
moval for that purpose. The Port of Hueneme was closed
to fishermen until a fish refuse disposal plant was placed
in operation.

The cooperation of the major oil companies in prevent-
ing pollution has been most satisfactory. Practically all of
the oil-loading docks now have special equipment for
the prevention of pollution, and some have special booms
for use in surrounding oil spills. In some cases, the pro-
cedure in loading oil has been modified so as to reduce
the liability of pollution, and most companies now care-
fully plug all vessel scuppers, while in port, in order to
prevent oil spilled on deck from flowing overboard. Most
oil companies now require their ships' masters to dump
bilge and ballast waters at least fifty miles offshore.
Crews of vessels and shore facilities are provided with
equipment for, and have been instructed in methods of
localizing and removing oil spills so that, although pollu-
tions may occur, they will not spread and become a gen-
eral nuisance and hazard over large areas.

To prevent refuse and garbage pollution, some ships
have installed locked receptacles wherein all such mate-
rials are placed while the vessel is in port, and which can
be unlocked to permit disposal of the material only by
responsible employees, who are instructed that refuse
shall not be dumped until the vessel is at least eighteen
miles offshore.

Studies of industrial waste pollution have been made

by various Federal and State agencies and by some indus-
tries through their national association. As a result of
these studies, a number of industries have made plant
changes for re-circulation and reuse of waters formerly
wasted, or for recovery processes which salvage waste
products of some value.

The most serious water pollution by industrial wastes
results from the manufacture and finishing of various
textile products, pulp and paper, coke and gas, leather,
sugar, certain chemical products, operations in which
distillation is a process, the canning of food, the prepara-
tion of milk and milk products, slaughtering, and the
preparation of meat products. Still other substances of a
polluting character are acid waters from refineries, brines
from oil-field operations, waste water from the refining
of petroleum products, and wastes from the manufac-
ture of rubber using reclaimed material.

The factors which have militated in the past against
the prevention of water pollution by industrial wastes
are:

a. Lack of coordinated effort and of proper organiza-
tion to obtain cooperation between industry and muni-
cipalities.

b. Failure of municpalities to participate in a com-
prehensive program for the prevention of water pollu-
tion.

c. Lack of uniformity in the prevention of water pollu-
tion by industrial wastes, resulting in unfair competition
when strict regulation in one State gives an advantage to
industry in another State.

d. Lack of effort on the part of industry to study
methods within the plant for the reuse of waste water or
the salvage of by-products of possible value.

e. The cost of changes in methods of plant operation
for the reuse of waste water or the salvage of by-products
of possible value.

The Corps of Engineers, in order to inform all persons
concerning Federal pollution laws and to call to their
attention the need for preventing pollution, has issued
notices to all steamship companies, vessel owners and
operators, shipping concerns, oil companies, terminal and
dock operators, and other agencies whose activities may
involve pollution hazards. All such parties have been re-
quested to post and bring these matters to the notice and
attention of all employees.

The District Office has also published and distributed
an illustrated booklet on the subject of pollution and its
prevention. This booklet describes the harmful effects of
pollution, the causes, and means of prevention, and quotes
the pollution laws. And it is intended that by illustrating
the various facts, the steamship companies, shipping
agencies and others would have a convenient means of
calling the attention of all employees to the pollution
problem, and that cooperation in this matter would
thereby be considerably advanced.

Since 19.i6, the Corps of Engineers, Los Angeles En-
gineer District, has investigated 240 oil pollution viola-
tions in the Los Angeles-Long Beach Harbor area. Most
of these cases consisted of oil spills from vessels loading
(Please turn to page 96)

Page 48

PACIFIC MARINE REVIEW

Stability and Trim
Experimental Tank

By JOHN H. La IJAGE '

Stability, the stepchild of nautical science, is at last
achieving prominence commensurate with its importance.
Recently completed at the United States Merchant Marine
Academy at Kings Point, N. Y., the Stability and Trim
Experimental Tank is being used to highlight in a vivid
and accurate manner the theories of ship's stability and
trim. The Tank and its use are unique smce prospective
merchant marine officers have never before been given
an opportunity to observe visually the results of loading
and flooding a merchant vessel and to study methods of
correction for poorly loaded and flooded conditions.

The trim of a vessel, since it is immediately apparent
til the observer and is of everyday concern in the opera-
tion of a vessel, is customarily given more attention by
the ship's officer than the stability of his vessel. Poor
stability, either excessive tenderness or stiffness, is not
noticed while loading unless the vessel is loaded so poorly
that a list develops. At sea, the behavior of a vessel is
often attributed to the fact that she is a "poor roller" or
to the fact that severe rolling just cannot be helped. This
unavvareness of stability has led many officers to the
belief that a study of stability is not entirely necessary
and merits only a few hours of time in order to be able
to answer questions given by the Merchant Marine In-
spectors on Chief Mate's and Master's license examina-
tions. Fortunately, however, in the past few years a
growing concern by the Maritime Commission and cer-
tam steamship companies in seeing that their officers
acquire a thorough knowledge of stability principles has
manifested itself. Their concern is not primarily due to
the fact that vessels are occasionally lost due to a lack
of knowledge of stability by the operating officers ( as
impt)rtant as this fact may be) but principally to the
f.icr that overly stiff vessels roll sharply in heavy seas
Ic.idmg to topside damage while overly tender vessels
are apt to take aboard an unnecessary amount of water
when rolling in heavy seas, once again leading to damage.

The reasons underlying the establishment of a Stability
and Trim Experimental Tank by the Department of
Nautical Science at Kings Point are to demonstrate
vividly how poor distribution of weight, both vertically
and longitudinally, lead to the unfortunate sea conditions
of a vessel referred to above; and more important, what
can be done to alleviate these conditions. A laboratory
term has been set aside in the course in Naval Architec-
ture for both deck and engine Cadet-Midshipmen where
the experiments described below can be demonstrated.

John H. La Dage

iSeaior Instructor in Naval Architecture at the United States Merchant
Marine Academy. Lt. La Dage is co-author of the textboolc ' Slahilily and
Trim for the Ship's Officer" by La Dage and Van Gemert, and an Associate
Member of the Society of Naval Architects and Marine Engineers.

Cadet-Midshipmen participate actively in these experi-
ments.

Description of Facilities

Facilities may be divided roughly into three groups:
The tank, the model, and auxiliary gear.

The tank is some 2.5 feet in length, 7 feet in breadth,
and 3 feet deep; and is constructed of steel plating with
appropriate stiffening. Piping consists of a filling line
and drain line, and necessary valves. A water meter is
provided on an offshoot from the filling line and is used
to obtain the volume and weight of water when the
model is fiooded for certain damage calculations.

The model, which is of merchant form, was given to
the Academy by the U. S. Navy Bureau of Ships and
was used in the David W. Taylor naval towing tank at
Carderock, Md. for damage stability studies during World
War II. Tank, equipment, and procedures were designed
and devised by Academy personnel. The model glories
in the name of 'T. V. Al/'jr Calculation," a name which
at once defines her purpose and misdefines her use. The
humorous touch, however, has proved very popular with
the Cadet-Midshipmen and can be used to advantage to
make the study of theory more inviting. Miss Calculation
cannot be considered as a dainty lady, however, since
she has a rather large and bulky form as her principal
dimensions and characteristics reveal:

T. V. Miss Calculation — Principal Diniensions
and Characteristics

Length overall lO'llVs"

Length between perpendiculars 20'00"

Beam 2'10"

Depth I'10y4"

Sheer forward 5%"

Sheer aft 2%"

Camber Zero

Draft, loaded L'02"

Draft, light 5.7"

Displacement, loaded (F.W. ) 2825 lbs.

Displacement, light ( F.W. ) 1035 lbs.

Miss Calculation is subdivided into five compartments.
Nos. 1 and 5 are fitted with supports for accommodating
1 3 one-hundred-pound lead weights. These weights can
be moved up vertically by the use of wooden blocks.
Nos. 2, 3, and 4 compartments are available for flooding.
There is a double bottom tank under each of these com-

FEBRUARY • 1948

Page 49

View of the stability and trim experimental tank at Kings Point.
The model is secured by lifting it out of the tank and adjusting
slings fore and aft. Visible are: Dynamometer scale, pulleys,
drum, inclining sectors, chain hoist, angle indicator (on bulk-
head), brass compensating weights in inclining lines, water
meter, inclining experiment tracks and cars, and topside
ballast weights.

partments; No. 2 has a deep tank, and No. 3 has two
wing tanks. Each tank has one or more flooding ports
closed by rubber plugs. When these plugs are removed,
flooding conditions involving free communication with
the sea can be easily simulated. The tanks can also be
flooded from above by use of a hose which is attached
to the water meter. No. 4 compartment can be fitted with
permeability blocks. These blocks serve to illustrate the
eflfect of water-excluding objects within a vessel on the
damaged stability.

In addition to the hundred-pound weights, supports
are provided above decks accommodating twenty-five,
ten, and five-pound weights. The supports are so con-
structed that the weights can be shifted both vertically
and longitudinally, thus adding flexibility to the methods
of shifting the center of gravity of the model.

Miss Calculation is equipped with a complete set of

plans including; (a) Curves of Form (Displacement,
Tons per inch immersion, Metacenter above base. Coef-
ficients of fineness, etc. ; { b ; The Lines Plan ( c ) Cross
Curves of Stability and (d) General Arrangement Plans.
Thus, the Cadet-Midshipmen are working under condi-
tions which almost exactly simulate conditions as found
aboard ship. Using the above plans and discovering that
their predictions based on the use of the plans and cal-
culations are borne out in the condition of the model
gives the Cadet-Midshipmen confidence m their knowl-
edge.

Statical stability curves can be drawn up by inclining
the model and ascertaining the value of her righting arms
and moments at various angles of inclination. The meth-
ods used in inclining Miss Calculation and measuring
the force required and the angle of inclination are inter-
esting. Sectors with circular arcs are bolted to a collar
which fits around the midship section. Lines are led from
these sectors through pulleys to a drum. When the handles
on the drum are turned, a dynamometer scale registers
the force of the couple which is inclining the modeL
The force on the scale can be easily converted into the
righting arm or righting moment of the model. The

Kings Point Cadet-Midshipmen i

flooding a compartment of the

Lt. S. N. Steiner

the list caused by

Cadet-Midshiprr

■n load a hundred-pound lead ballast
npartment on the model, Miss Calcula

angle of inclination is indicated on a linear scale which
slides past a cross-hair as the model inclines and slacks
off a line attached to the inclining sector and led through
pulleys to the sliding scale. Thus, the stability of a vessel
at various angles of inclination and for difi^erent condi-
tions of loading is quickly and easily demonstrated.

Gear is provided for a realistic inclining experiment.
On shipboard, this method of locating the center of
gravity of the vessel is accomplished by winching a car
loaded with heavy weights across tracks which have
been built up transversely across the deck; observing the
small angle of list induced by means of a pendulum; and
using this data along with the displacement of the vessel
to calculate the center of gravity. This method is followed
out almost exactly with Aliss Calculation. Small cars with
lead weights run across tracks built up on a wooden base,
and a pendulum located on the bow where it can be easily
observed serves to find the tangent of the angle of in-
clination.

Incidentally the center of gravity of the model is some-

Page 50

PACIFIC MARINE REVIEW

— ■■^

■•

to a

fifty

degree

angle of

right

Itie

statical

stability

Ttie m

oHpI

in this

condition

righti

ig PC

wer or

stability.

B angle

of d

eck edg

e immcr.

In the background,

what lower in Aliss Cidcuhttivii in relation to her depth
than would be the case with a merchant vessel of similar
form. This is due to the lack of superstructure on the
model. However, the model can be made unstable very
easily by loading a few hundred pounds of weight on the
topside supports.

One of the most vivid demonstrations is the effect of
free surface of water on the model's stability. Once a
Cadet-Midshipman has seen the model, which prior to
the flooding of just one compartment was floating up-
right with considerable stability, caused to list heavily
due to such flooding, he will never forget the danger of
free surface of liquids aboard his vessel. In the typical
demonstration reproduced in this article it can be seen
that a positive GM of 1.29 inches is converted to a nega-
tive GM of 0.22 inch by flooding just one hold. The con-
j sequent list is entirely due to the free surface effect since
\ the weight of liquid is loaded at the center of gravity
j and the change in the position of the metacenter is not
considerable.

Corrective measures for list rank high in the demon-
strations performed on Miss Calculation since the cor-
rection of list due to negative initial stability is one of
the most commonly misunderstood concepts of both
students and ship's officers. A list due to negative GM
cannot be corrected by pumping water or shifting weight
from the listed side to the high side; not only that, but
if an attempt to do so is made, it is entirely possible to
cause the capsizing of the vessel. There is only one prac-
tical method of correcting list due to negative GM: —
Get the center of gravity down. Once again, the actual
observance of a ship-forined model capsizing when the
wrong method of correction is used is sufficient to implant
a mental picture which he will never forget in the mind
of a young cadet.

A partial list of experiments and demonstrations which
are performed includes:

1. Displacement experiment, showing that a vessel
displaces a weight of water equal to its own weight.

2. The three equilibriums, showing the three condi-
tions of initial stability; Stable, Neutral, and Un-
stable Equilibriums.

?. List due to (a) unsymetrical loading (b) negative
initial stability and (c) combination of unsymetri-
cal loading and negative initial stability.

■1. The Inclining Experiment, showing the method
used to obtain the position of tiie center of gravity
of a vessel.

5. Construction of statical stability curves for a vessel
at various drafts and with various positions of the
center oi gravity; correction of the curves for verti-
cal and transverse shifts in the position of the center
of gravity.

6. Effect of form (beam, freeboard, coefficients, etc.)
on stability.

7. Free surface, showing the effect of free surface of
liquids on stability at small and large angles of in-
clination.

8. Flooding with free communication with the sea;
without free communication; effect of intact buoy-
ancy; effect of surface and volume permeability.

9. Trim demonstrations, including:

(a) Calculation of drafts after longitudinal shifts

of weight.
( b ) Loading and discharging.

(c) Effect of the position of the tipping center
(center of flotation) on trimming moments.

(d) Effect of out-of-trim conditions on displace-
ment readings,

(e) Loading so as to change draft at one end only.

( f ) Effect of trim on transverse stability.

In addition to the above routine experiments, the
Cadet-Midshipmen are encouraged to conduct their own
experiments on any phase of ship's stability or trim which
appeals to them. This practice proves particularly interest-
ing and valuable to the Cadet-Midshipmen.

Typical Demonstration

The following demonstration is reproduced here in
order to show how the demonstrations are conducted and

Demonstration II — Free Surface
Displacement Condition 2{c)

Displacement: ISOO lbs. KG: 14.4 inches

Correction to Righting Arms
10°— 0.42 50°— 1.85
20°— 0.83 60°— 2.10
30°— 1.20 70°— 2.27
40°— 1.56

Assumed KG: 12.00
Actual KG: 14.42
GG' 2.42

(Please turn to page 88)

FEBRUARY • 1941

Page 5!

--With The

Port Engineer of the Month

LDS ANGELES

GEDRGE W. CURRAN

OF AMERIEAN PACIFIC STEAMSHIP CD.

George W. Curran was born in San Francisco and
went to school in San Francisco and Richmond. He
served his apprenticeship in the Berkeley shops of Byron-
Jackson, and spent the years from 18 to 22 on all types
of machine tools and erecting.

At 22 George went to sea with the Pacific Mail (later
became Dollar Line) and sailed on the first of the
President Liners, President Pierce (passenger and
freight) as oiler and water tender. His second ship was
the freighter West Holbrook. then back to the President
Pierce as refrigeration engineer and licensed junior en-
gineer. His chief on the Pierce was Jack Penberthy, now
with the Bureau of Marine Inspection and Navigation
in Honolulu.

At 24 he moved on to the Grace Lines' West Kasson
under the well-known chief engineer, E. T. Senter, now
marine superintendent of that line. Later when the
freighter IFej/ Kasson changed its name to the Cuzco,
George sailed as 3rd assistant and finally 2nd assistant
where he remained for one year. Then with Union Oil
on the tanker Los Angeles for 1 }/^ years as 3rd assistant,
2nd assistant and then 1st, his chief being Louis Eakins,
now with the Maritime Commission in San Francisco.
For the next five years with Grace again on the tanker
Nora as 1st assistant and chief. After the Nora was sold,
he had the freighter Coya for two years and Charcas for
another two years.

The next phase was spent on the eastern coast where
he joined the crew of the new C-2 (one of the first C-2s)
Red Jacket, which later became the Santa Monica, for

In October 1941 George returned to the West Coast
and joined Bethlehem Shipyard as marine machinist
supervisor on new construction, where his job was on the
installation of machinery in destroyers, and he transferred

to repair in 1942. He remained at Bethlehem until Sep-
tember 1944 at which time he went with American
Pacific. Here he became marine superintendent and had
as his superior Paul V. Gaudin, Superintending Engineer.
His next promotion made him Assistant Superintendent
Engineer, which job he holds today.

George Curran is mighty popular down Los Angeles-
Long Beach Harbor way and is very well liked and re-
spected by all marine men. He is a very active member of
the Society of Port Engineers and I can't think of a sin-
gle meeting that he has missed.

JOE miVil ELECTID

I

JOE WOSSER. ne.
president o( Socit
tv of Port Eng

He succeeds L(
nard E. Land,
who h.

ed by hi:

pany to San Fr

Page 52

PACIFIC MARINE REVIEW

Port Engineers -

HERBERT MOIIliE ELECTED
PUGET mm PORT EiliER
PRESIDENT

The Society of Port Engineers of Puget Sound elected
Herb Moore, Matson Navigation Company, as its presi-
dent for 1948. Sidney R. Smith, American Bureau of
Shipping, was named vice-president, and Alex Stewart
was unopposed as secretary-treasurer.

Mickey Felton, Alaska S.S.; J. W. Elkins, Board of
Marine Underwriters; and Howard Lovejoy, Puget Sound
Freight Lines; were elected to the board of governors.
Merle Johnston, Olympic S.S., was named a member of
the board to fill Moore's unexpired term.

Al Mades, Pacific Marine Review, disguised himself
as Santa Claus for the Christmas portion of the evening
and distributed the presents. A feature of the program
was movies taken at the port engineers' picnic a few
months ago. These films, taken by Quent Herwig, Marine
Service, were shown by Howard Lovejoy.

Louis Dial, ATC, spoke briefly regarding his inspec-
tion of the wreck of the Clarksdale 'Victory.

E.

New Assistant SupHrintendiiig Eiigineer
of A P L at San Francisco

George Jackson

Port [ngineer of The Month

SAN FRANCISCO

GEDRGE JACKSDN

DF AMERICAN PRESIDENT LINES

'With a seagoing career of 27 years chalked up in his
"personal logbook, " George Jackson, who today is super-
intending engineer for American President Lines, came
ashore in 1942 to become assistant to the man he has
now succeeded.

Born in 1890 in San Francisco, George Jackson's first
trip to sea was in 1915 for the old Pacific Mail Line.
Later with the Dollar Line, and then for American
President Lines, Jackson continued to serve as a marine
engineer until May, 1942.

At that time he left the sea, but did not leave ships,
when APL picked him for the post of Assistant Superin-
tending Engineer with headquarters in San Francisco.
In this job, Jackson served under the veteran and colorful
John Jacobsen. Upon Jacobsen's retirement at the end
of 1947 George Jackson was promoted to the top APL
engineering post — Superintending Engineer. His oflSce
is at Pier 44.

Jackson's first job at sea was as oiler on the famous
old Pacific liner, Korea. Sometime later he shipped on
the Manchuria, which afterward was renamed President
Johnson. His first berth as chief engineer was on the
President Lincoln in 1921. He also has been chief on
the President Pierce, President Jackson, President Taft
( old ) , President Hayes ( new ) , and President Polk
( new ) .

FEBRUARY • 1948

Page 53

Frank Cavanaugh

mm cm^^ucH SPONSORS
[J.-LB. [lEcm im^i;

The

Janua

"/

meeti

g of th

e L

OS Angeles-Long Beach So

ciety

of

ort

Eng

neers. spon

sored by the Frank Cava

nauc

h Ma

chi

ne W

arks, inc

luded the election of officers

New

offic

ers

and

director

ar

e: President— Leonard Lan

ders

Ame

ica

n Pre

ident Li

nes

since resigned); Vice-presi

dent

—Joe

W

Dsser.

Matson

Na

ligation Co. (since elected

pres

dent)

Se

creta

y-treasu

rer-

-Bert Hale, Marine Solvents

Serv

ce Corp

Vic

secreta

fy-t

easurer-G. "Alex" Robin

son

Long

Be

ch M

arine Re

pai

Co.; Directors— Glen Gul

.in'and G

eor

ge Ct

rran. A

can Pacific S.S. Co.; M. H

Kell

V, Ric

tifie

Id Oil Corp.;

Da

Dobler (Board Chairman)

The

Texas

Co

• : C.

V. Pete

rson

The Texas Co.; and Fred

Corde

. Deco

hil

Shipping Co.

Shown in the above photo are left to right: Frank Cava-
naugh. Cavanaugh Machine Works; R. Risher. Asst. Mgr.,
Construction & Repair on Navy Tanker Conversion, Stand-
ard Oil of New Jersey; Bill Anderson, Keystone Shipping;
Andy Ells, San Francisco, Pacific Coast Division, Maritime
Commission; Dan Dobler, Texas Oil Co. Joe Hare Mari-

Stc

Com
art Sn

Ma

Curi
anaugh Machine Works; Bert Hale

Solv

Followii

attend

lengthy

g the invitation to the I
ind report the meetings
technical coverage of the r
provitjed than has heretofo

ts Co

life Mar
thout lir

Stewart Small

Annual Banouet of Society of Port Engineers of Puge
Sound held in Seattle January 14. Left, front to back
L. D. Beardsley, Todd Shipyards Seattle Division; Mrs
A. E. Farr; Robert G. Zener, Gen. Mgr., Todd Paclfi
Seattle Division; Mrs. L. D. Beardsley; Lynton Jordan
Pacific Tankers, Inc. Right front to back: Philii
Spaulding, Todd Shipyards Seattle Division; Mrs
Robert G. Zener; A. E. Farr, Todd Shipyards; Mrs
Philip Spaulding; Al Copp, Northwest Ship Repair
Right, background: Gil Ackerman, Operations Mgr.
American Mail Line.

Page 54

PACIFIC MARINE REVIEV

Water Treatment in the Marine Field

lly nil. II. L- ULMlili

TRcliiiical lliructur, Puwer CliHinicals llivisioii

L F. Ilrew S- Compaiiy, Iiiu.

Dr. R. C. Ulmer has had wide and varied experience in the
tifld of chemistry, especially that concerned with power
pl.ints. Following the receipt of his AB degree at Ohio State
University, he was employed by the Columbus & Southern
Ohio Electric Co. in 1930. A Fellowship at Ohio State Uni-
versity was followed by the receipt of his PhD. degree after
which he was employed by the Detroit Edison Co. In the
Chemical Division of the Research Department of this com-
pany he had experience with the diverse problems involved
in the operation of power plants. In 1915 the author joined
E. F. Drew & Co., Inc., as Technical Director of the Indus-
trial Department. He is at present in charge of all water
treating problems and research and development of water
treating products for that company.

Dr. Ulmer is the author of many technical papers and
holds membership in the following technical and engineer-
ing societies: The National American Chemical Society and
The Chemists Club of New York. American Society for
Testing Materials, American Society of Mechanical Engineers
and the National Association of Power Engineers.

Great advances have been made in recent years in
water conditioning and it is no longer necessary to toler-
ate just fair conditions in marine boilers. Scale and cor-
rosion-free boilers and steam of very high quality are
rightly to be expected from good water treatment. In
er to accomplish these objectives, a proper water treat-
ment must be selected, but just as important if not more
so, the treatment must be controlled and used properly.

'Delivered before the Sa,

Boiler Design

Although it is realized that boiler design has much to
do with water treatment problems, this subject is not
dealt with in this article since an article itself might be
written about this problem. Boiler design may have a
tremendous effect on carryover, bad circulation of water
and steam, etc. The latter difficulties may lead to overheat-
ing and tube failures. Fortunately if a treatment will work
for one type of boiler it will work for another type in
general or at least treatment can be modified slightly so
that it will apply. The same is true of operating pressure
and operating characteristics. That is, only a slight modi-
fication of a basic treatment usually is required to meet
the situation.

Objectives of Water Treatment in Marine

Industry

The problems in the marine field are essentially the
same as those in the industrial field with the exception
that they are aggravated somewhat by salt water con-
tamination. The chief problems encountered are:

1. Scale and Sludge.

2. Corrosion and caustic embrittlement.

3. Foaming and priming or carryover.

Corrosion

Corrosion difficulties in the boiler can usually be
iFU-tise turn to page 98)

Left to right: R. C. Ulmer,
technical director; Norman
McLeod, service engineer;
Jack Churchill. Pacific
Coast manager; J. J. Lewis,
service engineer; all of E.
F. Drew & Co.

FEBRUARY • 1941

Page 55

TRRD£

RcK- U. S. Pat. Off.

FOREIGN Tlil\D[ im

By ROBERT H. WYLIE, Port Manager

Editor's Note: For years San Francisco export-import
interests have been endeavoring to get governmental
approval for a so-called foreign trade zone; that is, an
area to which commodities may be imported and sorted,
processed, mixed or stored and then re-exported without
the payment of customs duty until such time as they
may be brought "into the country" by delivery beyond

The sketch shows the layout of Pier 45 with the
boundary of the initial Foreign-Trade Zone area in-
dicated both from the standpoint of the technical or legal

the boundaries of the zone. New York and New Orleans
have such zones, and San Francisco is now awaiting
final approval by the Foreign Trade Zone Board to
plans already approved in a preliminary way. This final
approval is expected at any moment. General Wylie has
had an important part in bringing this project to fruition.

boundaries and of the fence which is the physical bar-
rier. Obviously the free zone area including water is
appreciably larger than the land area which is enclosed

San Francisco Pier 45— Site of
proposed Foreign Trade Zone.

Page 56

PACIFIC MARINE REVIEW

but it also comes under the designation of Foreign-Trade
Zone territory so that the boundary is the legal line on
water or land which separates the Zone from U. S.
Customs territory. This fact must be thoroughly under-
stood to appreciate the difference between a Foreign-
Trade Zone and any form of bonded warehouse or storage
facility. For security reasons (proximity of the inner
portion of Berth B, Pier 45 to Fishermen's Wharf area)
no attempt will be made to use this berth for ships
bringing carg(5 to the zone. It was first contemplated that
the doors leading on to the apron would be .sealed but
it was later determined desirable to place the fence on

operation of the Zone. It will be noted that this area will
permit loading of cars on the low level tracks to the
east of the shed or on the high level tracks to the west.
Trucks may be loaded either inside the shed or outside
on either side. The fence around the area will be patrolled
by Customs' Guards to prevent unlawful passage of
goods from the Zone to U. S. Customs territory. It should
be pointed out that the presence of these guards and of
this fence will not prevent the use of the pier for busi-
ness other than foreign trade zone activities although
it is hoped that the zone will be so active that outside
business, other than Foreign Trade Zone, need not be

Pier 45. The Zone layout is the
shaded area. Compare this
sketch with the photo on page
Si and note that the ship in the
photo would stand along the
top of this sketch and within
the Zone.

PIER "45
FORtiGM Trade Zone

Son Francisco, Co\iforr,i9

ithe outer edge of the apron thus permitting the use of
this additional space for storage or processing of com-
modities that do not require protection from the weather.
This will materially increase the operating space avail-
able although it must be noted that one of the two rail-
.road tracks on the apron must be kept free in order to
Ipermit switching cars to berth D.

! Shed D, and the apron alongside the shed, will be the
{ship berth for the zone. This will accommodate one large
ivessel as there is sufficient space to accommodate the
largest cargcj ships in operation, or two vessels of the
Coaster type. Several of the doors in the southeast por-
'tion of Shed D will be open and available for direct
Sloading to cars on a low level track. The doors in the
;northeast area of Shed D will be sealed since it is not
'practicable to put a fence between these doors and the
structure of the car float slip. Should volume of business
warrant the inclusion of additional space on Pier 45 into
the zone, one proposal contemplates the removal of this
slip which will not only give considerable additional
space but will make possible the opening of all the doors
on that side of the shed.

Shed B will be used primarily for storage and manipu-
lation of goods in the zone. In this shed there will be the
offices of the Zone, U. S. Customs and of other tenants
Isuch as packers, cleaners, sorters, bottlers and other
'businesses that may have work in connection with the

encouraged. The area of some four acres, judged by some
standards, does not appear large but it is adequate to care
for a very considerable volume of goods and when there
is an indication that its capacity will be exceeded the Zone
may be expanded — first by taking in the remaining sheds
A and C, then filling in the space where the car float
slip is now located and then expanding into the area on
the landward side of the pier until we would have some
20 acres of useful area.

It will require some considerable time to get the activi-
ties under way to the extent that we may determine what
the trade will actually be, but it is imperative that all
of those interested in the success of the Zone and of the
port and world trade in general, realize that a foreign
trade zone is a little known institution. It is essential
that an active promotional and educational campaign be
carried on in order to develop business for the Zone
not only in order that it might be used but because of
the stimulating effect it must have on commerce.

In New York and in New Orleans where the zones are
in operation, a number of uses have been developed but
undoubtedly there are scores of operations that would
prove profitable or advantageous in such an establishment.
It will require energy and imagination to explore the
possibilities and develop new business. It is unlikely that
the Zone will take any business away from any existing
agencies. Therefore, it is a challenge to the ingenuity of
the pro-zone enthusiast to go out and get new business.

FEBRUARY • 1948

Page 57

HOW U. S. EXPORTS

HAVE BEEN FINANCED

1919-1947

(SCALE IN BILLIONS OF DOLLARS)

U.S. lOUS. CKEDirS.
( GIFTS

^

DIAL U. S.

OPORTS

■

■

■

■

i

7.4 ^^^^^^B

p©

|n .,Ai^.o

6.7 6.7

6.6 ^^^^^Bl^^^

Sfl

^^^^^1

k2^^^M^HH

1^

5.0

5.2

■

, -1/, ''

O

3.4'3.6

1

2.5

2.5

A

V

(P^^0^^^^^^^^^^^^^^^i^iQ^Q^QiO^^Q)

BRAOSTREET ESTIMATE

THE ABOVE chart prepared by Dun & Bradstreet
gives a comprehensive picture of our balance of trade.

Prior to 1942 the goods exported from the United
States were largely paid for by imports. In many of these
pre-war years all exports were balanced by a corre-
sponding volume of imports; in some years exports were
partly financed through loans and credits. Since 1942
over 50 per cent of all exports have been sent out as
gifts or have been financed through loans and credits.
Since the end of the war these gifts and credits exports
have declined largely as a result of the virtual termina-
tion of lend-lease. With the sharp curtailment of lend-
lease the volume of total exports declined but continued
to be well above the level that existed from 1919 to
1940.

The 1947 estimate of exports is based upon U. S.
Department of Commerce data covering the first ten
months of 1947. In each of these ten months the ex-
ports of merchandise have been well above the corre-
sponding 1946 levels. While the total volume of goods
sent abroad in 1947 is greater than in 1946, the volume
financed through loans, credits, and gifts has been
declining.

The huge volume of exports during and after the
war, while representing about 8 per cent of total United
States production, constituted an enormous outlay in
terms of goods and services. Part of these exports were
paid for by imports of commodities and part were
financed by the liquidation of foreign holdings including
gold. Despite these payments, there was a considerable

portion of all exports that were not covered bv anv imme-
diate return.

Shipments of gifts on which no future return was
anticipated represented more than half of the exports
that were not paid for by imports or by liquidation of
foreign holdings during and after the war. The remain-
ing exports that were not sent as gifts and were not
covered by any immediate returns were financed through
credit.

In addition to numerous gifts from individuals and
institutions, there were Government donations to
UNRRA, shipments of civilian supplies to occupied
countries, and lend-lease shipments. While lend-lease
was originally planned to be conducted on a loan basis,
the Government has since listed it as a unilateral trans-
fer which is the same as a gift.

Most of the credit has been extended for exports since
1941 has been obtained from Government sources, for-
eign bond issues placed on the domestic markets gen-
erally have not attracted any large amounts of private
capital. Loans from the United States Government, the
International Bank, the Monetary Fund, and the Export-
Import Bank have enabled many countries to purchase
commodities from the United States. The International
Bank took over the function of the Export-Import Bank
to provide long-term reconstruction and development
loans in May 1947. The Monetary Fund made dollars
available to foreign countries for the first time last
Spring.

Page 58

PACIFIC MARINE REVIEW

mm mm tk^dek!;
m^ numm

When Maitland Pennington began his campaign for
(irtianized sales effort for the promotion of Pacific Coast
pdfts, many of those who heard him were diverted by-
Ins reference to particular instances of export and im-
port percentages. So the Junior World Trade Assn. of
San Francisco listened with keen interest to the explana-
iioii of such cases when he addressed its January meet-
ing.

Out of this and other meetings with shipping groups,
it is hoped that a program of aggressive advertising of
Western ports will come, and that the advantages of such
ports will more than offset the fear of labor troubles
which other ports are using in their own sales efforts.
The Junior traders are following all developments with
the usual alertness.

U. S. COHMERCIM COMPAQ QUITS

The U. S. Commercial Company, a subsidiary of the
Reconstruction Finance Corporation, is rapidly going out
of business and expects to close down about March 1.

The Company's work in Japan and Germany — han-
dling the exports of these countries — terminated on
December 31st. The only exceptions are silk and textile
contracts that require more time to complete. A S.C.A.P.
Foreign Trade Office has been opened by the Army to
aid shippers interested in Japan.

The San Francisco Office of USCC has terminated its
purchasing, warehousing and shipping of merchandise to
the Ex Japanese Mandated Islands of the Pacific. The
Company has been supplying over one hundred trade
stores in the Marianas, Carolines and Marshall Islands
with just about every commodity one would expect to
find in the old fashioned country store. These trade stores
are run by the Natives themselves and goods are paid for
in U. S. dollars which the Natives have accumulated by
working for the Navy Military Government, gathering,
sacking and selling copra and seashells and producing
Native handicraft. USCC bought these commodities from
the Natives, then shipped them to San Francisco where
they were sold to the local trade. Any surplus from sales
was returned to the Islands.

The Island Trading Company of Micronesia has been
formed in Guam by the Navy to take over the work of
USCC. Their local representative is F. H. Tillotson, Vice
President, with offices in the Naval Supply Center in

FEBRUARY • 1948

s'I'i t ■

Top— Arthur F. Burns, Joseph Harper, Barney Jager, Robert D.
Hudson, Maitland Pennington. Center— Mortimer Gussett, V/m.
J. Griialva, Stewart M. Wellhouse, Jannes R. Leiand, Alan Logan.
Bottom— Dennis M. Ryan, Stanley W. Mobbs, Wayne Hamilton,
Joseph B. Carroll, Wm. W. Olheiser.

Oakland. Frank Howland, Chief of USCC's San Francisco
Office, and Harry Gunther, Assistant Chief, are returning
to private business.

Export Exam: •

Examining Prof.: "Give the amount of coal exported
in any one year."

Student: "1942 — None!"

TRflDf

Page 59

New Import Regulations Announced
For Netherlands Indies

Because infringments of the Netherlands Indies For-
eign Exchange regulations have increased extensively in
the past months, a new ruling has been imposed, effec-
tive February 1, 1948, requiring importers to obtain a
certificate issued by the Department of Economic Affairs
showing that the importation of such goods is in con-
formity with the foreign exchange regulations of 1940.

Smuggled goods and smuggled money into the Indies
have resulted in the importation of steadily increasing
quantities of inferior goods and "complete rubbish" sold
in the country at "fancy prices", the announcement de-
clared. The new measure aims at a more effective super-
vision of the present foreign exchange regulations.

To obtain the certificates importers are requested to
supply all details relative to proposed imports to the
Bureau for the Supply of Goods, Department of Econom-
ic Affairs, No. 8, Molenvliet West, Batavia, Java, issuers
of the certificates.

The following extenuations of the regulations have
been provided so that importers' difficulties may be ob-
viated as much as possible;

During February and March, exchange permits issued
before February 1, 1948, may be substituted for the
certificate. But after March 31 the certificate must be
produced at the Custom House even though the permit
was issued prior to February 1.

In cases where permits are issued after February 1, the
certificates will be granted with the permits.

Regulations for certificates described above do not
apply to parcel post packages, travellers' luggage, com-
mercial samples, etc. A separate regulation for these will
be announced later.

1948 Officers of Foreign Trade
Ussociation of Southern California

At the annual meeting followed by a directors
meeting of the Foreign Trade Association of South-
ern California the following officers and directors
were elected for the year 1948:

Chairman of the Board, F. H. Beeman, A. T. &
S. F. Railroad; President, S. J. Hindle, American
President Lines; 1st 'Vice President, Philip Stein;
Customs Attorney; 2nd Vice President, Roland C.
Stevens, Transmarine Navigation Co.; Secretary,
Manuel Avila, Attorney; Treasurer, A. M. Gaines,
Farmers & Merchants National Bank.

Directors: R. D. Blanchard, Norman Dunnavant,
Michael Harris, Norman Hewson, Stanley Lindo,
T. R. Mojonier, H. W. Peterson, Alden T. Ross,
T. R. Stetson.

Executive Secretary, George Spillenaar, and As-
sistant Secretary, Dorothy P. Jackson.

BOOK REVKW

DICTIONARY OF FOREIGN TRADE, Revised

Edition, by Frank Henius, Foreign Trade Counselor; pub-
lished by Prentice-Hall, Inc. Price SIO.OO (special dam-
aged copy price) ; over 1,000 pages; 6" x 9".

An invaluable reference book on foreign trade, this
volume contains concise explanations of foreign trade
terms, usages, practices, abbreviations, techniques and
procedures. The material is arranged in alphabetical or-
der and covers all aspects of foreign trade including buy-
ing, selling, importing, exporting, packing, shipping,
banking, invoicing, customs, and insurance. Also included
are a compilation of 3,000 abbreviations in English,
French, Spanish, and German, and 300 Foreign Trade
Forms.

foreign Trade Zone for los Angeles? IRMII TO m\i BV businessmen

The Board of Directors of the Los Angeles Chamber
of Commerce adopted the following recommendation:

"That the Board of Directors of the Los Angeles
Chamber of Commerce favor the establishment and
operation of a Foreign Trade Zone by the Los Angeles
Board of Harbor Commissioners using the existing
facilities recommended by the Leeds-Fitzgerald survey."

TRflD€

Relaxed regulations governing travel to Japan by
businessmen make it possible to enter Japan for more
extended periods than heretofore. All firms ( except
service firms ) which wish to send representatives to
Japan should make application to Department of Com-
merce Field Offices. Procedures for making such appli-
cation remain the same as those already in effect for
businessmen going to Japan to buy or sell goods. Pur-
poses of travel may now include purchase or sale of
commodities, investigation of investment possibilities,
or seeking restitution of property held in Japan before
the war. For the present the same application forms
should continue to be used; firms wishing to seek resti-
tution of property should indicate, in connection with
their statement of purpose, the nature, location, and ex-
tent of such property. New application forms are being
prepared and will be distributed in the near future.
Service firms will continue to make application to the
Department of State.

■'age

60

PACIFIC MARINE REVIEW

Uarine Insurance

The London Letter

By Our United Kingdom CorrespDndent

The Insurance Horizon

E. B. Ferguson, general manager of the Phoenix As-
surance Company, Ltd., London, recently made a tour
of the United States and the British Empire, and reviews
the insurance position as follows in a report to the In-
surance Institute of London:

One cloud rises from the political philosophy widely
entertained today, that insurance is a service to the com-
munity, one which, having been brought by free enter-
prise to its present state of efficiency, can now well be
made the subject of State monopoly. I do not imply that
the principles upon which insurance has been developed
t(i its present-day immense influence and prestige, are
identified with any special political or economic theory.
Such principles as the contributions of the many meet-
ing tlie losses of the few can, from the sociological
viewpoint, effectively be carried into operation by the
State itself. War Risks, insurance and national insurance
. schemes making basic provision for unemployment, sick-
ness, and old age, are cases in point.

But we are entitled to claim that where insurance
service, in relation to economic activity or to personal
and individual needs, is provided by free enterprise it
makes a notable contribution to all that we, in the Eng-
lish-speaking world, regard as the privileges enjoyed by
free men in a free society. It is, perhaps, excusable for
the layman to indulge in rather shallow thinking on this
point. We are engaged in a profit-making enterprise, and
io many who are on the outside, the making of profits
seems an easy matter. He does not see the multitude of
transactions and the judgment exercised in each of them
that goes to make up the final result. He is in no real posi-
tion to assess the unresting efforts that are made in the
field of risk improvement, nor the unceasing control exer-
cised over expenses. Often it is the manner in which his
claim is satisfied that provides the measure by which
he judges the suitability of his particular insurer, and
possibly by which he may praise or condemn the business
as a whole.

We know full well how much more there is in it than
this. Insurance is an essential individual service. That
service extends word-wide to give its protection and aid
at every point.

The idea that it can be laid on from a central source,
like gas or electricity or the telephone, and that payment
of the required charge will produce a standard cover
varying not at all between one individual and another, or
one commercial or .industrial enterprise and another.

ignores this element of personal care, and calls for our
unceasing vigilance and refutation at every opportunity
t)pen to us.

Mr. Ferguson further stated that the great justification
of the British insurance system was that it was sensitive
to the new challenges it had to face, and that it had,
within itself, the power of adaptation and progress in
a changing world. In the United States the insurance in-
dustry would develop out of the present strains greater
financial strength and increased underwriting skill.

Government Ownership

While the insurance industry in the United Kingdom
has received from leaders of the Socialist Government an
assurance that there is no intention on the part of the
part of the present Government to nationalize insurance,
no politician can bind his successor. It is clear, therefore,
that one cannot prophesy whether insurance will be
allowed to develop on its present lines, or will be poli-
tically revolutionized. This was the theme of Major-
General Sir Claude F. Liardet, presiding at the annual
meeting of the Corporation of Insurance Brokers, held in
London.

Would their sons and grandsons buy their insurance
and the insurance of their firms at a post office. Sir Claude
Liardet asked. That, he maintained, was no idle fantasy,
as there were numerous fantatics who thought that that
could be achieved with advantage. Insurance brokers
must give the fanatics no grounds for demonstrating that
they could improve the efficiency of a service which had
been operating under private control for many cen-
turies.

British insurance represented security — and that was
why such an enormous volume of foreign insurance was
effected in the home market. But there was more than
that — the cost must be commensurate with the cover, or,
more simply, the policy must be good value for the
premium. That was not solely the concern of insurers.
The brokers formed an integral part of the distributive
system, and provided an essential link between producers
and consumers.

Today, the insurance broker saw a tendency towards
nationalized industries running their own insurance risks
or sidetracking the broker when renewing their insur-
ances. The broker had shown his worth in the past. He
must consolidate his position, know his job, provide
service, and he must be a man of substance. The principal
aim of the Corporation was well known, namely, to secure
the efficiency of the broker and all that was implied
therein.

"There are many influences at work which sooner or
later are bound to have an effect one way or another on
this great business," Sir Claude continued. "The search-
(Please turn to page 89)

FEBRUARY • 1948

Page 61

ymiralty Decisions

By HARDLD S. DDBB5 «/ ^-^^ Francisco Bar

Pier Watchmen Claim Entitled to the Benefits
»f Fair Lahor Standards hd

DURING THE LAST FEW YEARS, various groups
of employees in varied fields of endeavor, have in-
stituted actions against their employers, both past and
present, alleging failure to comply with the Fair Labor
Standards Act. Of course, their purpose in bringing
such suits is merely to obtain overtime compensation at
the rates prescribed by the Fair Labor Standards Act.
In most cases, the suits covered claims for a period of as
much as four years in the past. It is easy to understand
the consternation of the average employer when faced
with such a suit, without having had any prior notice
of the possibility of such claims. In some of these cases,
the judgments in favor of the employee on behalf of a
representative group, would or could, bring bankruptcy
to the employer named because of his inability to foresee
the possibility of such a claim.

In New York very recently, two employees of a pier
construction company, instituted actions on their own
behalf and also in a representative capacity, for all other
employees similarly employed, to recover alleged over-
time compensation, liquidated damages and counsel fees
under the Fair Labor Standards Act. The action is en-
titled Philip Tinyes, et al r. J. Rich Steers. Inc., et al.
Under the penalty provisions of the Fair Labor Standards
Act, the employer is liable for the overtime compensa-
tion plus an equal amount as liquidated damages, in addi-
tion to counsel fees, when it is subsequently found that
he has violated the Act. The lower court adjudged that
plaintiffs' duties fell within the provisions of the Fair
Labor Standards Act and the matter was referred to a
referee in order to determine the total sum due the
various employees. The case was appealed and it is from
that appeal that I make this report.

At the times in question, various plaintiffs were em-
ployed by defendant as "steam and "land" watchmen in
connection with the construction of two shipbuilding
dry docks, piers and other related work in and about the
New York Naval Shipyard at Brooklyn, pursuant to a
government "cost-plus" contract. It was admitted that
plaintiffs were not engaged in the production of goods.
Their activities were confined principally to the pro-
tection of their employers' undertaking. The "steam"
watchmen were required, among other things, to place
warning lamps and signals on various work boats used
in the project; to watch tie-in lines of boats and to adjust
them with the flow and ebb of the tide; and to siphon
out dangerous amounts of water which accumulated in
such boats. Included among the duties of the "land "
watchmen were such tasks as placing warning lamps
and signals at various cross streets where the building
operation was conducted and on docks, piers, boats and

railroad tracks; to control and direct traffic at the cross-
roads upon the approach of railroad trains within the
shipyard proper and at both ends of a suspension bridge
when it was elevated to permit boats to pass through;
to place lamps and signals upon extension piers; and to
guard and adjust mooring lines of concrete barges and
divers' scows.

The burden was upon the plaintiffs to establish that
they were engaged "in commerce ' within the meaning
of the Act. Warren-Bnuishair Drilling Co. is. Hall, .t17
U. S. 88. The term "commerce ", as used therein, is defined
to mean "trade, commerce, transportation, transmission,
or communication among the several states or from any
state to any place outside thereof. " 29 U.S.C.A. sec. 203
(b). The test to be applied "is not whether the em-
ployee's activities affect or indirectly relate to interstate
commerce but whether they are actually in or so closely
related to the movement of the commerce as to be a
part of it. * * * It is not important whether the em-
ployer * * * is engaged in interstate commerce. It is the
work of the employee which is decisive.' McLeod vs.
Threlkeld, 319 U. S. 491. Activities which may "remotely
affect interstate commerce" are not included within the
scope of the phrase "in commerce. " Stoike is. First Na-
tiottal Bank of City of New York. 290 N. Y. 195. 202.

The court concluded that the plaintffs who are the em-
ployees in this case, failed to sustain their burden of
proof. While their activities may have indirectly affected
commerce in the sense that they tended to lessen the
likelihood of interference with river traffic which might
possibly result if work boats were to capsize or break
free of their moorings, or if they failed to display proper
anchor lights between sunset and sunrise, such activities
did not bring the "steam " watchmen into the stream of j
interstate traffic. The evidence failed to show that they j
were closely or intimately related to such traffic as to
be a part of it. The incidental and purely negative effect
upon river traffic which might have followed their im-
proper discharge of duties, was not at all related to
interstate commerce. The activities of the employees in
this case were purely local in character and therefore
did not come within the provisions of the Fair Labor
Standards Act.

The court also found that the same rules and views
would be applicable to the "land " watchmen because the
streets and bridge over which they controlled traffic were
part of the work project, and when the work was com-
pleted, they became an integral part of the Navy Yard.
Their work did not require them to engage in the re-
pair or maintenance of an instrumentality of interstate
commerce.

The lower court's order was reversed and the watch-
men's complaints were dismissed.

Page 62

PACIFIC MARINE REVIEW

Sovereign Immunity — The Martin Behrman Case

I'ndcT the laws of rhc railed St.itts and iitlicr oiun-
tries as well a sovereign government recognized by the
United States, is entitled to immunity from suit upon
(he request of the ambassador or suitably recognized
(.onsul officer. The rule is an outgrowth of the theoretical
Mixereign and unimpeachable right of a government as
Mich, to make laws and set up rules of conduct for its
subjects without giving up any liberties of its own unless
It deems it necessary or advisable to do so. I might say
that it is a rare thing nowadays to have a plea of sovereign
immunity entered in cases pending before the courts of
this country and others, because in most cases where a
plea of sovereign immunity would be recognized, the
government involved considers that from a political and
business viewpoint, it is better to recognize a just debt
or recognize a just difference of opinion with reference
to a claim or debt, and not brush it off by a plea of
sovereign immunity.

During the month of November 1947, the plea of
sovereign immunity was introduced in a case pending in
the United States District Court of New York entitled
lihrandtsen Company. Inc., as Chartered Owner and
(operator of the American Steamship Martin Behrman,
jud as Bailee of Her Cargo, etc. vs. Netherlands East
Indies Government, et al. After the surrender of Japan
111 August 1945, and the withdrawal of the Japanese
from the Dutch East Indies, an armed movement seeking
independence for a "Republic of Indonesia" began, and
was opposed by force by the Government of the Nether-
lands. Early in 1947, libellant Isbrantsen Company, Inc.

chartered the American Martin Behrman. owned by the
United States Maritime Commission on bareboat charter
and sailed her with a cargo to Cheribon, a port in Java
under control of the "Republic of Indonesia." The cargo
having been discharged, the vessel loaded an outward
cargo and sought to depart, but was intercepted by a
Netherlands warship and conducted to a port under the
control of the Government of the Netherlands Ease
Indies, where the cargo was removed from the vessel.
The operator of the vessel thereafter filed a libel in the
Federal Court of New York, claiming damage for inter-
ference of the voyage and the improper removal of the
cargo in the sum of over three million dollars. A claim
of immunity was thereupon presented to the court by
the Attorney General acting upon the request of the
Acting Secretary of State.

The request of the Netherlands East Indies was con-
tained in a communication to the Acting Secretary of
State, in which the Netherlands Ambassador stated that
the Netherlands and the Netherlands East Indies are
parts of the Kingdom of the Netherlands, which is a
sovereign state and has in no way given its consent to
be sued in the manner before the court in any court of
law or admiralty in the United States of America either
in respect to the Kingdom or any of its constituent parts.

The court felt bound to recognize the suggestion of
immunity in accordance with the cases of Compania
F.spanola vs. Nevemar, 30.^ U. S. 68, and Mexico vs.
Hoffman. .324 U. S. 30. Respondent's motion for im-
munity was therefore granted and the motion of the
libellant for a default decree was denied.

TUNA CIIPP[R SAFETV R[0UIR[M[NT8-(Cont.)

By IJAVIII W. IJICKIE

Editor's Note. — Mr. Dickie has prepared an outline
of rule interpretations and the reasons for rule changes
which he has encountered in his work with insurance
underwriters. The first part of his article, dealing with
Safety Requirement Rules 1 to 9, was published in the
January Pacific Marine Review.

No. 10 Wing Athwartship Doors

The wing athwartship doors to the upper
engine room on the main deck to be water-
tight on both wood and steel boats. The sill of
the door to be 18" above the deck.

The house on the main deck in which the galley is
located does not extend to the ship's side. The ship's side
extends up to the boat deck enclosing a space along side
of and aft of the galley. The after end of the enclosed
space between the ship's side and the bait boxes is open.
On some boats an effort has been made to close the after
openings with tonnage doors.

The forward end between the house and the ship's
side has been closed with what has been designated a
wing athwartship bulkhead, usually bolted in place so
machinery can be removed. The doors on each side
through the wing athwartship bulkheads have been desig-
nated wing athwartship doors.

There is not space at the moment to mention all the
various ways the sea gets in, runs along the alleyway
and over the sills of the wing athwartship doors. Origi-
nally the sills were made 6" high — raised to 10" — to
12" and finally to 18" above the deck in an effort to
correct the trouble. It is impractical to make the sill any
higher. The doors were made in halves (Dutch Doors)
but the fishermen persisted in leaving even the lower
half open.

The proper way to make these doors is of steel in one
piece with a large port hole — fit the door with three
Hydro-Hinges and require that the door be devoid of
iCoiiliiiiied on Page 100)

FEBRUARY • I 948

Page 63

m€RC1fll
CRflfT

THE STEEL m\ CLIPPER

LUCY mu

Under full load conditions, the Ill-foot welded iteel tuna clipper,

Lucy Elena, undergoes her first trial runs in San Diego Bay. The new

vessel, built by National Iron Works, is the largest welded steel tuna

clipper ever built in San Diego.

The largest steel tuna clipper ever built in San Diego,
the 111-foot Lucy Elena has just completed her trial runs
and was delivered to her owners on January 21 by the
National Iron Works, builders of the craft. The new
vessel- was put through her tests by Machado Medino,
port captain at National Iron Works' San Diego plant
and a veteran fishing fleet skipper.

The Lucy Elena was clocked at 98 knots in her speed
tests and this speed was made while the ship was operat-
ing under full load conditions.

The Lucy Elena will fish for the People's Packing Com-
pany and was built for John Balestreri, WiUiam H.
Schmidt, Walter A. Seewald, Julius Cairns, Linwood
Champion, George Bullock, Mark W. Crain, Caesar F.
Pastore, Francis E. Pastore and A. T. Procopio. Balestreri
will be in command of the new ship.

The Lucy Elena is on the raised-deck tuna fishing type,
constructed of electric arc welded steel, with a raked
beam and a modified tuna vessel stern. The vessel is sub-
divided with six transverse oil and watertight bulkheads
and a transom bulkhead, extending to the main deck, a
cofferdam for chain stowage, a forward fuel oil deep
tank, a machinery space, and ten brine wells arranged in
two rows of five each.
Propeller ;

Doran Company 72" x 56", designed especially for
the Lucy Elena by William Lambie.
Hull:

Shell plating is 5 16" steel plate in the engine room
and wherever floors are oil tight. Other floors are Vi"
plate. A 5 16" center vertical keel is provided.

In general the vessel is constructed in conformance
with the rules laid down by the American Bureau of
Shipping.

Page 64

PACIFIC MARINE REVIEW

KORT Miim M w\i m um

I RIAL runs of two newly designed HUM) H.P. tow-
l boats, the ll'w. Phi and the Freedom, have demon-
strated they have 30 per cent more "push power" than
some other craft in the same type of service, and although
the hulls are smaller the additional "push power" is ob-
tained through the use of lightweight, high-speed geared
Diesel engines, improved Kort nozzle efficiency and rela-
tively greater draft than riverboars operated under similar
conditions.

Both vessels now are in service with Dravo Corpora-
tion's Keystone Division, towing sand, gravel and coal
in the Pittsburgh area. The Freedom was launched June
19, and the \Vm. Pitt, July 17.

Tests with the firm's dynamometer barge showed both
craft have "push power " of 34,000 pounds against the
dock and 25,000 pounds at a towing speed of five miles
per hour. Maximum towing efficiency, the designers ex-
plained, is dependent upon "push power" rather than the
amount of shaft horsepower that can be developed.

Effective thrust of the vessels is increased because the
new hull design eliminates the necessity of stern tunnels
which provides additional Kort nozzle area. The shape
of the hull allows increased and freer flow of water to
the Kort nozzles, especially in shallow water. Kort nozzles
surround each propeller and control the direction and
velocity of water passing to, through and away from it.

Each vessel is 116 ft. long with a 27 ft. beam and 10
ft. moulded depth. Draft, with % fuel and supplies, is
7 ft.

Power for each towboat is supplied by two General

Kor« nollles surround the propellers. New hull shape eliminates
necessity of stern tunnels providing increased Kort noiile area.

Motors supercharged, 6-cylinder, 2-cycle Diesel engines
that are controlled from the pilothouse. Both engines
run continuously in the same direction and drive high-
tensile, manganese bronze, four-bladed propellers de-
signed to absorb 500 H. P. each at 700 R.P.M.

The Vl'm. Pitt, and a sistership, the Freedom, recently demonstrat-
ed 30 per cent more "push power" than other vessels in this
service. The new 1000 horsepower boats were designed and built
by Dravo's Engineering Works Division. Improved hull design
and other innovations aro responsible for the increased "push
power" that results in maximum towing efficiency.

FEBRUARY • 194

U(nt\ f^^UfUitm Gn&wt^itcL

by "The Chief"

"The Chief's" department welcomes qpestions — lust write "The Chief," Pacific Marine Review.

CHALK TMKr M APPLIED MATHEMATICS

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Blackboard figures I to 4

THE HDRSE POWER

There are two things that the juniors and even perhaps
the unhcensed men aboard the ship know about the
horsepower. One, that it is 33,000 foot pounds per
minute and, two, that the power of an engine is PLAN/
33,000. We propose to show how these are arrived at
mathematically.

Fig. 1 shows a one horsepower gasoline engine at
about 4000 rpm, an electric motor at one horsepower
1800 rpm, and a horse, all drawn to about the same
scale. This contrast should cause some questions and
perhaps doubts. It is clear only when we realize that
the horsepower is a compound unit (made up of several
factors) and is a rate of transfer or a time rate unit.
It is a rate of conversion of energy, i.e., foot pounds per

minute, just like speed is a time rate of covering distance.
Also shown is the conversion to seconds by dividing
by 60. The interesting thing about this sketch is the
poor horse. He has been dragging this load all day as
indicated by the setting sun. He is covered with perspira-
tion and tears are running from his eyes. It has been all
he could do. Although the holdback load is only 100
pounds it has tired him out. He could easily pull 6 or 8
times this drag for a short haul but 100 pounds is all he
could pull as an all day haul. This illustrates accurately
the origin of the unit of power. In the days of James
Watt who did so much toward the development of the
steam engine, the horse was the emblem of strength and
power, and why not rate an engine in terins of what a

Page 66

PACIFIC MARINE REVIEW

horse could do? So they tried out an average horse as
shown in the sketch and arrived at the engineering con-
clusion that he could drag a load which required 100
pounds to pull all day and at a speed of 5.5 feet per
second. This gave the now standard figure of 550 foot
pounds per second.

Note that the foot pound is a unit of energy or work
done, being that of overcoming a force of one pound
through a distance of one foot. The horse overcame 100
pounds through 5.5 feet every second of time. Do not
confuse the pound foot with the foot pound. See Fig.
2. Torque or twist of anything is measured in pound
feet. The twisting effect that an engine applies to a
shaft and also the counter-twist presented by the load
are both measured in Torque of which the unit is the
pound foot.

As indicated in the figure a shaft or drum winding up
a rope will pull up the rope at a rate of speed determined
by the rpm of the shaft. A weight or load on the rope will
apply a resistance to being pulled up and thus the speed
of the rope and the weight in pounds will give the horse-
power of the system and also the relation between torque
times rpm and speed times weight. This relation is
developed in Fig. 2.

The "land-mark" or figure to be remembered is the
3 which is the torque for one horsepower at 1750 rpm.
This is indicated in Fig. 3 where also is given a list of
several values of the torque and corresponding rpm, all
representing one horsepower. From this we may know
that the tail shaft of our ship turning at 100 rpm and
delivering 6000 HP has on it a torque of 52 J/^ times
6000 or 315,000 pound-feet of torque which is 315,000
pounds applied at one foot from the center. If the "bull"
gear of the gear reducer is 10 feet in diameter or 5
foot radius we have 315,000/5 equals 63,000 pounds of
force applied to the gear teeth of this gear.

Thus we have two formulas for HP. One for a force
moving along a line and the other for a torque which is
also turning. Note that the force or torque is not power
without the motion or rotation. A force of a thousand
pounds screwed up in a vise is not power. In fact, if it
were not for the friction in the worm of the vise and a
little yield or spring effect in the vise frame it would
not require any energy or work to set it up to 1000
pounds although it would require a force. Force is not
power or work, and speed is not power or work but the
product of the two is. This is the dual nature of power.

Applying this to engines we note at once that an
engine capable of delivering a certain torque can have
any horsepower rating we may care to give it from one
or less to many thousands, all depending on the speed we
care to run it. When this fact fully impresses our mind
we at once wonder why we do not have engines with
more power and less weight. This is exactly the question
that caused DeLaval, Parsons and Curtis at the turn of
the century to try for more speed using their steam
turbines. In fact they had a form of engine then that
could run at such a tremendous speed of 500 rpm that
no one had a load capable of being driven at that speed.
Large capacity high speed gears were unknown then.
Therefore it is speed limitations that limit horsepower.
There are several of these limits. One is the load, but

modern gears permit almost any engine speed to be
geared down to any load. For instance, turbines in
regular use are running at over 10,000 rpm. Gas turbines
may run up to 20,000 rpm. But the more serious limit
is that of the weight of reciprocating parts of the steam
and diesel engine. And if this limit is partly overcome
by light weight metals and balance, then we have the
more serious limit of the speed of the sliding action of
the piston and rings on the cylinder walls. There seems
to be no suitable solution of this limit usually referred
to as piston speed. Even if we could take care of the
lubrication we would find that the valves would have to
be too large and would be mechanically difficult. Note
that increased piston speed means increased steam flow
because of increased HP. This means larger steam lines
as well as valves. Of course if we sacrifice economy and
efiiciency we can increase piston speeds for more HP.

Fig. 1 shows relation between revolutions per minute
( rpm ) and piston speed. If L is the length of the stroke
in feet and N is the number of strokes per minute the
AVERAGE piston speed is LN but the peak is about
3/2 LN. While as shown the typical speeds are 20 feet
per second, some special engines with special valves have
run at much more than this. The piston speed of diesel
engines is also limited because of lubrication and tem-
perature so that 20 feet per second is high.

Here then is the basic reason why reciprocating en-
gines will always be limited in capacity or, what amounts
to the same thing, to weight per HP. Even the reciprocat-
ing gasoline engine for aircraft at as high as 2000 rpm
will not exceed a piston speed of 20 to 25 feet per second.

The weight of reciprocating parts is also a limit. First
it is impossible to balance out the reciprocating forces in
all directions. To exactly balance the piston, rod and
connecting link with all its parts such as crank bearing,
slipper, and so on in the direction of the piston stroke
we leave large uncompensated forces in a direction at
right angles to the shaft and stroke due to the balance
weights we added. We therefore compromise on balance
weight. The drivers of a large modern steam locomotive
may easily leave the rails at each revolution due to the
weight of the balance weights on the wheel, at some
high speed. At usual speeds these forces pound the rails,
sometimes breaking them, and shake the ground notice-
ably.

Our next article will discuss the HP formula and the
solution of a typical problem.

Maritime Commission Moves in 8. F.

Effective Monday, February 16, 1948, the Pacific Coast Di.s-
trict Offices of the United States Maritime Commission, presently
located at 220 Bush Street and 65 Sutter Street, in San Francisco.
will be quartered on the eighth floor at 180 New Montgomery
Street, San Francisco.

All correspondence customarily addressed to 220 Bush Street
and 65 Sutter Street should, on and after February 16, 1948,
be addressed to the Commission at: 180 New Montgomery
Street, San Francisco 5, California.

The telephone number at the new location will be chanwd
to GArlield 1-0125.

FEBRUARY • I 948

Page 67

if Off ^^/

KnOUIlEOCE IS f HE STRHICHT
COURSE TO RDUnntEmEIIT

h^ "The Skipper"

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

THE EARTH'S MAGNETISM hU ITS EFFECT
THE SHIP m COMPASS

/ Continued)

Due to limited space it was impossible in the last
issue to complete our discussion of the effect of the
Earth's Magnetism on the ship and compass; so, let
us continue by taking up:

Transient Magnetism

The term transient magnetism does not relate to a
particular type of the earth's magnetism which is chang-
ing its direction of flow constantly but rather is a
peculiar type of magnetism which is found in soft iron
only. This brings up the question — what is soft iron?
Soft iron, as we think of it in our study of magnetism,
is iron or steel which has the ability to become magne-
tized instantly when placed in a magnetic field and to
instantly lose this magnetism when removed from the
magnetic field thus allowing the line of demarcation and
the distribution of red and blue magnetism to change
as the direction of the mass changes in relation to the
lines of force.

Semi Circular Deviation Due to
Transient Magnetism

The remaining part of semicircular deviation which
was not discussed in the last issue is due to the Transient
Magnetism in the vertical soft iron of the vessel. This
is caused by the unequal distribution of vertical soft
iron forward and aft of the compass. Usually we have
a greater mass of vertical iron aft of the compass and at
a height which is nearer the height of the compass such
as stacks, bulkheads of the superstructure, etc. This being
true and remembering that vertical iron is affected only
by the vertical component of the earth's total force we
can picture mentally how the line of demarcation and
distribution of red and blue magnetism would be de-
pendent on the magnetic latitude of the vessel at that
particular instant. If we picture in our minds a vessel
in North Magnetic Latitudes, for example, near San Fran-
Page 68

Cisco, the plane of the line of demarcation between the
red and blue magnetism of the vertical soft iron would
pass through the vessel at an angle of about 28° from
horizontal thus being at right angles to the vertical lines
of force of the earth's magnetism. The distribution of
red and blue magnetism would be red in the lower por-
tion of the vessel and blue in the upper portion, as the
following sketch shows.

c-^«

C-^oss ?'

PACI FIC MARINE REVIEW

From these sketches we can easily see that the vertical
iron which is nearest the compass and because of its
nearness has the greatest effect on the compass is aft of
the compass and has blue magnetism wlien in North
Magnetic latitudes. The reverse is, of course, true on
vessels in South Magnetic latitudes. Since the vertical
soft iron is usually evenly distributed on either side of
the center line of the vessel, the poles of the red and
blue transient magnetism of the vertical soft iron is
usually assumed to be on the centerline of the vessel.
By the following sketches it will be quite easy to see how
a blue magnetic pole aft of the compass would cause semi-
circular deviation.

1

Dasbed

ine

s repr

esen

t Ma

gnet

c Mer

■dia

2

Black dot
magnetism

alt of
in vert

cal

npas
soft

rep

resents

bk

e pole

3

White e
card.

nd

of con

ipa

s ne

die

represe

nts

red end

4

Arrows
force.

ep

resent

attr

actio

repuls

on

.f magn

To compensate for this semi-circular deviation which
is caused by a greater amount of soft iron aft of the
compass than forward of it, we simply place a smaller
mass of soft iron in a vertical position forward of the
compass and nearer to it. This mass is called the Flinders
Bar. It is isolated from contact with any other magnetic
material by means of a brass case and when induced
with magnetism it also has a line of demarcation and
a distribution of red and blue magnetism with the blue
magnetism in the upper end and nearest to the compass
card, thus counteracting the effect of the blue magnetism
aft of the compass. The reason this smaller mass is able
to counteract for the larger mass aft is, as we mentioned

previously, the magnetic force varies inversely with the
square of the distance and since the smaller mass is
much nearer the card than the larger mass, the magnetic
force exerted on the card is the same.

To finish our discussion of the causes of semi-circular
deviation let us sum them up briefly.

1. First and chief cause is the horizontal component
of the sub-permanent magnetism of the ship. — Com-
pensated for: By the small permanent compensating
magnets.

2. Second: It is caused by the vertical component
of the sub-permanent magnetism of the ship. — Com-
pensated for: By the sm.iU permanent compensating
magnets.

3. Third and last cause is the transient magnetism
in the vertical soft iron of the vessel. — Compensated
for: By the Flinders Bar.

Now to take up the cause ol^ Quadrantal Deviation.

Horizontal Soft Iron and
Quadrantal Deviation

Transient magnetism affects horizontal soft iron just
as it does vertical soft iron and the line of demarcation
and the resultant distribution of magnetism changes as
the heading of the vessel changes. In our consideration
of this transient magnetism which is induced in the
horizontal soft iron, however, we have to consider the
fore and aft and athwartship components separately. That
is to consider the horizontal soft iron which is forward
and aft of the compass as having two poles and that
which is athwartships of the compass as having two
poles. With this consideration we can see that the fore
and aft component would cause a westerly deviation on
a North East heading in North Latitude. We can also
see how the athwartship component would cause easterly
deviation on a North East heading in North Latitudes.
Due to the shape of our vessel we have more horizontal
soft iron forward and aft of the compass than athwart-
ships and it would seem that the fore and aft component
would cause the greatest amount of deviation so that
we would have a remainder of westerly deviation on a
North East heading. This is not true though, because the
poles of the fore and aft component are farther away
from the compass and magnetic force varies inversely
with the square of the distance. So, we have our greatest
force in the athwartship component and as a result have
only to consider this force in our compensation for
Quadrantal deviation. Knowing this, we see that this
athwartship pole of red m.ignetism on the port side of
the vessel in North Latitude would repel the north end
of the compass card to the Eastward. As the ship swings
around to East, the athwartship poles come in line with
the magnetic meridians and the North, South axis of the
compass card thus causing no deviation. Then as she
swings to the South East, the athwartship pole of red
magnetism is to be Eastward of the compass needle, thus
repelling it to the westward causing westerly deviation.
Swinging the ship to a south heading, we see the athwart-
ship poles at right angles to the north south axis of
the card; thus one pole cancels out the effect of the
other and no deviation is caused, and so on around

FEBRUARY • 1941

Page 69

the compass card as is shown in the following sketch.

<C$D

Sketch

3

9

ho

1.

yadrantal d(
rlzonlal soft
Dashed line

viatlon
s repre

du

fh

sent

e t

o the
essel.

agneti

athw

artsh
Idia

P c

omponent

of

2.

Black ends

of com

pas

s n

eedle

repre

sent

blue

magnetis

n.

3.

Black poles

of ho

iior

tal

soft

ron r

epre

ent

blue mag

net

4.

Arrows rep

esent n

nag

net

c line

of

orce

with in order to make good the desired course. However,
it will cause the compass card to have an undesirable
characteristic of swinging constantly from one side to
the other as the vessel rolls and surely should be cor-
rected for. This error is always greatest on North or
South headings.

Heeling error is caused by three forces. First by the
sub-permanent magnetism of the vessel in that it changes
the position of the poles of the sub-permanent magnet-
ism of the ship in relation to the center line of the ship
thus causing a change in the deviation caused by these
poles. Second cause is the Transient magnetism in the
vertical soft iron of the vessel. This magnetism causes
no deviation on a NortH or South heading as before
stated when the vessel is on an even keel; however, if
we list the vessel to starboard on a North heading in
North Latitude we can see that the pole of blue magnet-
ism would shift to port thus deflecting the compass
needle and causing deviation. Third cause is Transient
magnetism in soft iron which is horizontal when the
vessel is on an even keel but takes on vertical character-
istics when heeled. Again on a North heading in North
Latitude we see that if we list the vessel to starboard and
this horizontal soft iron becomes induced with magnetism
from the vertical component of the earth's total force
she will have a blue pole on the port side thus causing
deviation when heeled, as is illustrated in the following
sketch.

/"//fs r Cau%E

Compensation for this Quadrantal deviation in hori-
zontal soft iron is accomplished by means of quadrantal
spheres. These spheres are mounted athwartships of the
compass card and are not connected with any magnetic
material so that they too become induced with magnetism
from the horizontal lines of force of the earth's magnet-
ism thus becoming independent magnets. The line of
demarcation passes through the center of these spheres
in an East 'West direction with half of the sphere having
red magnetism and half having blue magnetism. Always
that half which is nearest the North has the red magnet-
ism. Since the athwartship component of the magnetism
in the horizontal soft iron of the ship is induced by the
same lines of force that afifect the Quadrantal spheres,
the north half of the athwartships horizontal soft iron
will also have red magnetism which causes deviation.
But, since we have the Quandrantal spheres mounted
athwartships, the side which has blue magnetism would
be nearest the compass to compensate for the deviation
caused by the red magnetism of the horizontal soft iron
of the ship — the reverse being true with the same com-
pensating effect on the opposite side of the ship.

Heeling Error causes us little difficulty with present
day steam vessels because when a vessel rolls or heels to
one side causing deviation to the East, she usually rolls
almost as far to the opposite side thus causing westerly
deviation or counteracting for the Easterly deviation.
This was, of course, not true in the days of sailing ves-
sels when a ship might be heeled over to the same side
for days thus causing a deviation that had to be reckoned

T Sfco/vo Cao5,£

L

Th 1^0 C 1US£

^^'' J

In the next and final article on the Magnetic Compass,
we will discuss the Practical Compensation.

Page 70

PACIFIC MARINE REVIEW

^umtma ^ca^^tA

Albert

W

Gatov

President

Pacific
American
Steamship
Association

(See Page 72)

FEBRUARY • 194

Page 71

PUIFIC

STEAMSHIP

ASSOCIATION

[l[CTS

(Details on Paqc 73)

Among the newly elected
or continuing officers of the
Pacific American Steamship
Assn. are Albert W. Gatov,
president, whose photo ap-
pears on page 71, John E.
Gushing of Matson Naviga-
tion Co., George A. Pope,
Jr. of Pope i Talbot, Hen-
rietta T. Smith, secretary,
and David N. Lillevand of
Grace Lines. (Above and
right.)

Also, be

low

', left

t

right: Ma

itlai

nd S.

Pel

nington of Pa

cific Tr

an

port Lines

,, A,

, R. Lin

tn(

of Ameri<

;an

Mail L

.ini

E. Russell

Lutz of Ar

Tiei

ican Pre

sid

ent L

inc

and W.

T.

Sexton

Coast

wis!

} Line.

'ACiFic mmm mmmv
mimm mm

AlbtTt W. Gatov, tor the past two years executive di-
ector of the Pacific American Steamship Association,
,vas elected president of the group at its annual meeting
n San Francisco recently. He succeeds E. Russell Lutz,
■xecutive Vice President of American President Lines.
A R. Lintner, President of the American Mail Line,
s re-elected as PASSA Vice President for the Seattle-
Pugct Sound Area. Hillman Lueddemann. Pope and Tal-
■)()t Vice President and Portland Chamber of Commerce
'^resident, was re-elected as Vice President of the steam-
,hip group for the Columbia River Area. Matson Navi-
gation Company's Vice President Ralph J. Chandler was
Icacd again as Vice President in the Los Angeles-Long
Ik.iih Area.
i New Vice Presidents in San Francisco elected at the
meeting are D. N. Lillevand, Grace Line Vice President

and Maitland S. Pennington, Vice President of the Pa-
cific Transport Lines. Henrietta T. Smith, San Francisco,
was re-elected Secretary-Treasurer.

John E. Cushing, S. P. Fleming, A. R. Lintner, E. Rus-
sell Lutz, T. G. Plant, George A. Pope, Jr., and W. T.
Sexton were elected to the Advisory Board.

Gatov has been in shipping for over twenty years,
starting with the Pacific Steamship Company in Los An-
geles in 1927. He was an Army Major in World War II,
serving at Fort Mason in San Francisco and overseas in
the Persian Gulf Command. Before going with PASSA,
he served for a time with the War Shipping Administra-
tion in San Francisco.

The Pacific American Steamship Association comprises
the sixteen major American flag steamship companies
operating on the Pacific Coast.

;. F. mmm ciue

to right, top Spedk3r nt th
-president and presiding for
helping to row the boat. .
eral Robert Wylie and reti

day, Maitland Pennington; new
le day, Ed Harms; lame duck
• Geary. Lower: Port manager
dent Miller Laughton.

ing

Pictures taken at the head table during the January meeting of
the San Francisco Propeller Club during which Maitland Penning-
ton spoke eloquently in favor of cooperation in Immediate solving
of all problems affecting the movement of cargo through Pacific
Coast ports. His efforts have aroused the industry to action.

mm RECORD m mwym

An indication of the remarkable safety record at-
tained by Bethlehem-Alameda Shipyard, Inc., in build-
ing the President Cleveland is seen in the fact that
during the month of June, 1947, no disabling acci-
dents were experienced and the months of October
and November ran consecutively with the same result.

Although shipbuilding is classed as one of the more
hazardous occupations in industry, and thousands of
man hours exposure were worked in building the
Cleveland. Bethlehem-Alameda's frequency rate for
the year ending November 30, 1947, was only 5.14.
This means that there were only 5.14 disabling in-
juries per million hours worked.

DOOD ilGHBORS GO A -VISITING

vxzs^

Tmet J. McCormack, Vice-pres. & Treas., Moore-
s. N. Y., and Eugene F. Moran, Pres., Moran
Y., before they sailed for Buenos Aires aboard
k Lines' Argentina on her first postwar voyage
the East Coast of South America. The liner sailed
North River, at 5

January 15. 1948.

FEBRUARY • I 948

Page 73

George W. Codrington. general m<
General Motors Corporation; and J
Review, at the Press Luncheon held Ja

sveland Die
>s, publishe
Hotel Biltn

THE MOTOR BO^T SHOW

The New York Motor Boat Show,
January 9 to 17, drew a tremendous
attendance, and its success was a
great tribute to George W. Codring-
ton of the Cleveland Diesel Engine
Division of General Motors. He has
been president of the Show for the
last two years.

The picture herewith suggests the
country-wide nature of the motoi
boat industry. George Codrington is
from Florida while his office is in
Cleveland. Jim Hines is from Geor-
gia while his office is in San Fran-
cisco. They meet at this greatest evi-
dence of interest in boating in tiie
New York Show.

mmi DISTRIBOTOR!; ATTEi COiEHElE

The Marine Distributors of Series 71 GM Diesel en-
gines from the United States and Canada attended a two-
day sales conference in the Biltmore Hotel, New York
City, on January 8 and 9. This annual meeting sponsored
by Detroit Diesel Engine Division of General Motors
and conducted by W. C. Gould, Detroit Diesel, marine
salesmanager, preceded the opening of the National
Motorboat Show in which Detroit Diesel had a large
exhibit of marine engines.

Among the distributors attending this meeting were
executives from W. H. Moreton Corporation, Boston,
Mass., Diesel Marine & Equipment, New York, N. Y.,
Johnson & Towers, Philadelphia, Pa., and Baltimore, Md.,

Paxton Company, Norfolk, Va., Morgans Inc., Savannah,
Ga., Florida Diesel Sales, Jacksonville, Fla., Kennedy
Marine Engine Company, Biloxi, Miss., George Engine
Company, New Orleans, La., Stewart & Stevenson, Hous-
ton, Tex., Crofton Diesel Engine Company, San Pedro,
Calif., West Coast Engine Company, Oakland, Calif.,
Gunderson Bros. Engineering Company, Portland, Ore.,
Industrial Marine & Equipment Company, Rochester, N.
Y., Western Machinery Company, St. Louis, Mo.

There were many present from Detroit Diesel Engine
Division including W. T. Crowe, General Manager and
V. C. Genn, General Salesmanager.

Page 74

PACIFIC MARINE REVIE

Forster Shipbuilding
Company Begins
Operations

"From Rowboats to Battleships"
is the slogan of the Forster Ship-
building Company which has just
been incorporated out of the facili-
ties and properties of the Garbutt
and Walsh Shipyard, Terminal Is-
land, Calif.

The new company is comprised
of Thomas B. Forster, president,
James J. Buntin, secretary-treasurer,
David Walsh, yard superintendent,
and E. A. (Bill) Wilson, outside
superintendent. All have had several
years experience in the marine field,
Forster 3.^ years, Buntin 31 years,
Walsh 25 years, and Wilson 35
years. Forster and Buntin were as-
sociated with Bethlehem Steel Com-
pany's Shipyard Division in San
Pedro, Forster as head of the yard
there. Walsh has been with Garbutt
and Walsh for approximately twen-
ty years. With their well-rounded
experience the company members
are able to handle all types of diesel
engine and hull repairs.

The shipyard, located at the foot
of Ferry Street in Terminal Island,
includes a well equipped machine
shop, electrical shop, blacksmith
shop, welding shop, store rooms and
a boat building shop. It has twelve
operating marine ways with lifting
capacity of 200 tons and repair
wharves with 25 ton lift derrick.

During World War II the Gar-
butt and Walsh Shipyard construct-
ed plane personnel craft and barges
for the war effort. They have just
completed a 45-foot sailing sloop.

In addition to present yard opera-
tion, the new management intends
to carry on waterfront repairs, which
will be taken over by Wilson, who
is well known in marine repair
circles.

Wheeler Manufacturing
Company Moves

Announcement has been made by
Thomas S. Ryan of the C. H.Wheel-
er Manufacturing Company of Phil-
adelphia that their San Francisco
office has moved from the Rialto
Building, 1 16 New Montgomery St.,
to Suite 304-5 on 16 California St.

.eft to right; James J. Buntin, E, A. (Bil
Vilson Ttiomas B. Forster. and Davi
Walsh, all of Forster Shipbuilding Co.

Gage Lund
[lected to Board
of Standard Oil
of California

Election of Gage Lund to the
board of directors of the Standard
Oil Company of California was an-
nounced following a recent meeting
of the board.

Widely known in the oil industry,
Lund has been chairman of the
board of The California Company
and the Standard Oil Company of
Texas, both wholly-owned subsid-
iaries of Standard of California.

A native of Iowa, Lund studied
at Montana State College and Stan-
ford University, graduating from
Stanford in 1924. He joined Stand-
ard the following year and worked as
a geologist and drilling foreman in
the Rockies and Texas for the next
eleven years until he became division
superintendent of The California
Company's Gulf Coast division, with
offices in Houston.

In 1938 he was made assistant
manager of all operations of The
California Company and Standard
of Texas, and three years later was
elected president of The California
Company. He is a member of the
Society of Automotive Engineers,
the American Association of Petro-
leum Geologists, and the American
Petroleum Institute.

FEBRUARY • 1941

Page 75

REPUBLIC SUPPLY GROWS

rpHAT THE action of Republic
-*- Supply Company in opening a
new branch in Wilmington, Califor-
nia, has served a useful purpose in

the marine, petroleum and industrial
fields in the Los Angeles-Long Beach
area is indicated by the growing
activity in and about the warehouse.

Now readily available to the marme
trade is a well selected stock of such
lines as Lunkenheimer valves,
Stockmen valves and fittings, Tube
Turns welded fittings, Watson-Still-
man forged fittings, Great Western
cordage, Raybestos-Manhattan Rub-
ber hose and belting, Plomb, Stand-
ard, Starrett, and Black and Decker
tools, Broderick and Bascom wire
rope and slings, Boston and Lock-
port blocks, and a large assortment
of miscellaneous supplies.

Merrill Advances At
National Lead

Lloyd W. Merrill has been ap-
pointed Assistant Sales Manager for
the Central Division of the Pacific
Coast Branch of the National Lead
Company effective January 1, 1948
according to an announcement made
by James L. Caruth, Pacific Coast
Manager for the company.

Merrill started with the company
in 1940 as a sales representative in
San Francisco and was transferred
in 1942 to the San Joaquin Valley
territory. He returns from that terri-
tory to take up his duties in San
Francisco. He served for two and
one-half years in the Navy during
World War II.

Quiz Questions

Where is it possible to go from
coast to coast — from the Atlantic to
the Pacific— for only $2.40?

Yep, you're right. Panama!

On the Panama Railroad ,which is
owned by your own United States of
America, you make this transconti-
nental trip for the small sum of only
two dollars and forty cents. The line
itself is only 47 miles in length, but
it extends from the City of Panama
to Colon. Of course, it takes a slight
additional sum to get from wherever
you happen to be to Panama City!

At that, when the line was opened
in 1855, it cost quite a bit more to
travel on it than it does now. Yes
indeedy! To discourage travel, so
they said, they charged 50 cents a
mile and 5 cents a pound for bag-
gage!

Page 76

PACIFIC MARINE REVIEW

He Laval Changes
ind Promotions

Major executive promotions and
Dfganizational changes affecting
iiales, production and engineering
divisions have been announced by
'[he De Laval Steam Turbine Com-
i)any, Trenton, New Jersey.
i Under the reorganization a five
member executive committee has,
[seen created consisting of H. L.
37atson, president, serving as chair-
nan; George C. Stoddard, chairman
)f the board; Henry W. Johnson,
rice president; C. Richard Waller,
rice president, and George W.
Jmith, Jr., assistant to the president.

In executive promotions, J. P.
Stewart has been appointed manager
jf the newly combined commercial
ind marine sales divisions succeed-
ing H. V. Petersen, who has re-
ared after thirty-four years' service.
a. G. Bauer, manager of the marine
livision, has been appointed execu-
:ive engineer of the company. J. W.
Eiertzler, manager of worm gear

I ales since 1924, has retired and is
ucceeded by W. A. Reynolds, who
lecomes manager of the combined
MO rotary pump and worm gear
divisions. C. A. Jurgensen has been
.ippointed acting works manager.
Appointment of W. A. Neumann,
Jr., as factory controller, assistant
treasurer and assistant secretary was

," announced previously.

1 1 Earlier this year Messrs. Waller,
Bauer and Reynolds were com-
mended by the Bureau of Ships,
Navy Department, for outstanding
jontributions to the successful prose-
cution of the recent war.

Mr. Stewart came with De Laval
m 1946 to handle the sales of its
iinrrifugal compressors after seven-
th ii years capital goods experience
Willi the Elliott Company, Jeanette,
Pennsylvania and Borg-Warner Cor-
pcir.ition, Milwaukee, Wisconsin,
where he held engineering, produc-
tuin, sales and executive positions.

Mr. Bauer joined the De Laval
organization in 1937 after extensive
m.irine engineering and shipbuild-
nii; experience in Europe and in this
Lduntry. He has concentrated on
in.irine activities and for the past
iwd years has been manager of the

FEBRUARY • I 948

iLvV

marine division.

Mr. Reynolds became associated
with De Laval in 1932 when he was
made manager of the IMO pump
division, which he still retains as
part of his new position. Previously
he was assistant to the vice presi-
dent and general manager of the
Hendey Machine Coinpany, Torr-
ington, Connecticut, and sales en-
gineer for the Dravo Corporation,
Cleveland.

For the past sixteen years Mr.
Jurgen.sen has served in all phases
of the company's production opera-
tions, and until his new appointment
he was manager of manufacturing
methods and standards. During his

many years with De Laval, Mr. Jur-
gensen has introduced and developed
many advanced metal cutting and
manufacturing processes particularly
adaptable to turbine, gear and pump
manufacture.

Pedley-knowles Takes
on U S Rubber Line

Eric Pedley, president of Pedley,
Knowles & Company, San Francisco
ship chandlers, announces that his
company has been appointed distri-
butor for the complete line of
mechanical rubber goods manufac-
tured by the United States Rubber
Company. This includes U. S. hose,
packing and belting, expansion
joints, electrical wire and cable,
mountings, flooring mats and mat-
ting.

"The addition of the U. S. me-
chanical rubber merchandise en-
larges our line of marine merchan-
dise carried in stock," says Pedley,
"which includes Pittsburgh Plate
Glass Company Marine Finishes,
Bethlehem Wire Rope, Whitlock
Cordage, Boston and Lockport
Blocks, Condenser Service & Engi-
neering Company's products, as well
as other deck, engine room and
steward supplies."

Pedley-Knowles' office and ware-
house are at 1 34 Sacramento St.,
San Francisco.

Page 77

M. J. Buckley Appointed
Senior Vice President
of API

Appointment of M. J. Buckley as
senior vice president in charge of
planning and development for
American President Lines, Ltd. has
just been announced by George Kil-
lion, president of the company.

Buckley has devoted his business
career to the Maritime Industry and
development of the American Mer-
chant Marine. For fifteen years he
was associated with the Pacific Mail
Steamship Company, and in 1917
was appointed president of Ocean
Steamship Agencies, Inc. In 1921 he
became assistant manager and man-
ager of operations for the United
States Shipping Board, Washington,
D. C. He was associated with the
Dollar Steamship Lines for sixteen
years as freight traffic manager and
later as vice president in charge of
freight traffic. In 1938 he was ap-
pointed vice president in charge of
freight traffic for American Presi-
dent Lines and also served as a mem-
ber of the board of directors and a
member of the executive committee
of the company.

During the course of his career
Buckley has traveled extensively to
the Far Eastern markets served by
his Company, and has been in de-
mand as a public speaker and spokes-
man for the industry in this country
and abroad. He served as industry
adviser to the State Department at
the meeting of the United Maritime

Consultative Council in Amsterdam
in June 1946 in connection with the
over-all problems of all the maritime
nations.

Buckley has contributed many
widely-read articles on shipping and
foreign commerce to newspapers
and technical publications and has
taken an active part as panel leader
and speaker in the annual meetings
of the American Merchant Marine
Conference, the Propeller Club of
the United States, the National For-
eign Trade Council, and various Pa-
cific Coast domestic and foreign
commerce groups. He has been ac-
tive in the formation and develop-
ment of traffic conferences, pools
and related organizations in various
parts of the world, and is generally
recognized as one of the best inform-
ed shipping experts in domestic and
foreign trade.

G. Stewart Brown Ap-
pointed By Standard Oil
of California

Appointment of G. Stewart
Brown, former State Department
official, as manager of the public
relations department of the Stand-
ard Oil Company of California, was
recently announced by the company
at San Francisco.

Brown was a LInited Press corre-
spondent in Europe for ten years,
serving in London, Paris, Geneva,
Rome and Vienna. In 19.39 he was
appointed director of public infor-

Danlel D. Strohmcier ^

Strohmeier Heads ]
Bethlehem Shiphuilding

Daniel D. Strohmeier has beer
appointed to succeed the late W. H
Collins as vice president in charge
of Bethlehem Steel's shipbuilding
division.

Assistant to the vice presideni
since 1942, Mr. Strohmeier's entire
business career has been with the
shipbuilding division of Bethlehem

He was on the executive staff oi
the shipbuilding division during
Bethlehem's wartime building prO'
gram and a representative of the
shipbuilding industry on the Gov-
ernment's wartime Shipbuilding
Labor Stabilization Committee. He
also served as a representative of the
industry on the Shipbuilding Com
mission of the War Labor Boa;'d.

mation for the American Red Cross
in Washington, later serving as vice
chairman in charge of national pub-
lic relations and fund raising foi
the Red Cross. The War Depart-
ment appointed him director of pub-
lic relations of the Allied Commis-
sion in Italy in 1945, and he headed
the United States Information Serv-
ice in Italy when the Commission
disbanded.

Prior to his appointment with
Standard, he was deputy director o(
the Office of Information and Edu-
cational Exchange in Washington,
He is a graduate of the University
of Arizona.

Page 78

PACIFIC MARINE REVIEW

Nrw riinslniil iiiii — |{i:i:iiii il il inn i iii| — lliiiiiiirs

vmm %\imm job u the coast

The largest "crack arrestor" or
"strapping" job on the Pacific Coast
has just been completed at Bethle-
hem s San Francisco Yard. This job,
which was accomplished in the rec-
ord time of 18 working days, was
performed on the T-2 tanker Elk
Basin, recently purchased from the
U. S. Maritime Commission by Gen-
eral Petroleum Company. It far ex-
ceeded requirements set up for this
type of vessel by the U. S. Coast
Guard and the American Bureau of
Shipping in that 8 straps were in-

stalled instead of 4. This was be-
cause it was General Petroleum
Company's wish to give further than
the required protection to the ship
and her crew.

The eight straps were installed as
follows: one on each side of the
keel on the bottom and Deck of the
ship, and two on each side, one just
below the sheer strake and one just
above the bilge strake. Cuts in the
shell and deck plating, over which
these straps were riveted, were made
with an oxyacetlyene burning ma-

chine specially designed by engin-
eers at the yard. This machine will
make precision flame cuts in a verti-
cal or horizontal position which are
free from any irregularities.

The two bottom straps were in-
stalled just outboard of the longi-
tudinal bulkhead with two rows of
rivets on each side of the cut. The
two lower side straps were installed
just above the turn of the bilge and
just below the sheer strake with

(Continued on Page 80 1

FEBRUARY • 1941

Page 79

three rows of rivets on each side of
the cut. The two bottom straps con-
sisted of %" plate; the lower side
shell straps 1" plate and the upper
side shell straps of iVi" and 1"
plate; the two deck straps 1" plate.
In addition to installing eight
straps on the Elk Basin, Bethlehem's
San Francisco Yard also carried out
the latest recommendations of the
American Bureau of Shipping as to
stiffening on the center line trans-
verse bulkheads. This additional
work, which was accomplished in
conjunction with the strapping, re-
quired considerable planning and co-
ordination. This was so that after
bottom straps and the lower side
shell straps were installed, a flood
test of the wing tanks above the side
straps could be conducted to insure
tightness of the straps and to eli-

Top: Uppe
strap.
Center: R

36.000

■ivets wer
for the

Elk

Basin strapping [ob,
all of these produced
in the Bolt and Nut
Departnnent of Bethle-
hem Pacific Coast Steel
Corporation's South
San Francisco Plant.

Corrpleted
shell strap.

otte

(Continued on Page 85)

Top: Specially designed burning machine making lower side shell cut.

Below: Oxy-Acetylene burning machine, designed at Bethlehem

Steel Company's San Francisco yard, shown making a bottom cut

on the Elk Basin.

i^l

.-r

. i /

Page 80

PACI FIC MARINE REVIEW

n E 111 S F L e S H E s

NEWS FLASHES
MATSON BIDS

Date for the opening of bids for the reconversion and modernization of
the SS MONTEREY has been postponed from January 30 to February 27 at the request
of the interested shipyards. Bids are being taken on partial completion and full
completion. It is understood that the Mariposa will go to the yard that gets
the Monterey.

MATSONIA FOR SALE

The 17,226 gross ton passenger liner SS MATSONIA will be withdrawn from
Service and offered for sale when she completes her voyage from Honolulu to San
Francisco on April 20.

:^ ;{; :(c :): :]e

LINER GEORGE WASHINGTON TO RUN TO ALASKA

The 390-foot liner George Washington, a familiar name to thousands of
American coastwise travelers before World War II, has been sold to the Alaska
Transportation Company for passenger service between Seattle and Alaska.

The vessel was purchased for $180,000 from the Maritime Commission but an
additional $350,000 in refitting costs will be necessary to put her into shape.
Bids for the work were invited from yards on both coasts.

ii; ilp ^ :i: ^

UNIFRUIT AT S.F.

Postwar calls at San Francisco by United Fruit Company's banana ships will
be re-established about February 26. Six of the company's newest fully refriger-
ated vessels — Junior, San Jose, Limon, Parasmina, Fra Berlanger and Camayagua —
will serve San Francisco with an anticipated weekly discharge of 35,000 stems.

$50,000,000 IN TANKER CONTRACTS AWARDED

Contracts totaling approximtely $50,000,000 for the construction of thir-
teen new "super tankers" were awarded recently by three major oil companies as
part of a program of replacing obsolete tonnage.

Eleven of the tankers are to be built by the Sun Shipbuilding and Dry
Dock Company, Chester, Pa. , and two are to be built by the Newport News Ship-
building and Dry Dock Company, Newport News. Va.

Of the tankers to be built at the Sun yard, two are for the Standard Oil
Company of New Jersey, New York; two for the Gulf Oil Corporation, New York, and
seven for Tankers Company, Inc., to be chartered to Socony-Vacuum Oil Company,

FEBRUARY • 1948 Page 81

Inc. , New York. The tankers to be built at the Newport News yard are for the
Standard Oil Company of New Jersey.

LURLINE NEARLY READY

The SS LURLINE, Matson Navigation Company's famous passenger liner of
prewar days now being converted from a troop transport to her former status,
will go on drydock February 29 at Bethlehem Steel Company, Shipbuilding Divi-
sion, San Francisco Yard. Here the underwater body of her hull will be sand-
blasted and painted, her rudder will be removed for repairs, both tailshafts
will be drawn for examination and two spare propellers will be installed. In
addition, sea valves will be overhauled and renewed, and double bottom tanks,
cofferdams, deep tanks, etc., will be tested.

The ship will be on drydock approximately two weeks, following which she
will be returned to Pier 36 where her outfitting will be completed. She is
scheduled to resume her regular passenger service to Los Angeles and Honolulu
April 15.

ONE WEST COAST YARD'S BUSY SCHEDULE

USAT DAVID C. SHANKS

MV ALGORAB

USAT FRED C. AINSWORTH

MV SILVERGUAVA

MV HILO

SS HAWAIIAN FARMER

SS MARINE SWALLOW

USAT FREDERICK FUNSTON

SS HAWAIIAN CRAFTSMAN

USAT LANGFITT (Ft. Mason)

SS COMET

SS PRES, JEFFERSON

SS PRES. CLEVELAND (P. 46)

DREDGE SANDCRAFT

U.S. Army Trans. Corps

Pillsbury & Martignoni

U.S. Army Trans. Corps

Kerr S.S. C.

Pillsbury k Martignoni

Matson Nav. Co.

A. P. Lines

U.S. Army Trans. Corps

Matson Nav. Co.

U.S. Army Trans. Corps

U.S. Lines

A. P. Lines

A. P. Lines

Pac. Coast Aggregates

Conversion

Conv. & Eng. Rep.

Conversion

Main Eng. Repairs

Survey

Rep. & Alteration

Routine D. D.

Conversion

Rep. & Alteration

D.D. & Repairs

Survey & Repairs

Routine D. D.

Misc. Repairs

Survey & Repairs

STEEL CABLE

There is 31,000 feet of Bethlehem Steel elevator cable in the New I.
Magnin Company building in San Francisco. Elevators are Westinghouse.

LUCKENBACH PURCHASE

In the face of its decision to withdraw from westbound intercoastal
operations for the duration of the walking boss strike in San Francisco, Luck-
enbach Line went ahead with a program to purchase 16 C-type ships for domestic
operations.

James Sinclair, president and general manager of the line, said in New
York that the firm's new fleet plan envisaged the acquisition of 11 C-3 and
five C-2 freighters from the Maritime Commission. It was estimated that this
fleet will cost the line a minimum of $24 million. The line expects the first
deliveries in the C-3 group to be made as early as October.

Despite persistent rumors that Luckenbach was planning to use the ships
in offshore trade, Mr. Sinclair insisted that the entire fleet would be used
in the domestic trades as long as the volume of cargo was sufficient to keep
them full.

i\: ^ ^. ^ ^

INDUSTRIAL DEVELOPMENT IN SOUTHERN CALIFORNIA

During the month of December, 15 new factories were established in Los
Angeles County with a total investment of SI. 591.000, and creating 490 new jobs
for factory workers. Thirty-five existing plants were expanded, calling for
an additional investment of $3,399,000 and creating 885 new industrial jobs.

Page 82

PACIFIC MARINE REVIEW

Total investment in the 50 new and expanded units was $4,990,000, creating
i total of 1,375 new jobs.

For the year to date, 215 new factories were established with a total
investment of 169,852,000, and creating 7,811 new jobs; 417 existing plants
irere expanded, calling for an additional investment of $54,959,500, and creat-
ing 13,535 new industrial jobs.

Total investment for the year to date in the 632 new and expanded units

(iias $124,811,500, creating a total of 21,346 new jobs.
I *****

I SMALL ITEM OF WORLD TRADE

President W. R. Herod of the International General Electric Company Inc.
las announced that a contract has been signed in Buenos Aires between General
Electric S.A. , Argentina, and the Argentine State Railways, under which General
Electric will supply Argentina with 95 diesel-electric locomotives within the
lext three years.

Covering 60 single-unit and 35 double-unit engines, plus spares, the
contract will approximate $18,000,000, Mr. Herod said. Deliveries are scheduled
-.0 begin early in 1949 and will continue for a 15-month period.

\RMY SHIPPING

San Francisco Port of Embarkation sent 6,520,762 measurement tons of cargo
Dverseas to Pacific bases in 1947.

Fully 90 per cent of the total cargo was carried in commercial bottoms
operated by private shipping firms. Of the more than two and one-half million
tons lifted in the San Francisco Bay Area every ton handled at Army piers was
Loaded by private stevedoring firms operating under Army contracts and that
noving over commercial piers was handled by the shipping firms themselves.

, NEW PIER AT LONG BEACH

Ij Award of contract for the $2,697,970 worth of pier construction which will

•create thirteen additional berths at Long Beach Harbor was made recently. Two
pier building jobs involved in the contracts are the extension of Pier B and
creation of a new Pier C midwise in the Outer Harbor, running southward from El
Embarcadero. The 500-foot wide Pier B will be extended southward for 1200 feet
and Pier C will measure 600 by 2476 feet. The project will create more than
40 acres of new land in the Long Beach Harbor Area. It is expected that the

, construction on the new 1150-by-200-f oot transit shed on Victory Pier, which

l|iiras awarded several weeks ago, will start promptly.
i

*****

"GENERAL ELECTRIC AWARDS SAN JOSE PLANT CONTRACT

The general contract for the construction of the new two million dollar
G-E motor plant in San Jose has been awarded to Parker, Steffens & Pearce, San
Francisco, according to an announcement by John Hood, Manager of the General
Electric Company's Oakland works which includes San Jose manufacturing. The
plant will be completed and operating by Fall.

tv *****

DUTCH SHIPPING NEAPING 1939 LEVEL

The Netherlands merchant fleet, half of which was lost during the war,
is nearing prewar levels, according to a report reaching here from Holland.
The nation's present total shipping tonnage is approximately 2,450,000 tons
compared to 2,875,000 in 1939.

Shipping of approximately some 300,000 tons is currently being built,
while the purchase of more American vessels is being negotiated. It is the aim
to achieve the country's 1930 total of 3,000,000 tons.
I

FEBRUARY • 1948 Page 83

U\i STUK

mmm damage

Above picture shows damage

suffered by the 4.883-ton diesel

freighter Brimanqer in a recen

collision off Baranquilla, South

America, with the Grace Line ves

el. Santa Monica. The Brimanger.

built in Newcastle, England, in

1929 and owned by the Westfal-

Larsen Co., is shown at Bethleh

em Steel Company, Shipbuilding

Division. San Francisco Yard, wh

ere damage to her shell plating.

after quarters and internal fra

me members is being repaired.

General Steamship Compan

are agents for the vessel.

U. S. Army Transport. David C. Shanks, gets new streamlmed stack.
This ship is now undergoing a modernization-conversion at Bethle-
hem Steel Company's San Francisco Yard. The stack, 28 ft. high.
25 ft. long and IS ft. wide, is made of '/■>" aluminum plate rein-
forced with steel and aluminum bracings. It was completely fabri-

cated and erected by Bethlehem.

The U. S. Army Transport, Fred C. Ainsworth. also ur.c'e'going a

conversion at Bethlehem's San Francisco Yard, will get a .imilar

stack in the near future.

TODD MAKES THREE COPEDSIOIS
0^ O^E FDEICHTER

The Muhlenberg Victory, -which made the news last
year as a specially-constructed cattle carrier taking beef

The bottom of the Muhlenberg Victory presents a honeycomb

effect on the drydock at the Todd Brooklyn shipyard after nearly

alt of her plates have been burned away.

on the hoof to Europe for the starving millions, entered
the Todd Brooklyn shipyard during December for -what
is considered to be the largest bottom job ever performed
by Todd on a freighter. She ran aground last October
off San Juan, Porto Rico, and the resultant damage re-
quires the renewal of 80 plates, the repair of 30 more,
and the replacement of more than 50^ < of the "floors"
in the double-bottom.

The Muhlenberg Victory is a familiar tenant at the
Todd yard, which twice previously converted her for new
service. In June, 1946 Todd converted the cargo-carrier
to a troopship; then about a year later, changed her once
again, this time to a bovine boat, complete with "first
class" accommodations for 860 beefy passengers. About
a year ago, she was converted once more back to her
original status as a cargo carrier and chartered from the
Maritime Commission by the Porto Rico Line.

After the repair job, which also includes opening up
her turbines for inspection and overhaul where necessary,
she will be returned to the Maritime Commission.

Page 84

PACIFIC MARINE REVIEW

Pope & Talbot Lines Intercoastal Service

liASTBOUND VIA PUERTO RICO

Modern Cargo Ships Every 15 Days— Each Way

Ability to meet to<lay"s sales and tlistriliiilioii jnol)leins in serviiif; old

markets and opening new ones, is materially enhanced with Pope &

Talhot Lines' dej)cndable, frequent and coinplele Intercoastal Service.

Regular schedules, latest equii>nu'nt for loading and unloading, ample

terminals with rail facilities, modern handling methods, personnel with

a comi)lete knowledge of the shipping jol) to he done . . . these are factors

that merit your consideration of Pope & Talliot Lines when you ship

intercoastal.

Write, litre or phone nearest office for sailing schedules and
information that trill assist yoti in your shipping problems.

POPE & TALBOT LINES

PACIFIC A'RGENTINE BRAZIL LINE
PACIFIC WEST INDIES-PUERTO RICO
IFIC COASTWISE ■ PACIFIC i ATLANTIC INTERCOASTA

FXKcmvi: OKn<;i>

VIM HUM \

^^^ nuMisco i

POPE & TALBOT, INC.

Offices
(itiil Tt'rtiiinnls

SEATTLE 4
TACOMA

PORTLAND 9
SAN FRANCISCO 4
STOCKTON
OAKLAND 7

LOS ANGELES 15
NEW YORK 6
PITTSBURGH 22
DETROIT 2

PHILADELPHIA 6

BALTIMORE 2

NORFOLK

SAN JUAN, P.R. 18

Foreign Agency - Offices

VANCOUVER, B. C.
CANAL ZONE
COLOMBIA
VENEZUELA
TRINIDAD
BRAZIL
URUGUAY
ARGENTINA

Strapping Job

iLoiitinued /row Page 80 1

minate the problem of flooding the
centerline tank.

Another impottant feature of the
work on the Elk Basin was the in-
stallation of a three-cargo pipe seg-
regation system, enabling the vessel
to carry three types of oil cargo at
any one time without the danger of
one contaminating the other.

On completion of the above work,
all wing cargo tanks, port and star-
board were filled and headed to 8'
above the main deck to insure tight-
ness between the tanks and to check
the stoppers in way of the newly in-
stalled straps. In connection with
this work it was also necessary to
remove and relocate a total of 16
wheel stands and operating rods
and install new ones for operating
the new 3-cargo pipe segregation
system.

In addition to strapping the Elk
Basin, installing a 3-cargo pipe seg-
regation system and performing var-

FEBRUARY • I 948

ious structural modifications, Beth-
lehem also performed normal voyage
repairs on the vessel, removed the
complete mechano flight deck, the
gun foundations fore and aft, the
magazine in the fore peak and after
peak tanks and restored these tanks
to the required additional stiflfening
of their original design.

All strapping and structural modi-
fications were performed under U.S.
Coast Guard and American Bureau
of Shipping inspection.

Painting Guide

The Sales Training Department
of Devoe & Raynolds Co., Inc., has
just released a book entitled "Devoe
Painting Guide."

The book was written to insure
the proper use of paint and related
materials. The method of painting
each major type of surface — walls,
furniture, woodwork, floors, etc. —
is given on a single double page
spread which also gives spreading
rates, drying time, surface prepara-

tion and a short description of the
products recommended.

Its unusual cover is the index,
which simplifies locating any desired
information. No reading through
unnecessary materials to find what
is needed immediately.

Copies may be obtained by send-
ing 50 cents to Sales Training Dept.,
Devoe & Raynolds Co., Inc.. 787
First Ave., New York 17, N. Y.

■IMCILAMCOUS y

Pane 85

FITLER

LUBRICORE

There is but one genuine

"LUBRICORE"
Self-Lubricating Rope made and
placed on the market by FITLER,
patented by FITLER and easily
identified as a FITLER product
by the Self - Lubricating
"Green Yarn Center"

^-« CONTROLICO SELF-LUIKIMTIIIC GRECN VtftH CEHTER

Beware of imitations —

Ask for "LUBRICORE," the
Self - Lubricating Green Yarn
Center Pure Manila Rope made
by FITLER.

The Edwin H. Filler Co.

PHILADELPHIA. PA.

MANUFACTURERS OF QUALITY

ROPE SINCE 1804

Sperry Introduces Mag-
netic Compass Pilot at
Motor Boat Show

Reliablt means for automatic, un-
attended steering for yachtsmen,
fishermen and work boat operators
was the central feature of the Sperry
Gyroscope exhibit at the thirty-
eighth annual National Motor Boat
Show. It is called the Magnetic Com-
pass Pilot.

Prior to its public debut at the
show, a few models were installed
for operational testing on fishing
boats and yachts. "It tends the helm,
while we tend the nets," is the
thumbnail description given the
Sperry pilot by a dragger skipper
operating off Long Island. In other
words, for fishermen and commer-
cial operators, such automatic con-
trol relieves the helmsman for other
duties when an extra "hand" is most
needed.

The Magnetic Cumpass Pilot is

the first of its kind in that it success-
fully combines a standard magnetic
compass with reliable control mecha-
nisms. The equipment is simple and
easy to operate, and Sperry officials
forecast its use by craft as small as
25-30 feet. Using either 32 or 110
volt DC, the pilot requires very lit-
tle power.

A controller, with a knob and
course indicator, is attached to the
top of a standard magnetic compass.
An operator turns this knob to "dial
his course", and the boat will turn
to course and hold it automatically
until a new course is set in. This is
done by a pickoff which senses the
compass reading and applies con-
trol through an electronic amplifier
to the steering engine.

A component of the equipment is
a remote controller. It is a small,
hand-held device with a flexible
cable which permits rudder changes
to be made from any point on deck
away from the helm.

of

Sper

ry

Maq

etic

Compass

ard

of

he

m) is

obs

erved by

.Vhe

dton

J

r. ab

=ard

his yacht

CATALINA ISLAND
STEAMSHIP LINE

steamer Service to Cafallna

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
TELEPHONE NUMBERS: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563
~~ WHISTLE CALL FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3802

Member — American Waterways Operators

Portable Cleaner Stand
Saves Time

The Tivit Portable Parts Cleaner
Stand manufactured by Kelite Prod-
ucts, Inc., Los Angeles, is a sturdy
welded steel unit, which can be
wheeled right up to the job. It holds
a standard five-gallon can of Kelite
Formula 555 — a new fire-safe,
quick-acting cleaner — and a five-
gallon rinse can.

The mechanic merely drops the
grimy parts into the basket as they
are removed from the job. After a
short soak the basket is lifted out
and dunked in the rinse can. Parts
come out clean and bright — easy to
repair and reassemble.

Lamont Given
Honor Award

I'lir Ins wartime services in the
liclJ of shipbuilding, R. J. Lamonr.
\Kc president of Todd Shipyard
( (irporation, recently received a
Presidential Certificate of Merit.

Lamont, wartime head of the
Indd-Pacific Shipyards, was pre-
sented formally with the award by
F<car Admiral George H. Fort, 1 3th
Naval District commandant, at the
Seattle Naval Station.

The citation, signed by President
I ruman, praised the Seattle execu-
ti\e for "outstanding fidelity and
meritorious conduct in aid of the
war eflort against the common
enemies of the United States and its
allies in World War II."

The Harbor Island yard at Seattle
winch Lamont headed produced a
fleet of destroyers, several of which
m.ide sea history in battles against
Axis navies.

Westinghouse Booklet
Describes Point to Point

[quipment

I he new point-to-point radio
Liiiiimunication equipment is des-
cribed in a new booklet of the West-
ii\i;liouse Electric Corporation. Typi-
cal .ipplications for this equipment
are; ship-to-shore; between airports;
and industrial communication sys-
tems such as mining, lumbering
.md construction.

Ihis 8-page booklet shows the
.ul.iptability of the Westinghouse
type MV equipment to cover all
radio communication demands by
offering all these types of service
from one transmitter: on-off tel-
egraphy, frequency shift keying, fac-
simile, MCW and radio-telephony.

The center spread chart illustrates
the inherent "building-block" de-
sign, by which only those units
needed to perform .specific tasks
need be incorporated in any final
assembly.

■ Copies of the booklet (8-3945)
i may be obtained from the Westing-
I house Electric Corporation, P. O.
■ Box 868, Pittsburgh 30, Pa.

FEBRUARY • I 948

I' J. Lamont shown
■ ith Rear Admiral
George H. Fort. 13th
Naval District Com-
mandant. Seattle Naval
Station.

WHEN YOUR PORT IS

SAN FRANCISCO, CALL

HARBOR SUPPLY

COMPLETE STOCKS OF MARINE SUPPLIES

• DECK

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DAY PHONE EXBROOK 2-4500

SAN FRANCISCO, CALIFORNIA
NIGHT PHONE JUNIPER 5-1488

Page 87

Stability and Trim Eiiperimental Tank

iCviiliiiueil from Page 51 1

evaluated. The Cadet-Midshipman at this point in the
course is well acquainted with stability principles. The
reader of this article who is not similarly equipped may
find the demonstration somewhat difficult to follow.

Demonstration 11 — Free Surface
Objectives

1. To show the effect of slack tanks on a vessel's sta-
bility.

2. To show how the effect of free surface on metacen-
tric height and the stability curve can be calculated
and used to advantage in correcting or preventing
a poor stability condition.

Facilities and Equipment

1. Tank and model (Inclining gear attached).

2. Meter and hose.

3. Ballast weights and adjusting blocks.

4. Graph paper.

General Description of Demonstration

Select any given condition of displacement and GM.
Flood one or more tanks so that in each case the tank is
slack. Calculate the GM and draw up a statical stability
curve for the condition. The free surface correction table
may be used to make corrections to initial stability. In
drawing up the statical stability curve it must be remem-
bered that the reduction in righting arms due to the
virtual rise of the center of gravity is only valid for ini-
tial stability, that is, for about 10 degrees of inclination.
The free surface correction may increase very slightly for
moderate angles of inclination, then decrease rapidly as
"pocketing" occurs. The extent of these changes will vary
with the length-breadth ratio of the tank and the depth
of water within the tank. If the virtual GG' is used to
calculate the correction to righting arms for all angles of
inclination the curve will show less stability than the
vessel actually possesses at large angles of inclination.
There is no known method of rapidly computing the
actual reduction to righting arms at larger angles of in-
clination due to "pocketed" free surface.

KM:

14.20 in.

KG:

12.91 in.

GM: ( -

-) 1.29 in.

1.51 in.

GG'

1.51 in.

In the demonstration pocketing should be ignored in
drawing the calculated curve; inclining the model and
measuring actual righting arms will produce the proper
curve. The Cadet-Midshipman will then be able to make
up his own mind on any possible approximation for in-
creasing righting arms at large angles over that cal-
culated.

Demonstration 11 — Free Surface

Data Sheet

Displacement Condition 2 (c)

Wcisht Vertical

in lbs. VCG Moments

Model, light 1035 10.8 11178

100 lb, weights 400 1 1.0 4400

Top weights 135 35.0 4725

No 3 Hold, flooded 200 13.0 2600

(Compensating ( Free Su

Other I Blocks! 30 I 1.0 3 30

TOTALS 1800 23233 ( Corrected » GM: f — I .22 in.

STEP 1 : Calculate GM, corrected for free surface as
above

STEP 2: Draw a statical stability curve for this con-
dition. ( See Graph )

STEP 3: Incline the model. Compare actual stability
characteristics with stability characteristics
as shown in calculated curve.

STEP 4: Conclusions.
REMARKS:

1. BALLAST ADJUSTING BLOCKS USED TO CHOCK
OFF 100 LB. WTS.

2. GRAPH REVEALS A LIST OF SOME 10° OR 11°, AL-
THOUGH RIGHTING POWER IS NEARLY NIL FOR
20° OF INCLINATION. ONLY SLIGHT FORCE IS
SUFFICIENT TO INCLINE MODEL PAST 10°.

3. THE CONDITION AFTER FLOODING IS EXTREME-
LY DANGEROUS FOR DYNAMIC CONDITIONS
AND A VESSEL MIGHT CAPSIZE IN HEAVY
WEATHER WITH THESE STABILITY CHARACTER-
ISTICS.

4. THE C/M SHOULD CALCULATE THE EFFECT OF
PUMPING THE WATER DOWN INTO NO. 2 DEEP
TANKS.

The Department of Nautical Science at Kines Point
hopes that future merchant marine officers will learn
from the model. Miss Calculntion. an expert and confident
knowledge of stability which will prevent them from
miscalculating when it counts; when they have to make
decisions which may mean the saving or loss of their
ship and their shipmates.

BOOK umn

PRISCILLA OF FALL RIVER, by Roger Williams
McAdams; published by Stephen Daye Press. Price S3. 75;
224 pages; 6V4" x 9V2".

The Priscilla, which made her first voyage on June 25,
1894, was the acknowledged queen of the Fall River
Line. She was beloved by millions of Americans who
knew her during the forty-three years she sailed Long
Island Sound.

Priscilla of Fall River contains many amusing episodes
and exciting tales of danger and heroism. It adheres
strictly to fact, although it is written in conversational
style and moves like a novel. The author is a recognized
authority on this era of American life. He is the grandson
of a Rhode Island builder of sailing vessels, growing up
in the tradition of Sound shipping, and his life and ex-
perience have been closely interwoven with the history
of which he writes. The Priscilla had a long life, and her
story makes good reading.

TROOPSHIPS OF WORLD WAR II. by Roland W.
Charles, Naval Architect, with foreword by Maj. Gen.
Edmond H. Leavey, Chief of Transportation, U. S. Army.
Sponsored by The Army Transportation Association.
Price $3.25; 374 pages; 6" x 9"; 360 illustrations.

Here in one volume is packed authentic and detailed
information about the vessels, large and small, that were
utilized in the biggest ocean troop movement in history.
The naval architects and engineers who designed these
ships, the shipbuilders and yard workers who constructed,
converted or repaired them, and the miUions of troops
who rode them into battle zones, will find this book a
treasured lore. Libraries, ship owners and operators, ma-
rine insurance and salvage companies, custom house
brokers, stevedoring companies, newspaper offices and
all others interested in ships will find Troopships of
World War II indispensable as a reference work

Page 88

PACI FIC MARINE REVIEW

mBmm wmmm

{Cunti'iueiJ jrom Pjge 61)
light turns to premiums, on commissions, on conditions,
on the agency system, on the whole industry itself. And
being flexible the industry moulds itself to meet new cir-
cumstances. The moulding is not always easy and many
interests are frequently involved, but friction is avoided
by co-operation between representative bodies, and I, for
one, look forward to the time when all those bodies in the
industry will be knit even closer togerher than they are
at present, so that insurance can be developed on the best
possible lines to an unassailable position."

A ^EW BOOK

"Lloyds: By An Observer," is the title of a timely
article in "Lloyd's Diary for 1948," printed and issued
by the Corporation of Lloyd's, London, England. After
pomting out that the history of Lloyd's goes back for
over two and a half centuries to the year 1687-8 — at that
time it was a coffee house in the City of London fre-
quented by shipowners, seafaring men and merchants
who had a common interest in shipping and marine in-
surance— the article proceeds:

In spite of the growing complexity of business and
:he increasing supervision of the Committee, in spite of
the many changes necessitated by two world wars, in
spite of restrictive foreign legislation, the spirit of free
underwriting and the exercise of individual judgment
remain.

"From 1940 to 1945 w-ar cur the connection between
I loyd's and many of its friends in Europe, but the old
ties, one by one, are being restored; former policy-
holders are turning to Lloyd's again; and as men revert to
the normal routine of commerce, as the economic prob-
lems that "War bequeaths to Peace are solved, as ex-
changes thaw and the chains are removed from interna-
tional trade, Lloyd's Underwriters are rendering again
rheir traditional service to the World."

FACE-Lim^C JOB

Being converted to a cargo carrier, the former LSM il gets a
face-lifting" treatment at Bethlehem Steel Company's Staten
Island Yard. Weighing 56,000 pounds and extending 40 feet in
length. 20 feet in height and 26 feet in width at its widest, the
new peacetime bow being swung into place here was prefabri-
cated at the yard and replaces the craft's former landing-ramp
bow. The vessel also will be fitted with an after pilot house, stack
cargo booms and hatches for the Portuguese coastwise trade.

OS&Y Rising S*em
Bronze OS*.' ^^E

^'=''^%"" ttble «here
Especially f."' inside

?::::. Nor763».,No.763sc..ea.

STEAM VAUVES^LOM^^^

Complete me of st ^^^^.^^

S'"*"^ 'ofking pressures up to 50
steam worKmfe f Uoawelobcvalves
pounds. Alsoextraheavyg^^^ ^^^^,

for P«f "'"^'^ "Vo. 752G shown.
Bolted bonnets, inc.

Bronze 150 ponnd hose^^ ^
non-metaU.c isc. ^j^t, „p

1:tS'anrNo.^--

approve, by Unaer^;-"

Laboratories. '"",„£

300 LB. HOSE GATE VALVE^^^^.

Non-rismg stem, *° , packing.

Urge stuffing box, asb-t^^P ^^^^

Screwed HyP^^i," No. 1064.
Sizes l^'Z and 2 2 •

SPECIAL VALVES

valveforpre^uresuptoj F^^^ ^^
Prompt delivery.

STABILITT ">■•-' 1854

gIenberg

i-EBRUARY • 1941

M.GREENBERGSSONS

765 Folsom St • EXbrook 2-3144
San Francisco 7 • California

L» Aaiil'i • Senile • Poilind • Silt like Cll) • Dentei • El Pi» • Men Toik • Hirtttrl • lasllntM. I.C.

Page 89

Ship Forms

iCoiiliiiued from pugc -4() I

resistance of a new ship by Taylor's Standard Series or
any other, for that matter, is that the horsepower curve
so derived is not that of the new ship — it is merely that
for a Standard Series form having the same hull charac-
teristics as the new ship. Since Taylor's parent form was
that of a fine-lined naval vessel, his curves were for many
years useful only for estimating the resistance of high
speed passenger vessels. The slow cargo vessels were tar
out of range. 'With today's cargo vessels approaching the
speeds of yesterday's passenger ships, the model tank
curves are falling nearer the results of a Standard Series
calculation. Some beamy shallow draft vessels will have
less resistance than that indicated by Taylor's curves.

In 1927 A. L. Ayre presented a method of approxi-
mating the effective horsepower of a new ship which was
based on the results of some model tests as well as general
practice. Additional model tests showed the need for re-
visions which were published in 1933. By this method

where Cj is a coefficient whose basic value is taken from a
set of curves by entering with 'V/\/L and L/D'''^ The
value obtained is then corrected for variations in beam-
draft ratio, block coefficient and position of the longi-
tudinal center of buoyancy. The standard beam-draft ratio
is 2.0, the standard block coefficient is 1.08 — 'V/2\/L
while the ideal position of longitudinal center of buoy-

TYPICAL 3ECTI0KJ5 - SINGLE 5CREW CARGO SHIP

BLOCK COEF • .SW PRI5 00£F • .iB3 MIPiECT CO£r - . 987

ancy is as follows in terms of percentage of ship's length
forward or aft of the midship station: —

V/VL 0.5 0.6 0.7 0.8 0.9 1.0

Single Screw, o/o 2F 1.9F 1.6F 1.2F 0.2F I.IA
Twin Screw, o/o IF 0.9F 0.7F 0.2F 0.8A 2.1A

These positions for the longitudinal center of buoy-
ancy are based on McEntee's experiments of 1918; recent
experiments seem to point to a slight movement aft of
the values noted.

In Great Britain, it is common practice to give the re-
sults of model tests in Froude's notation, i.e. by (C)
curves plotted on 'V/\/L or (P) which equals
'V/1.34\/PL where P is the prismatic coefficient. The
value of ( P) is an indication of the wave-making resist-
ance of a particular form. The (C; curves are usually
for a ship 400 feet long — Froude's original base was 300

Length

Add

100

.09

150

.066

200

.045

250

.030

300

.018

350

.009

400

—

TYPICAL SECTIONS - TWIKJ 5CREU/ CARGO SHIP

BLOCK COEF- .t07 PRIS C0EF-.62Z MJDSECT COEF ■ ,976

feet. The correction factors for other lengths are: —

Length Deduct

450 .007

500 .013

600 .024

700 .033

800 .041

900 .048

1000 .054

In choosing a (C) value for estimating the resistance
of a new ship, all characteristics and a section area curve
of the parent model should be available for comparison.
For a given prismatic coefficient the (C) value increases
rapidly above a certain V/\/L value — this point is de-
termined by inspection from the curves and its value used
in determining E.H.P. With present knowledge of hull
forms it is possible to obtain for ordinary slow cargo
vessels a ( C ) as low as 0.60.

"While it is impossible to condense the entire procedure
of ship design into a few paragraphs it will not be amiss
to note a few important points relative to resistance. A
ship owner desiring to build an addition to his fleet must
study the requirements of his particular trade and furn-
ish at least the following information to the naval archi-
tect:—

1. Type of cargo and required deadweight or cubic
capacity.

2. Size restriction, i.e.. maximum length, breadth or
draft. .

3. Trial or sea speed.

4. Length of trip or maximum distance between bunk-
ering ports.

I Please turn to page 92)

Page 90

PACIFIC MARINE REVIEW

[CEsnaia]

Type TMSF Towinq Winch

A TOWING TIP

"Experience and Know How" were the answers
when we inquired into the phenomenal rise in
popularity of Markey Towing Machines in the
Bay Area. "We find it more economical to
use wire rope, especially for harbor work. We
save plenty in material, manpower, and over-
all operation."

There's a tip in that for you. Be wise —
investigate the Markey Towing Machines . . .
Cut operating costs . . . Enjoy the benefits of
great flexibility and absolute dependability.

Write for descriptive literature, without obligation, giv-
ing any information that will enable our engineers to give
you the full benefit of Marliey's sea-tested experience.

Towing Machines
HoJsfs • W

nche

Capstans
s • Steer

• W>nd/ass
ing Engines

Re

pres

ented by

Geo. E.

Sweft &

Co., San

Francisco

J. H. M

engc

Sales Co., New Orleans

Let's keep o
Uncle

ur Me
Sam's

chant
Best

Marine —
Prosperity In

stance"

MARKEY

SEATTLE, WASHINGTON

Thicknesses from '4* to li inches.
Sheets 40 x 40 inches and larger,

Feeding mix for Garlock 7021
into sheeters at Garlock factory.

(y^ AND H

HIGH TEMPERATURES

GARLOCK 7021 Compressed Asbestos Sheet
Packing was specially developed by Garlock
for severe oil service. It is strong and tough, yet
resilient. Gaskets cut from Garlock 70''21 give
superior service on pipe lines and other equipment
handling gasoline, oil, gas or steam at ex-
treme pressures and high temperatures.

THE GARLOCK P.\CK1NG COMPANY
FALMYHA. N. Y.
T San Francisco Los Angeles

Seattle

Portland

GARLOCK

EBRUARY • I 948

Paae 9!

Ship Forms

{Cuntiniieil from page 90)

5. Type of machinery preferred.

6. Number of passengers, if any.

Unfortunately, or perhaps fortunately for the naval
architect, there is no simple formula which can be run
through on a slide rule to give the dimensions of a ship
from the above requirements. Speed is the primary re-
quirement for but few classes of vessels; therefore, in
normal merchant practice the hull dimensions cannot be
chosen solely on the basis of low resistance. From the
viewpoint of resistance, length is advantageous but add-
ed length increases the cost of building and increases the
hull scantlings. Increased draft aids in reducing resistance
but unfortunately this dimension is the most liable to
be restricted. Adding to the beam without fining the
hull form usually added to the resistance.

Passenger ships have been and probably will continue
to be tailored for some particular run. Cargo ships, on
the other hand, have been built for general service with a
trend toward increased speeds. Fifteen years ago 10 knots
was the common speed; today it is 15-16 knots and 20
knot cargo ships are proposed.

In the past it was normal practice to select a suitable
block coefficient for the operating V/\/L from one of
the following: —

(Block coef.) =/,=0.39\/L,/V or V =sea speed.
V
=1.08— ^ /y V = trial speed.

Modern practice is to choose a prismatic coefficient
and let the block coefficient come as it will. A suitable
prismatic coefficient may be chosen from

1.09

V

Prismatic coef.^ Midsec. coef. 2 ( Midsec. coef. ) \/L

= 1.02-

= 1.15—0.6

10 D ^e
V

V L

An unduly fine prismatic will increase length of a
given displacement with the attendant disadvantages
previously noted.

When choosing a prismatic coefficient the value of ( P )
should be investigated as an indication of wave-making.
When (P)=\/Vl,\/4/5,\/4/9,\/4/13,etc.the form
will have high wave-making resistance; low wave-mak-
is indicated by (P)=V4/3, \/4/7, VVH, V4/15
etc. Should a poor value of (P) be unavoidable, the criti-
cal values may be shifted a little up or down on the speed
scale by the use of straight or hollow entrance lines re-
spectively. A particularly bad combination of a wave
crest at the bow with a hollow at the end of the entrance
is indicated by V = 1.09 VLength of entrance. Under
no circumstances should this occur in conjunction with
a poor (P) value. The spreading of the entrance and
run shoulders will help to reduce critical wave combi-
nations.

Once the dimensions and coefficients of form of a new-
ship have been settled the following are the important
(Please turn to page 94)

XZIT

ADDED TO FLAME

REMOVES SOOT

FROM BOILERS ,;>'iV-"
AND STACKS ': .''i.''

I

NCREASES
BOILER
EFFICIENCY

'VT'OU CAN CHECK the effi-
ciency of XZIT in your
boiler room. Stack temperatures
definitely prove that XZIT sub-
stantially increases operating
efficiency and improves heat
transfer by removing soot and
fire-scale from all surfaces of the
firebox and stack.

XZIT, fed into the flame, does
its work while the boiler is in
operation. It keeps the boiler
free of soot and fire-scale when
used at regular intervals. Try
XZIT today— stocks are available
in all localities.

XZIT

FIRE SCALE &
SOOTERADICATOR

158 - 14th STREET. HOBOKEN, N. J.
5800 S. HOOVER. LOS ANGELES. CALIF.

Page 92

PACIFIC MARINE REVIEW

New "Package"
Steam Cenerator
by Foster Wheeler

l-oster Wheeler Corporation, New
^iirk, announces its entry into the
held of package steam generators
up to and including 27,000 lb. per
hour range. These Foster Wheeler
units are assembled at the factory,
uicluding refractory and insulation,
.uid are ready to generate steam
wlien delivered and installed.

Designs immediately available
provide for both oil and gas-firing,
and a coal-fired unit will be ready
sliortly. Two series, low pressure
I up to 250 lb.), and high pressure
I up to 850 lb.), are being produced
at present.

Basic engineering design provides
f( ir installation of superheaters
cuher as original equipment or for
later addition. This means that
plant operators are being offered
complete steam generators, factory-
built, which embody the same fea-
tures found in central station units.

C'ombustion controls provide full
111 semi-automatic operation, as de-
bired, and are an integral part of the
"package". Operation of the units
from a central control panel is sim-
ple— only a minimum of attention
is necessary.

1 A bulletin contain

ing full infor-

( mation is available on request.

■11

IH

VI'll

i^^H

^^H

vfl

- '"^efl

f

m

in'

m

1

m^t

li . ^

r-- ■ ■■—

FEBRUARY •

1 948

kwi Catalog
of Tube Cleaners

Thomas C. Wilson, Inc., has in-
troduced a new catalog of tube clean-
ers covering the complete Wilson
line of tube cleaners for use in re-
fineries, power plants, marine boiler
rooms, locomotives, and chemical
process plants. The catalog, contain-
ing 48 pages, is printed in three
colors, and is replete with excellent
illustrations and conveniently ar-
ranged tables.

Virtually every type of cutter-head
is described in detail, as well as
brushes and air, steam, and water

driven motors. Electrically-driven
tube cleaning equipment and all ac-
cessories are also described and il-
lustrated. One section of the book
is devoted to special equipment and
shows a variety of "custom-made"
cleaners which are typical of the
solutions which Wilson technicians
have developed to meet difficult and
tuiusual tube cleaning problems.

All listings are organized for easy
reference, and include application
data as well as technical information,
operating hints, and other pertinent
data. Copies of Wilson's Tube
Cleaner Catalog No. 76 may be ob-
tained by writing to Thomas C. Wil-
son, Inc., 21-11 44th Ave., Long Is-
land City 1, N. V.

THE U. S. MV/\L TALKER
MISSIDIV PURISIMA

1

All cargo tanks on the U. S. NAVAL TANKER MISSION PURISIMA

were converted from black oil to white gas by Sopac's machine cleaning
methods. Pyrate Tank Cleaning Machines were used In this operation.

Specialists in

PYRATE MACHINE CLEANING OF OIL TANKS

Also Specialists in
• BOILER CLEANrNG

• TANK CLEANING & RECONVERSION
• SAND BLASTING

• INTERIOR AND EXTERIOR PAINTING

• SCALING AND ALL TYPES OF CHEMICAL CLEANING

soPHc SHIP mmmEi co.

1168 BATTERY

SAN FRANCISCO 11

Phone SUtter 1-5890

^age

93

Ship Forms

{Continued from page 92)

items that affect resistance;

1. The shape of the sectional area curve.

2. The shape of the load waterline, particularly at the
fore end.

3. The shape of the sections at the ends.

4. The type of stern.

F. H. Todd notes the following features governing ship
performance :

affect the speed when the ship is pitching in heavy
weather. This was demonstrated by the M. V. Silverpine
which was designed for 10 knots and made 11.85 in
ballast on trials. The owners required a large poop space
which gave full lines above the water at the stern. In
heavy weather her speed fell to an average of 6 knots.

Thus, in brief, are some of the important steps in the
development of hull forms and the continuing studies of
ship resistance. In spite of the vast storehouse of modern
knowledge of hull forms and their resistance, it is still

V/VL

Below 0.5

0.5

1.0

Best type
of bow
water

lines

Best
position
of L.C.B.

convex with
fairly large
entrance
angles

forward of
midships

hollow and becoming straight with

small en- increases in

trance V/L
angles

aft of mid- changing midships at

ships to high speed

Above 1.0
straight with
medium angle
of entrance

amidships

At the stern, bow wave-making is automatically guar-
anteed if the lines are carefully drawn to eliminate eddies.
The length of run may be determined from

L = 4.08 \ Midsection Area
R

which is to be measured from the stern frame and not
the after perpendicular on single screw ships. While
Froude's general observation that V-sections are helpful
in reducing wave-making at the stern is still true, studies
of lines of flow to the propeller disk indicate that for
good propeller action a more U-shaped section — some-
times known as the club-footed section — is to be pre-
ferred. A rounded waterline aft is suitable for slow speed
vessels but for high speed it should be nearly straight
and drawn out as far as possible; a deep cruiser stern
is helpful in accomplishing this. After waterlines should
not exceed a slope of 20° from the centerline as far aft
and as high as possible but must fair into the stern frame
without an abrupt change of shape.

If U-sections are used at the bow, care must be taken
to avoid flat spots on the bottom which may be liable to
damage from pounding. The bow profile on fast vessels
should have a decided slope forward with a good cut
away to meet the requirements of a fine-ended sectional
area curve without creating sections that are structurally
impractical.

While the form of the immersed body of a ship is
usually the naval architect's main concern, the above
water shape must not be overlooked. Vertical stems with
sharp flares high up tend to slow down a ship when pitch-
ing into head seas; the flare should start from as near
the load waterline as possible and be gradual. Raking
the bow profile forward in conjunction with a rounded
stem in place of the old style bar will enable the above-
water lines to be drawn in nearly parallel to the load
waterline.

In shaping a cruiser stern above the water, care must
be taken that it is not too U-shaped in section. The added
frictional and eddy resistance of such a stern will seriously

possible to design a poor ship — naval architecture re-
mains an art as well as a science.

Typical (C) Curve Data Calculated from Published
Curves: — (C) on Basis of 400 Foot Ship

Type:
Length
Breadth
Draft
Displ.
Pris. Coef.
Block Coef.
Midsect. Coef.
Des. Speed
V/\/L.

Cargo
204'

38'

14'
1961 1

£66

.618

.927

121/2

.875

V_ (C)
9 .765

10 .833

11 .833

12 .924

13 1.004

14 1.315

15 1.695

Cargo
465'
69'6"
30'
8700
.688
.675
.982

161/2

.765
yi (C)
9 .737

10 .737

11 .714

12 .697

13 .705

14 .702

15 .706

16 .707

17 .729

18 .788

Pass. & cargo
486'6"

64'
26'
14027
.631
.607
.961

I6y2
.749

y_ (C)

10 .745

11 .727

12 .717

13 .707

14 .704

15 .707

16 .714

17 .732

18 .712

19 .862

Good Neighbor Fleet

Pass.
690'3"

91'11"

32'6"
35440
.600
.586
.977

22
.837
JV (C)

15 .757

16 .753

17 .750

18 .755

19 .763

20 .770

21 .778

22 .784

23 .805

24 .860

(Continued from page 45)

Santos, Montevido, and Buenos Aires. On her northbound
voyage she will touch the same ports in the reverse order,
and will also call at Port-of-Spain, Trinidad. Later, when
the two sister ships, the Brazil and the Urt/gna) return to
service, the fleet will make fortnightly sailings calling at
the ports listed.

Page 94

PACIFIC MARINE REVIEW

SOUTHERN CALIFORNIA'S LARGEST

! SHIP

DISMANTLERS

LIBERTY SHIP EQUIPMENT S

• MAIN ENGINES

• BOILERS

• CONDENSERS

• TAILSHAFT

• REFRIGERATION

• EVAPORATOR

• PUMPS

FUEL OIL TRANSFER; BALLAST; FIRE AND
BILGE; FUEL OIL SERVICE.
MANY OTHER ITEMS OF LIBERTY SHIP EQUIPMENT.

0^

DIESEL GENERATORS

i20 KW 120V DC 30 HP GM 2 cyl. 1200 RPM.
100 KW 3/60/450AC 150 HP GM 3 cyl. 1200 RPM.
200 KW 3/60/450AC 450 HP GM 8 cyl. 1200 RPM.
1200 KW 525V DC 1700 HP GM 16 cyl. 750 RPM.

DIESEL ENGINES

225 HP GM 2100 RPM 6 cyl.
1800 HP Fairbanks-Morse 800 RPM 10 cyl. O.P.
1700 HP GM 16 cyl. 750 RPM.
,900 HP GM Electromotive 12 cyl. 744 RPM.

DIESEL CARGO VESSELS

Gross Tons, L.S.T.; 900 Gross Tons, L.S.M.; 400 Gross Tons, L.C.I.

REPRESENTATIVES FOR:

BALDT ANCHOR & CHAIN CO.

CHESTER, PA.

NUMEROUS OTHER ITEMS OF

MARINE EQUIPMENT

Attractively Priced Immediate Delivery

WRITE

PHONE

WIRE

NATIONAL
ETAL & STEEL CORP.

DEPT. B TERMINAL ISLAND, CALIF.

LOS ANGELES: NEvada 6-2571

Cable: NACOR

FBRUARY • 1948

because

ATLAS knows
the marine paint field

ATLAS PAINT & VARNISH CO.

LOS ANGELES • 1922 Eji! boge Avo., Phone Kimball 6214

SAN FRANCISCO • Habor Supply Co.. 821 Folsom St.. Phone EXbrook 2-'(500

SEATTLE • lA.-r.time Pacific Supply Co., 1917 First Ave., Phone ELiot Mil

WILMINGTON • ??'< No. Avalon Blvd., Phone TErminal 4-3251

GALVESTON and HOUSTON, TEXAS • Galveston jhip Supply Co.

MOBILE, ALABAMA • Seaboard Supply Co.

NEW ORLEANS, LOUISIANA • n„!f f„^,r,^r-nnr, Cn In-

,J

Page 95

FORSTER SHIPBUILDING CO., INC.

SHIPBUILDERS • ENGINEERS • MARINE WAYS • REPAIRS

All types of diesel and hull repairs

CONSTRUCTION OF ALL TYPES FISHBOATS

PLEASURE CRAFT AND BARGES

WOOD OR STEEL

TErminal 2-4527 • Ferry Street

P. O. Box 66, Terminal Island Station

SAN PEDRO, CALIFORNIA

Los Angeles Harbor

Formerly
Garbutt & Walsh

POLLUTION or NHVIG^BLE IV/ITERS

(Continued from Page 4S)

in the harbor. The following table shows various types of
vessels and facilities involved in the violations:

H

(2 g

u

CQ

H

6 S

116

29

59

3

1 2

i

1 1

1-22 .1

1- I

Approximately 27 of the preceding cases have been
successfully prosecuted by the United States and 213 by
the State of California. Generally, where the State has
successfully prosecuted a case. Federal prosecution has
not been recommended. A number of cases have not
been prosecuted by the United States because the spill
was not due to negligence, or was minor, and a clean-up
crew was promptly ordered to remove the oil. In such
cases, a warning or reprimand by letter has been deemed
sufficient.

Over a period of 10 years ( 1936-1946), approximate-
ly 33 complaints concerning the violation of the refuse
and debris laws were investigated by this office and de-
veloped into cases. Some of these violations consisted of
disposal of garbage into the navigable waters, dumping
of trash and industrial waste into streams emptying into
navigable waters, dumping of raw sewage into navigable
waters, pollution of beaches, etc. Of these 33 cases, 11
were referred to the State and were successfully prosecut-
ed. This office recommended four cases for prosecution by
the Federal Government and one conviction was obtained.
Prosecution was not recommended on the remaining 18
cases, but letters of warning or reprimand were sent to
the violators.

Two of a trio of Army transports now at Todd Brooklyn yard for ,
modification and repair. The 622.foot General W. P. Richardson I
(left) is in for a general overhaul before being turned back to
the Maritime Commission. The General C. H, Muir is in for a
complete modification in the Army's "Safety-at-Sea" program
to meet the latest Coast Guard regulations. The General C. C.
Ballou. a C-4 type, like the Muir is berthed out of sight behind
the Richardson, and is getting a similar going-over before they
both return to the New York-Bremerhaven troop-ferrying service.

TODD CETS TRIPLE
m\ MEM] JOB

Three large Army transports entered the Todd Brook-
lyn shipyard withm the past month for modification and
overhaul, the second phase of a general program of re-
pairs and rehabilitation of Army vessels undertaken with-
in recent months. The latest arrivals are the 496-foot
C-4 types General Ballon, and General C. H. Muir. which
entered the yard on December 5 and 10 respectively, and
the 622-foot General W. P. Richardson, which was
berthed December 15.

The General C. C. Ballou and General C. H. Muir will
both undergo the same modifications as were completed
recently by Todd on the General Callan and Getieral
Harry Taylor. This is part of the Army Transportation
Department's "Safety-at-Sea" program to bring its active
transports within the very latest Coast Guard regulations.
The improvements include changes to insure water-
tight integrity, a complete new lifeboat set-up for the full
capacity of 1650 persons, extensive fire-retarding instal-
lations in the form of Marinite bulkheads and magnesite
decking throughout, overhaul of the fire alarm system
and replacement of fire extinguishing chemicals.

The General W. P. Richardson, which was built for
the Navy in 1944, and turned over to the Army in 1946,
is being generally overhauled to be restored to her origi-
nal condition prior to being turned back to the Maritime
Commission.

The work on the two C-4's is expected to take at least
two months each, while the Richardson will probably re-
quire less than a month's lay-up for repairs.

Page 96

PACIFIC MARINE REVIEW

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Water Treatment

iConliiu/eil jrom page 55)
traced to one or a combination of the following:

1. Low pH of the boiler water.

2. Dissolved oxygen entering the boiler with the feed-
water.

3. Sea water entering the boiler with the feedwater.
Low pH causes general attack or corrosion of the

metal surface. Carbon dioxide or sea water will cause low
pH. The remedy for this situation is to add sufficient al-
kali with the treatment to raise the pH to the desired
value, namely 10.5 or greater. Caustic soda is to be pre-
ferred for this purpose since soda ash breaks down to
give off carbon dioxide in the boiler, which carbon dio-
xide will make the steam corrosive.

Dissolved oxygen is the usual cause of pitting of metal.
Low pH aggravates or increases the pitting. ( Figs. 2, 3,
and A.)

In general two procedures are followed for eliminat-
ing corrosion from dissolved oxygen:

1. The source of the dissolved oxygen is found and
eliminated.

2. Chemical treatment is applied to the boiler water.

With respect to 1., in finding the source of the dis-
solved oxygen, it is often necessary to make dissolved
oxygen tests. That is, samples of representative waters are
tested for oxygen and in this manner the source located.
Pumps and traps are the usual sources and of course occa-
sionally an unknown leak is found, oftentimes in a con-
nection normally thought to be closed. Proper operation
of the deaerator, of course, also is required in order to
hold the dissolved oxygen as low as possible. In an effort
to eliminate all corrosion from oxygen, especially at high
pressures, an oxygen scavenger such as sodium sulfite is
desirable.

Sea water also may cause serious corrosion, due chiefly
to magnesium chloride present. This material may react
with water by a process called hydrolysis to form free
acid (HCl ) which of course is very corrosive. Fortunate-
ly maintaining the proper alkalinity, that is a pH above
10.5 counteracts this effect and will eliminate this type
of corrosion.

Caustic embrittlement is a special form of corrosion
that takes place when a leak permits a very high con-
centration of the boiler water to take place. At this high
concentration the caustic soda or sodium hydroxide pres-
ent in the concentrated boiler water attacks steel under
certain conditions and causes it to become brittle. The
problem of caustic embrittlement has been combatted
in two ways.

1. By improved design of equipment, for example

elimination of seams and rivets by using welded

construction.
2. By chemical treatment with inhibitors. Materials

known to be effective in preventing embrittlement

are nitrates, tannin and possibly phosphate.
Another problem of the corrosion type is the corrosion
of steam and condensate piping. Such corrosion is usual-
ly due to low pH water, although disolved {)xygen may
accelerate this type of corrosion. The source of the carbon
dioxide is leakage of air and the breakdown of bicarbon-
ates and soda ash used as a water treatment in the boiler.
Because of the latter, soda ash should not be used as a
water treatment for marine use. The method of combat-
ting this type of corrosion is to raise the pH of the steam
and condensate to a value between 7.0 and 8.5 at which
pH steam is not corrosive. Volatile alkalies are available
for this purpose.

Scale and Sludge

Scale and sludge problems usually can be traced to
dissolved solids which enter the boiler due to sea water
leakage into the feedwater, or to the use of make-up con-
taining scale forming salts. Cement washed tanks are
often a source of scale forming salts. With respect to
distilled make-up, great care should be exercised to elim-
inate carryover from evaporators which of course will
contaminate the distillate. In general, scale is formed by
the calcium and magnesium compounds which enter the
system in the above manner. Figure 5 shows a bad case
of scaled tube.

The only sure way to prevent scale and sludge diffi-
culties is to remove these materials from solution either
in the feedwater or in the boiler water and to condition
the precipitates so formed so that they will not adhere
to metal. The actual removal from solution is done by
the addition of chemicals either soda ash or sodium phos-
phate. By so doing, a sludge is formed which eliminates
the danger of true scale but there is still danger of sludge
baking on to metal. Because of this danger of baked-on
scale, a coagulant is often used to "condition" the sludge
so that it will not adhere. Organic coagulants have proven
highly successful in this respect. The action of the coagu-
lant is twofold.

1. It coagulates the particles or gathers them together
giving them sufficient weight so that they drop
rapidly to the lower parts of the boiler where they
can be blown out.

2. It acts as a protective colloid, that is, it coats the
particles with a layer of organic material which
makes them non-adherent to each other as well as
to metal.

In the case of scotch marine boilers, it is common to
operate with low or near zero hardness either with or

Pining in piece of boile
feed trough.

Page 98

PACIFIC MARINE REVIEW

FACTORIES AND WAREHOUSES

• San Francisco: 53 Stephenson St.

Phones:

Yukon 60600
Yukon 62614

Wilmington: 140 N. Marine Avenue
Phones: Nevada 61076
Terminal 4-4650

IN CANADA:

Peacock Bros., Ltd.
t'ancouver, B.C.

Plione: Marine 3623

WEST COAST DISTRIBUTORS

• Portland: Harris Supply Company

240 S.W. First Avenue
Phones: Atwater4119
Atwaler4110

• Seattle: Atlas Packing & Rubber Company

63-65 Columbia Street
Phone: Elliott 4697

METALLIC • FABRIC • PLASTIC PACKINGS

CRANE PACKING COMPANY

PROMPT
SERVICE

Boiler Feed Pumps
Bulkhead Stuffing Tubes
Cargo Pumps
Condenser Tubes
Circulating Pumps

MECHANICAL SEALS

A COMPLETE LINE OF PACKING FOR

Condensate Pumps

CO; Compressors

Deck Line Valves (Steam)

Deck Line \alves (Cargo)

Electric Cable Stuffing Boxes

• Condenser Tube Protectors

• Condenser Tube Plugs (Fiber)

• Freon Compressor Seals

• Gaskets and Casket Sheet (All types)

• Gasket Sealing Compounds

Electric Cable Terminal Tubes Gauge Glasses

Expansion Joints (Steam) Pistons

Expansion Joints (Diesel) Rudder Posts

Fuel Oil Pumps Steam Rods

Fuel Injection Valves Steam Valves

• Packing Hooks (Flexible)

• Packing Lubricants

• Pipe Joint Compounds

• Piston Ring Water End (Bakelite)

• Pump Valve Discs (Bakelite)

IMMEDIATE
DELIVERY

Steam Valve Rods
Stern Tubes
Steering Engines
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FOR PRECISION SHIP REPAIRS

This ingenious whirligig, technically known as a completely
portable turning lathe, is one of the many precision machines
in the shops of GEDDCO. It was designed by
C. W. "Slim" Tydeman, superintendent of pre-
cision tool department, to turn down crankpins
without removing shaft, with resulting savings in
time and money that ship operators have been
quick to appreciate.

an Francisco — machine shops, pier facilities for general repair,
.lameda — machinery, hull and Industrial repairs — one-half mile on
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Complete 100-Page Book in Color, Showing
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GENERAL ENGINEERING
AND DRY DOCK CORP.

I GArfield 1-6168

WATER TREATMENT

t Continued from Page 98)
without the use of phospliate. In many cases good results
are obtained without the phosphate, though with some
types of water the phosphate is necessary to eliminate
scale. In all cases better results are obtained if a coagulant
is used along with the chemical treatment. At high pres-
sures phosphate is almost always necessary to insure
satisfactory results. In fact, excess phosphate should be
maintained in the boiler water at all times. If this is done
there is little danger of true scale even if silica is present.
Since phosphate sludges are troublesome from the stand-
point of adhering to metal as baked-on deposits and also
may cause carryover, good coagulants should be used to
supplement the regular chemical treatment.

Oil and grease are often a problem in marine water
treatment. In combatting these difficulties their source
should be eliminated if possible. Small amounts of oil and
grease can be eliminated in the boiler through the use
of proper coagulants, for example, organic colloids.

Evaporators have been designed to operate indefinitely
in some cases with physical cleaning only but in most
cases some scale forms and the efficiency is impaired.

Chemical treatment has been found to be very effective
in eliminating deposits from evaporators, both evaporat-
ing fresh water and salt water.

Foaming and Priming or Carryover

Priming which is the "spewing or belching" over of
boiler water with the steam, is usually due to design and
operational characteristics. These factors, therefore, are
to be investigated in eliminating priming. Foaming, on
the other hand is a function of the condition of the boiler
water. Foaming is caused by the combined effects of dis-
solved solids and suspended matter in the boiler water.
These materials cause steam bubbles as they rise through
the boiler water to become stabilized and they collect as
foam on the surface of the water.

Since foaming is caused by the joint effect of dis-
solved and suspended solids, reduction of either will de-
crease foaming. Slowdown is the only manner in which
the dissolved solids can be decreased but the suspended
solids can be decreased in another way, namely through
the use of a coagulant. The coagulant causes the suspend-

ed material to settle out into portions of the boiler from
where it can be blown out. Through this reduction of
suspended matter, foaming is decreased or eliminated.
Bottom flash blows are required to eliminate suspended
matter in this manner.

Control of Treatment and Instruction of
Personnel

The use of water treatment without proper control
and instruction may be compared to the operation of a
steam plant without adequate meters, thermometers and
gages. For this reason great emphasis must be placed on
these aspects of water treatment.

For proper control of the treatment, a test kit is neces-
sary. This kit makes possible the ready determination of
the chief constituents in boiler water. As a ready means
for interpreting the results of these analyses, charts have
been found very helpful. These charts have coliHiins, for
example, for hardness, alkalinity, etc. After making the
analysis the hardness value, for example, is referred to
the chart and directly opposite, the corrective measure to
be applied is listed. This takes the guess work out of
water treatment and makes possible very exact control.
Charts are available for various types of boilers at low
and high pressures.

Conclusion

Much progress has been made in recent years in water
treatment. Methods are now available for completely
eliminating corrosion, scale and carryover. Through prop-
er use of these methods and the maintaining of ptoper
control, good results are obtained, provided personnel are
instructed properly in the use of the method. Through a
combination of these factors excellent boiler operation
is insured.

TUNA CEIPPER SAEETy

(Continued from Page 63 '
any method of holding it open. The Hydro-Hinges will
at least close the door when someone goes in or out. In
case of emergency the dooi can be dogged shut but for
ordinary ingress and egress the Hydro-Hinges will hold
it shut.

No. 11 Engine Room Bulkhead
Bulkhead at the after end of the engine room
to be watertight in all vessels with the piping
made tight at the bulkhead and a stuffingbox
or suitable collar fitted at the shaft. If a door is
fitted to the bulkhead at the after end of the
engine room leading to the shaft alley in wood
and steel boats, it must be watertight.
The intent here is to have a bulkhead that is pump
tight — that is if a small amount of water gets into the
vessel it will be confined until it can be disposed of. Also
the intent is that the bulkhead will be sufficiently tight
to be of value for salvage purposes.

No. 12 Engine Hatch Grating
A low coaming 6" high to be built around
the engine hatch grating and the companion-
way opening to the engine room ladder within
the forecastle.
The purpose is to have some small measure of pro-
tection against water that enters the doors and which
would otherwise flow down the hatch. If the water is
confined on the main deck until the doors can be closed

Page 100

PACIFIC MARINE REVIEW

TUNA CUPPER

it may save the ship. On many occasions water has come
through the door, poured over the edge of the hatch
opening and ruined the electric work and motors so the
ship was lost.

The proper way to build the engine hatch is to sur-
round it with a solid bulkhead extending from the main
deck up to the boat deck. A door with an 8" sill above
the deck would give access to the lower engine room
and the companionway hatch would be dispensed with.
Here again adequate ventilation must be provided.

No. 13 Binboards

Binboards to be fitted athwartships and fore
and aft on deck so fish can be stowed and pre-
vented from sliding.

In one case that presented itself, all of the calculations
showed that the vessel should not have had trouble.
However, it developed that the binboards were missing
and when the vessel took a slight lurch the fish flowed
to the low side. She still did not overturn but she did
take a list sufficient to submerge the bottom of the wing
athwartship door on the low side. The water went be-
low and put all the motors out of commission.

No. 14 Bilge Pumps

At least two pumps to be connected to the
bilge. The sizes given are for two pumps but
two or more pumps of equivalent capacity will
be satisfactory.

Boats under 70 feet long over all — Two 2"
pumps or equivalent capacity.

Boats 70 to 100 feet over all — one 2" and
one 3" pump or equivalent capacity.

Boats 100 to 125 feet over all — Two 3"
pumps or equivalent capacity.

Boats 125 feet long over all and over —
One 2" and two 3" pumps or equivalent
capacity.

The bilge pumps have been a problem all through the
fishing fleet. Only recently a vessel met with a fortuitous
accident and after a lengthy sojourn in the shipyard
undergoing repairs she was provisioned for sea and was at
the oil dock taking aboard the final fuel, gasoline, lubri-
cating oil and water. When the crew appeared in the
morning she sat down on the bottom of the bay like a
(Continued on Page 102)

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WHISTLES

SEATTLE 6. WASHINGTON

FEBRUARY • I 948

Page 101

m\ CUPPER

(Comhir/eJ jrum Page 101 1
tired hen. The priming arrangements had not been prop-
erly worked out and had simk the vessel.

To get the capacity in a small space centrifugal pumps
are required and centrifugal pumps have to be primed
or they will not start. Lately there has been a %" con-
nection installed from the sea valve to the bilge pump
to prime it. This is a dangerous practice and has been a
source of considerable expense to the underwriters. A
check valve is placed in the bilge suction to prevent sea
water from flowing from the sea into the bilge and the
bilge pump prime line has a continuous flow to restart
the intermittent suction of the pump.

Where a centrifugal pump with a horizontal shaft is
used for the bilge service, there is difficulty in getting it
started. To overcome the starting problem the pump is
left running all the time. Where a centrifugal pump is
left running continuously with a small amount of water
in it the pump heats up to the point where the water will
boil. To overcome the heating problem the connection
from the sea to the pump was installed — all of which is
wrong in principle.

Several flooding losses have occurred because of the
failure of the check valves to work and they are totally
unreliable due to chips and other dirt in the bilge. The
writer fitted a bronze foot valve with a swing check
valve ahead of it in several boats but even the double
valve arrangement failed on occasion.

Lambie, Newby and the writer discussed the problem
at considerable length in 1937. The question of the size
of the boat — the space available — and the cost enter into
the picture.

The original intention was to restrict the duty of the
bilge pumps solely to that of pumping the bilge but
where the owners are required to install two pumps they
feel that either one or both should be used for more than
one purpose and it is this multiple use that has caused
all the trouble.

Where a pump is used for fire and bilge there must be
a connection to the bilge and also a connection to the sea
and if both shut-off valves are defective, as usually hap-
pens in time, there is bound to be a leak of sea water into
the bilge.

The remedy for this installation is to fit what is known
as a brass three-way cock close to the suction of the
pump. The cock is turned either open to the bilge suc-
tion or open to the sea suction but cannot be turned
open to both at the same time. It is easily taken care of
as the stop valves on the sea and bilge suction can be
closed and the three-way cock dismantled.

What should be done is to fit a 2" vertical spindle
pump down in a sump in the shaft alley connected to a
motor above so when the motor is started the pump will
automatically prime itself as it will be under water in the
sump. There are many devices on the market that will
start the pump when a predetermined amount of water
accumulates in the sump so the pump will not have to
operate all the time. The usual overboard discharge is
led from the discharge side of the pump.

A pipe connection is taken from the discharge line of
the submerged sump pump to the suction of the second
pump as two pumps are required in all cases and an ad-
ditional or third bilge pump is required on the larger

boats. By this means we have a fool-proof arrangement
as No. 1 pump is permanently submerged, self priming,
self starting, and should be bronze. No. 2 pump is primed
by No. 1 pump — all of the water used by both pumps
comes from the inside of the boat — and there is no con-
nection to the sea.

If the owner wants one of the pumps to have a sea
connection so the pump can be used for fire purposes,
the three-way valve prevents the sea suction connection
from being used for priming purposes when it is de-
sired to pump the bilge with No. 2 pump. Care must be
taken not to put the priming connection from No. 1
pump so it enters between the three-way valve and pump
No. 2 or the water will run from the sea through the
three-way valve back through No. 1 pump into the ship
when the connections are open. In this way there is no
harm done if the check valves are out of order, as they
usually are.

Pacific Pumping Company specializes in building and
installing vertical spindle non-clog, self-priming pumps
suitable for this service and the pumps will run contin-
uously or intermittantly wet or dry. The only change
from the use of a standard pump is that the lubrication
must be oil instead of grease.

Any pump that is connected to the bilge or to the
bilge and sea combined should be a vertical spindle pump.
As a matter of fact some of the early boats that had the
pumping arrangements engineered were fitted with verti-
cal spindle pumps for all uses except the 5" brine trans-
fer pump which is now omitted on some of the recent
boats.

No. 15 Fuel Oil Pumps
A transfer pump to move fuel oil from any
one tank to any other tank to be connected to
a suitable manifold on each side of the pump.
The pump preferably should be about 2" and
must be a non-return flow type so fuel cannot
flow through the pump from the high side to
the low side when the vessel has a list.
It is common practice to carry fuel in any of the wells
or tanks where an excess amount of fuel is required to
take the vessel to a distant fishing ground. Especially is
this true when the vessel is making the first voyage
where the requirements are not known to the master.

On several occasions the vessels have had trouble
where there has been a cross connection between a well
on one side and a corresponding well on the other side.
Usually there is a tee in the center of the cross connection
with a pipe from the tee to the pump. When the cross
connection is left open under the supposition that the
pump will draw equally from each of the port and star-
board tanks, the fuel is free to run to the low side.

After the vessel has acquired a list there is no way
to balance the tanks by pumping fuel from the low side
to the high side. The rule provides that a pipe from each
well shall be led to the manifold at the pump so fuel can
be pumped from one side tank through the manifold to
the other side tank.

No. 16 Bait Well and Brine Pumps

A transfer pump to be connected between

the bait wells in the hold and between the

brine tanks in the brine boats to enable the

brine to be transferred from tank to tank.

I Please turn to Page lO^i

Page 102

PACIFIC MARINE REVIEW

ttieHtedl Xeadet^kifi

Quality material, superior workmanship and over 30 years
experience are the components of every Chief Sandusky
Centrifugal Casting.

Ship owners and operators realize the added value of
years of experience and specify "Sandusky" on their new
construction and repair contracts.

Sandusky has a complete nonferrous centrifugal foundry
and machine shop for producing propeller shaft sleeves,
stern tube bushings, rudder stock sleeves and pump liners
from 3" to 46" in diameter and In lengths up to 347".

Specify Chief Sandusky Centrifugal Castings on
your next application.

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K E r U R N S TO THE
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S. S. SANTA ADF.LA
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S. S. SANTA ELIANA

These r.-2 fast freight vessels, three equipped with re-
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OREGON CALIFORNIA

and

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White Building 2 Pine Street 523 W. Sixth

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VANCOUVER

991 Hastings St., W.

PAcific 7271

PORTLAND

Board of Trade Bldg.

ATwater 8508

CO/MBUSnON DEPOSIT STEALS FUEL . . ,
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GET RID

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METAL REPLACEMENT

• Removes Combustion Deposit and Slag

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Gamlenite is the unique dty powder
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addition, it "GamlemzeB" the metal
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Service and Stocks in All Principal Cities and Porli

FEBRUARY • I 948

Page 103

ClIPPtR TUNA

I Continued from Page 102)

The practice on this system has changed several times.
Originally there was a pumping system that moved the
brine from any selected tank to the manifold on the
pump, usually in the engine room and thence back to
any other tank. Then a tank was introduced to mix salt
with the sea water and cool it for make-up brine and the
piping was changed to service the brine strengthening
tank.

Later the individual circulating pumps were connected
. to a common salt water header and the salt was added to
each well simplifying the piping. Some of the brme that
has been used to cool a well of fish is pumped from the
header to a fresh well to help with the cooling process.

No. 17 Fresh Water Transfer
There must be no free connection between
fresh water tanks. Where tanks are cross con-
nected a check valve must be installed in the
cross connection to prevent flow from one
tank into another.
The trouble arose in this case from having a cross con-
nection between the water tanks with a tee in the center
from which a pipe was led to the pump. Everyone aboard
was busy with catching and stowing fish and with the
fishermen over the side in the racks the vessel took a
list from the water running to the low side. There was
no way to get it back to restore the proper balance of the
vessel.

No. 18 Propeller Shafts
Propeller shafts to be carefully calculated
as to size, of forged steel, monel or bronze in-
stead of cold rolled steel.
The tuna vessels change shape quite a little due to the
loading at sea and later discharging upon arival. This
was carefully worked out in the June 1940 issue of the
Pacific Marine Review. There were so many broken
propeller shafts that for a while many of the boats were
fitted with Monel propeller shafts as the Monel seemed
to be capable of running out of line safely.

No. 19 Sea Chests
Cast iron and threaded nipple sea chests
serving the pumps will not be acceptable.
Either a bronze sleeve through the hull or a
lead sleeve with a bronze connection on the
inside to be fitted on the wood boats, and on
the steel boats the sea chest to be built as part
of the hull.
This was only an attempt to bring the boats up to
good standard practice. The derelictions arose out of a
lack of knowledge on the part of the builder.

No. 20 Ventilation
A 2000 cubic feet per minute inlet and 2500
cubic feet per minute exhaust blower to be fit-
ted to ventilate the engine room. Where the en-
gine is fitted with a supercharger the exhaust
blower may be omitted. Foregoing recom-
mendation not mandatory if surveyor decides
sufficient ventilation obtainable by alternative
method.
The ventilation requirement arose out of the demand
by the men that the wing athwartship doors be left open

for ventilation thereby endangering the satety oi the
vessel. Also the engineers complained that foul air in
the engine room caused them to fall asleep. The owners
objected at first to spending the money but there is sel-
dom any question now about the suitability of proper
ventilation.

No. 21 Fish Racks
The fish racks to rest down solid on top of
the guard. The bulwarks to be cut off at the
proper height to be comfortable for the fisher-
men from the fore end of the bait boxes to the
stern.
This rule arose out of a near disaster to one of the
steel boats. There never was any restriction of the kind
placed on the large wood vessels but one of the steel
vessels had an excessively high bulwark. To enable the
men to toss the fish over the rail, the fish racks had been
mounted about 10" to 12" above the guard. To get the
fishermen down close to the water as possible for fishing
purposes they had so filled the tanks that the deck was
10" under water.

Needless to say with that much water on deck aft
there was considerable loss of buoyancy and stability due
to free surface. As the fishermen were thoroughly fright-
ened at the way the vessel acted there was no opposition
to making the correction and the rule is to serve as a
warning that there is a potential disaster present.

No. 22 Fire Extinguishers
The size, type, loading and inspection of the
fire extinguishers to be reported.
This rule came about on account of a small fire. When
the crew attempted to use the fire extinguishers it was
found that they had not been recharged for several years.
Their presence had been reported but nobody had
thought to test them to see if they were still active.

No. 23 Bait Boxes
The bait boxes must be so constructed that
each bait box can be emptied in not more than
5 minutes in any condition of trim.
This rule arose out of the loss of one of the steel ves-
sels. When the sister ship was being investigated it was
found the time required to empty each bait box was in
the neighborhood of 14 to 16 minutes. As the crew of the
lost ship reported that she sank in 6 minutes and that
they could not release the water in the bait boxes it was
found necessary to change the overflow arrangement to
empty the bait boxes in a reasonable time.

No. 24 Instructions to Master
The Instructions to Master prepared by the
Naval Architect must be posted in the Pilot
House, and Galley.
The naval architect who makes the stability inclina-
tions is able to see which tank it is proper to fill to trim
the vessel and which ones must be left empty at the
start so as not to overload her. This information is in-
corporated is a sheet of Instructions to Master so any
skipper can come aboard and know where potential
danger lies.

Page 104

PACIFIC MARINE REVIEW

OVERHAULED, TESTED
AND SET FOR

ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

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San Francisco

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BOARD OF TRADE BUILDING

Portland 4, Oregon

744 HASTINGS ST. WEST

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in Principal Citiei ot ihe World

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EVERETT, WASHINGTON

SHIP REPAIR . 10,500 TON
& CONVERSION DRY DOCK

SOLUTIONS
TO LIBERTY SHIP FAULTS

The technical experts of the
American Bureau of Shipping have
been making elaborate tests of liber-
ty ship structure in order to elimi-
nate certain mechanical failures
which have bothered the industry
during and since the war. Some of
these failures have been very serious
indeed.

In several recent issues of the

Pacific Marine Review there have
been articles on the cracking of
decks and sides of welded vessels
and It would appear that the causes
and solution of this trouble have
been discovered.

It also appears that there have
been many rudder and propeller
shaft failures. In his annual report
to the membership of the American

Bureau of Shipping, President J.
Lewis Luckenbach describes the mis-
haps and the action taken by the
Bureau to prevent their repetition.
The rate of incidence of serious fail-
ures in these vessels has been re-
duced from 4.1 'c to less than 0.5%
of ships in service through rein-
forcing or replacing the rudders and
the determination of a safe propel-
ler speed for the protection of the
propeller shaft.

A first result of the reports of
failures of the rudders was the im-
mediate halting of the manufacture
of spare or replacement rudders un-
til new units could be developed,
and the Bureau also instructed sur-
veyors, owners and operators in the
examination, repair and reinforce-
ment of the old type rudder still in
service. Out of approximately 1700
vessels operating and in class with
the Bureau, about 500 have had
either the improved design rudder
installed or the original rudders
reinforced, and there have been no
subsequent reports of failures in
such instances. Shipyards are still
replacing or reinforcing rudders at
the rate of 20 to 35 per week. The
illustrations on pages 106 and 108
show methods of reinforcement sug-
gested by the Bureau.

Proper Shaft Failures

The solving of the problem of
liberty ship propeller shaft failures
has progressed to the point where
specific recommendations or correc-
tions are about to be announced.

Liberty ships were in operation
from the first delivery in 1941 to the
end of 1945 before the percentage
of propeller shaft failures began to
exceed the averages for other types
of ships.

The failures fell into two distinct
categories. One type was due to cor-

Page 106

PACI FIC MARINE REVIEW

SPECIAL CARGO

OIL TANKS

CARGOCAIRE

REFRIGERATION

AMERICAN PRESIDENT LINES

*For 75 years America's link with the Orient

SPEED • FREQUE]\CY • DEPENDABILITY

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HEAD OFFICE
311 California Street
San Francisco 4, Calif.

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ELECTRIC And
ENGINEERING CO.

PILOT MARINE CORPORATION, New York, N. Y.

Signaling, CoTOmunicatIng and Lighting Equipment

BENDIX MARINE PRODUCTS

PNEUMERCATOR CORPORATION (New York)

Gauges: Liquid Level, Ships Draft, Pressure, Boiler Water Level
PLANT MILLS DJRECTION INDfCATOR

AND ENGINEER'S ALARM
A. WARD HENDRICKSON & CO.. INC.

larine Lighting Fixtures and Special Equipment for Shipboard Use.
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MARINE AND INDUSTRIAL ELECTRIC INSTAL-
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KEEP CARGO %

ALVES

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EQUIPMENT

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Brunner

Detroit

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Delioit

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Henry

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REFRICERfiTION

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COMPONENTS

sutler 1-S694

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Marshall. USN. Retired, Hon<

Beach Harbor; Ralph Chandl

Pacific Coast. American

recent Propeller Club meeting at Los Angeles. Left to right: Rear Admiral Albert Ware
ary Member of the Propeller Club; Harry Summers, principal surveyor at Los Angeles-Long
. vice president, Matson Navigation Company; William B. Warren, principal surveyor on
ireau of Shipping; and J. Lewis Luckenbach, president, American Bureau of Shipping.

rosion fatigue and was indicated by
a circumferential groove around the
shaft at the end of the liner. This
type was caused by a defective seal
at the propeller and the records for

1947 indicate that failures from this
cause have been practically elimi-
nated. The other type of failure took
the form of a line hair line crack
starting from the forward end of the

Page 108

keyway on the driving side. A tor-
sional vibration analysis of the pro-
pulsion system was made by the
Staff and the General Electric Com-
pany was retained by the Bureau to
carry out torsiograph tests aboard
the Liberty ship Ira Nelson Morris,
and they verified the staff's findings.
The tests showed that there is a third
order critical speed in the normal
operating range of about 4500
pounds per square inch. This vibra-
tory stress is sufinciently high to
cause the type of failure noted, but
only after the shafting has been run
at or near the peak for a consider-
able length of time.

The tests indicate that the peak
occurs at about 78 RPM when the
vessels are completely light and at
about 74 RPM when they are fully
loaded.

The third order critical speed
should be at least 10% to 15%
above the maximum operating
speed, depending mainly on the
type of governing employed to con-
trol the speed regulation. This
would indicate that the engines
should be operated between 63 and
66 RPM when loaded and between
GG and 70 RPM when completely
light.

Pending a complete analysis, the
Bureau recommends that the engine
speed on these vessels should not be
allowed to exceed 66 RPM and that
means for governing should be pro-
vided so that this speed will not be
exceeded.

PACIFIC MARINE REVIEW

me
tvitui

MARCH 1948

w<n Hoisting Cargo, Hay, or Hods...

men who know choose COIUMBIAN ROPE

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S. HINES

Publlther

TABLE OF CONTENTS

MARCH, 1948

N. DeROCHIE

Aitlsfant
Publisher

DOUGLAS MacMULLEN

Editor

. N. DeROCHIE. Jr.

Astlsfanf
Manager

AUL FAULKNER

Pacific Cooif
Advertlting Mgr.
Los Angtiet Offic*

(AVID J. DeROCHIE

A%shfanf
Lot Angeles

EORGE W. FREIBERGER

Advertising Mgr.
Son Froncltco

LOS ANGELES OFFICE
16 West 5th Street, Zone 13
Telephone — Michigan 3129

SAN FRANCISCO

Telephone— GArfleld 1-4760

jubscriptiofi rates:

tie year, $2.00; two years,
.50; three years, $5.00; for-
gn, $1.00 additional per year;
gle copies, 25c.

Noah • Editoruil By T. Doiu^l.is M.icMullcn .

Pacific Far East Line . ■ • • ■

Bethlehem Reconditions 108-Ton Crankshaft By Peter MacDonald

New Ship Structure Materials By David Maelntyre .

Port of Seattle By Wallace V. Maekay ....

Tramp Shipping .....■•••

Early San Francisco Shipping By Alexander J. Dickie

U. S. Naval School, General Line, Monterey ....

Modern Oil Tanker Design By Frank L. Pavlik

Pacific World Trade

Ob.servations on Shanghai, Hongkong and Manila By Elliott M

Netherlands-Indies Import Trade

Documents on Private Trade Shipments to Japan

World Trade Exposition

Foreign Trade Zone for San Francisco Approved

The Howlands (and Frank)
Marine Insurance ......••

The London Letter
Coast Guard Graduating Officers .......

Admiralty Decisions By Harold S. Dobhs . . . . •

Ship Collision
With the Port Engineers ....■•

Port Engineers of the Month: Vincent E. Foell, William Billings

Membership Roster, Society of Port Engineers, San Francisco

Your Problems Answered By "The Chief" ....

Ratings and Limitations of Reciprocating Engines
Steady As You Go! "The Skipper"

The Magnetic Compass

Coast Commercial Craft ......••■

Specifications for the Boat "Lucy Elena"

On the Ways ...••••••■

Bethlehem Converts LSM

The Magnolia

Todd Readies 52 Tankers to Combat Oil Shortage

One New Tanker Equal to Four

Running Lights .....■■■■

Letter to the Editor ...•■■■•
Keep Posted ....... ...

37
38
4?
47
50
53
55
57
60
63

Allister

71

72
7."-

74

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8f)
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84

87
90
99

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SAN FRANCISCO 11. CALIFORNIA

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efficiency, reliability and economy. In railroad, marine, or
stationary engine use there is a marked preference for

Bendix-Scintilla wherever there is no
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^%

/

^9^

"^^^^^

Page 36

SCINTILLA MAGNETO DIVISION of

SIDNEY, N. Y.

PACIFIC MARINE REVIEW

Uah

0

NE SARDONIC DEFINITION OF GRATITUDE is "the hope of favors
yet to come." It mi^ht not be amiss to apply some gratiude of this type to the
shipping industry and to the armed services. The "favors yet to come" may be
just around the corner! The journey of the Freedom Train but emphasizes a
seeming unwillingness to anticipate a crisis. Perhaps existence is too smug, and
we forget that tomorrow's tyrants come from those who today are too poor or too
rich or too fat. This applies to nations as well as to individuals. Tyranny can be
short-lived, but the destruction it brings may be thus wrought the sooner.
Noise and commotion in the world may be a sign of calculated trouble ahead.
To those who protect our heritage of freedom we suggest the need for "grati-
tude." For shipping, a sound plan is to determine every possible requirement
and build it — not wait for emergency. Lay up the ships if necessary, but h//ild
them!

After 4800 years Noah is still newsworthy. He was no procrastinator. It
wasn't raining when he built his ship. He knew that the time to prepare for
rain is when the sun is shining brightest. And he got full cooperation from
those who were to be protected. Those who would build ships today get some-
thing less than full cooperation.

The American people and the government and the shipping industry should
unite in defensive plans, and shipping people should make their collective voice
heard for preparation. They should not scatter their shot, but work together,
for they seem to find it harder to work and live together than for their sons to
die together!

MARCH • 1948 Page 37

'Poetic

PACIFIC FAR EAST LINE, INC., put its hrst ship
on berth in July 1946. Today, less than two years later,
it is one of the largest operators of commercial tonnage
on the Pacific Coast, maintaining nine sailings monthly
on six separate regular services between California ports
and the Orient. It operates in all 35 large freighters, in-
cluding nine fully refrigerated vessels, and seven C2
full scantling t}pe dry cargo freighters, five of which it
has purchased from the Government as the nucleus of its
future fleet.

Pacific Far East Line services are:

1. A sailing every second Friday from California ports
to Manila, Iloilo, Cebu, and other Philippine out-
ports as inducements offer;

2. A sailing every second Friday from California ports

to the major ports of Japan, China, North China,
Korea, and French Indo-China. The above two serv-
ices alternate to provide a sailing every Friday from
California.

3. A monthly service between California ports, Taku
Bar, Inchon (Jinsen), Korea;

4. A monthly dry-cargo service to Guam, sailing the
15th of each month;

5. A refrigerator service every 10 to 11 days between
California ports, Manila, Hong Kong and Okinawa.

6. A refrigerator service every 9 to 10 days between
California ports and Japan.

The Line is also agent for the North Pacific Steamship
Company, Ltd., a Canadian organization which main-
tains a monthly easterly round-the-w'orld service from
Canada, terminating at Los Angeles.

In addition, the Line is a sub-contractor for the move-
ment of pipe line to the Middle East in connection with
the Arabian American Oil Company's development there.

To maintain these extensive operations. Pacific Far
East Line uses seven C2 full scantling type dry cargo
freighters, thirteen Victorys, nine fully refrigerated ves-
sels and six Libertys.

Although postwar conditions have necessitated the use
of other types of tonnage, the C2 steamer will be the
Line's standard cargo carrier. The C2 was considered as
the most efficient hull, carrying more space through water
for the least operating cost. Her selection was the result
of consultation between the combined heads of traffic,
operating, stevedoring departments, the marine superin-
tendent, and port captain. The five company-owned

MARCH • I 948

Thomas E. Cuffe,
Presidenf

vessels include the Piicific Rear. Indian Bear, California
Bear, China Bear and the Philippine Bear. Of the dif-
ferent types of C2's the Line chose the C2-SAJ-1, known
as the full scantling type. This is the standard C2 vessel
with certain internal structural strengthening, giving it
more deadweight lifting capacity. The ship represents a
combination of .speed, capacity, and economical operat-
ing cost. It should be able to hold its own against in-
creasingly tougher foreign competition. The vessel is
propelled by General Electric 6600 shaft horsepower tur-
bines with reduction gears. Boilers are of diflPerent makes.
The Pacific Bear has a Combustion Engineering Corp.
boiler. Foster-Wheeler boilers are used in the Indian Bear

Page 39

and Cultfnniia Bear, and Babcock & Wilcox boilers in
the China Bear and Philippine Bear.

All have a capacity of about 10,610 deadweight tons
with an approximate speed of 16 knots. They have gyro
compasses and are equipped, or in process of being
equipped, with radar, loran and radio phones. They were
built by the North Carolina Shipbuilding Company, of
Wilmington, North Carolina.

The five company-owned vessels cost close to $10
million. The other two C2's in operation are under
private time charter.

The nine fully refrigerated vessels, which are under
U. S. Maritime Commission bareboat fleet charter, are of
two types. Six are steamer and three are diesel.

The steamer reefers have General Electric turbines
with reduction gears. Three of the six have Foster
Wheeler boilers and three have Babcock boilers. Built
by Moore Dry Dock Company of San Francisco and
Oakland, they have 320,000 cubic feet of reefer capacity
or 6960 to 757.T deadweight tons. They have a speed of
16 knots approximately.

The three diesel reefers were built by the Sun Ship-

building Corp. of Chester, Pa. They have Sun-Doxford,
5-cylinder diesel engines with Foster- Wheeler auxiliary
boilers. Their speed is approximately I6V2 knots. They
have 320,000 cubic feet of reefer capacity, or 8595 dead-
weight tons.

The thirteen Victorys in use are of two types: Eight
are AP3's of 8500 horsepower, producing a speed of 17
knots approximately. Five are AP2's of 6500 horsepower
and approximate speed of 1 5 knots. Both types of ton-
nage have a cargo capacity of between 10,680 and 10,825
deadweight tons. All are turbine driven with high pres-
sure boilers. These ships are under U. S. Maritime Com-
mission bareboat fleet charter.

The five Libertys also are under U. S. Maritime Com-
mission bareboat fleet charter. They are the regular EC2
types with reciprocating engines mostly built by Joshua
Hendy Company.

The Line has under private time charter a special
Liberty type. This is the Z-EC2-SC5, which was con-

Page 40

PACIFIC MARINE REVIEW

verted during the war to facilitate tiie movement of
tanks and planes. The usual five hatches have been re-
duced to four and made larger. Also there is unusually
high head room in the holds. The vessel described is
the Lorenzo G. McCarthy.

The executives who are responsible for the record
development of Pacific Far East Line are nationally
known in the steamship industry.

Top man in the organization is President Thomas li.
Caiffe, one of the small group of planners who organized
the company. CufTe resigned as vice president of Amer-
ican President Lines, in charge of U. S. A. Eastern Terri-
tory, to start Pacific Far East Line. He has been in trans-
pacific shipping during all his business career, starting
as a shipping clerk 30 years ago.

Vice President and General Manager is John R. Wag-
ner, whose entire career has likewise been spent in
Pacific shipping.

E. V. Nevin, Secretary-Treasurer, formerly held a
similar post with American Export Lines of New York.

T. S. Lowry is Vice President in Charge of Operations.
Lowry. who recently resigned as Chief of the Water
Division, Army Transportation Corps, Washington, had
a brilliant war career as port commander in Hull, Naples,
and Marseille, and later in the Philippines with the Sixth
Army. He started his steamship career with the old U. S.
Shipping Board, later going with Isbrandtsen-Moeller
Steamship Company.

A. L. Papworth, vice president in charge of sales, is a
nationally known sales executive, resigning last year as
national sales manager of Moore, Ltd., to become associ-
ated with Pacific Far East Line.

L. G. Dunn, recently appointed Freight Traffic Man-
ager, is an authority on traffic problems and rates, and
thoroughly experienced in cargo handling and freighter
operations. He has been in shipping since 19.^1.

Other executives of note are: Hubert Brown, Assistant
to President; R. J. Pries, Assistant to Freight Traffic
Manager; V. J. Bahorich, Superintending Engineer; W.
T. Lion, Port Captain; H. A. Steiner, Port Engineer; J. J.
Presser, Purchasing Agent; T. D. Hardcastle, Port Purser;
W. C. Juergens, Claims Agent; F. L. Dwinnell. Industrial

Relations Counsel.

The Line's special Chinese Department is headed by
two well known Chinese shipping men. These are T. Y.
Tang, who is advisor on Chinese affairs, and Frank W.
Chinn, Chinese General Agent in San Francisco.

Another factor in Pacific Far East Line's success is the
financial and business caliber of the company's board of
directors. These are S. D. Bechtel, president of W. S.
Bechtel Company; Alden G. Roach, president of Con-
solidated Steel Corporation, Los Angeles; Joseph Di
Giorgio, president of the Di Giorgio Fruit Corp.; Rich-
ard Wagner and Howard J. Klossner, president and vice
president respectively of The Chicago Corporation, lead-
ing Middlewest investment house; John A. McCone,
president of Joshua Hendy Iron Works of Los Angeles.
T. E. Cuffe, president, is also a director.

Executive headquarters of the Line is at 141 Battery
Street, San Francisco, with the Freight and Passenger
departments at 315 California Street. The latter are
located on the ground floor for the convenience of ship-
pers. Although primarily a freight service line, many of
the company vessels have modern, comfortable passenger
accommodations for from 10 to 12 persons. Passenger
accommodations are usually booked many months ahead
mostly by business men with interests in the Orient.

Outside of its executive headquarters, Pacific Far
East Line has branch offices in Los Angeles, Chicago,
New York and Washington. It has agents at Seattle,
Portland, Detroit and Cleveland. Overseas it has offices
at Manila, Shanghai, Hong Kong and Yokohama; and
agents in the following: Balboa, Canal Zone; Bahrein,
Persian Gulf; Bangkok, Siam; Calcutta India; Cebu, P. I.;
Chinwangtoa, China; Colombo, Ceylon; Cristobal, Canal
Zone; Davao, P. I.; Guam, M. L; Honolulu, T. H.;
Hulutao, China; Iloilo, P. L; Keeking, Taiwan; Kobe,
Japan; Panama, R. P.; Saigon, Fr. Indo-China; Takao,
Taiwan; Taku Bar, China; Tientsin, China; Tsingtao,
China; Vancouver, B. C.

It is also represented in the major ports of Japan and
has agency presentation in the principal ports of the
world.

The Line has won the reputation in the shipping in-

Left, w. T. Li<
Port Captaii

Right, H. A. Steii
Port Engineer

MARCH • 194:

Page 41

dustry of bringing a modern point of view to steamship
transport. While ofiicials hold fast to precedures whose
efficiency has been developed and proved by experience,
they welcome all new ideas that may improve cargo
handling methods, packaging, stowage, freight solicita-
tion, documentation and personnel relations on shore and
ship. There are few steamship lines with higher staff
morale.

Among modern methods adopted is creation of a spe-
cial Sales Department. The Line felt that traffic officials
should devote all their attention to procuring space, while
a specialist should take over the task of solicitation. This
will assure the shipper of well-rounded service and at
the same time coordinate field activities with all parts
of the business, resulting in better, more friendly service.
The traffic men, meanwhile, can give more time to im-
proving the mechanics of traffic operations. Some im-
provements already have been put into effect. The freight
document section has been expressly placed on the
ground floor, readily available to the public so that docu-
ments can be cleared without loss of time.

The Line also has adopted snap-out bills of lading and
export declaration forms. Among loading improvements
adopted is the establishment of a tail-gate delivery at
dockside in San Francisco so that trucks can load and
unload directly from the receiving platform.

The Line also has given considerable attention to in-
dustrial relations — shipside and shoreside. A special de-
partment had been set up to this end under an experi-
enced director, Frank L. Dwinnell.

Of ancedotal interest is the fact that a Pacific Far
East Line vessel last year moved the first civilian ship-
ment from Japan to California, following the opening
of that country to free trade August 1947.

Below, ofFicers of Pacific Far East Line. Top, left to right
John Wagner, Vice President and General Manager; T. S,
Lowry, Vice President; A. L. Papworth, Vice President
Bottonn, left to right: Edward V. Nevin, Secretary-Treasurer
L. G. Dunn, Freight Traffic Manager; Hubert Brown, As
sistant to President.

Page 42

PACIFIC MARINE REVIEW

Bethlehem Reconditions a lOH-Ton

Crankshaft

By PETLH MiiLUGNALlI

Foreman, Machine Shop, Bethlehem Steel Company

Shiphuildinq llivisinn, San Francisco Yard

r

OMPLETELY REASSEMBLING a 6,000 HP diesel
Vengine which had been stripped to tlie bed plates . . .

Reconditioning a 108-ton crankshaft whose stub end
and pins had shown signs of loosening . . .

This job, which was successfully completed recently
by the San Francisco Yard of Bethlehem Steel Company,
Shipbuilding Division, is said to be the first of its type
ever to be performed in a West Coast shipyard. The ves-
sel involved was the Navy Supply Ship KA8, now known
as the MV Algorab, which was recently purchased by
foreign interest, and which was operated by the Navy in
the Pacific during rlie war.

When she came to Bethelems San Francisco Yard in
September, 1947, her Sun Doxford diesel engine had
been stripped to the bedplates and the parts stored in the
vessel's cargo holds. These were taken out of the ship and
removed to one of the yards warehouses where they were
inspected and their identification checked before being
reassembled. Before this was done the cylinders and
guides were relined, as well as the thrust and line shafts.
The engine bed was checked and the holding down bolts
inspected and renewed where ncessary.

Peter MacDonald

Upon inspection, stub ends and pins on the four sec-
tion crankshaft showed signs of loosening. It was decided,
therefore, to remove the entire shaft from the ship. This

At left is the Algorab on dry-
dock and right, cylinder hous-
ing being removed from the
Algorab by sheerlegs crane.

^

Wfm

"^-^ifei"^

MARCH

194 8

Page 43

was taken out, section by section, and dismantled in the
machine shop by pressing the stub end and pins from the
webs.

Pins and stub ends were then built up by means of
welding. This was done with a mechanical welding
machine and then remachined to fit the webs which had
previously been rebored in the yard's machine shop.
Webs were then heated to a temperature between 600

I Please turn to page 4(>)

Pressing out crank pin with hydraulic ram. Web is being heated
pressure is applied to pin.

2. George Vogensen. machinist, finishing boring crank web for crank pin
on k" horizontal boring rrill.

3. Welding stub end of crank shaft section where it fits into crank web.
Stub end is clamped in lathe chuck and revolves while stub end is
welded with mechanical welding machine. B. A, Brookman is operat-
ing welding machine.

4. Welding crank pin using same method as stub end. Henry Smith and
McKinley Doda are operating welding machine.

5. Gus Molin. machinist,
machining crank pin to
si7e. after welding, for
shrink fit into web.

6. Alec Weber, machinist,
inspects stub end which

down to designated di-
ameter for shrink fit into

Page 44

PAC IFIC MARINE REVIEW

I Arthur Tambcrq, E. Par-
tels and Don Sheridan
conduct first shrinking
operation. Pin is being
shrunk into web section
which has been expand-
ed by heating.

2. Heating

torches prior t
in stub end

MARCH • 1941

Page 45

iContinued from page 44)
and 700° F. before the pins and stub ends were shrunk
in place. All shrinking was done in a vertical position
to eliminate any distortion.

Following the shrinking operation each crank section

West Coast Waterfront Payrolls

But Foreign

West Coast waterfront payrolls jumped to over $57
million dollars in 1947, a 17 million dollar increase over
1946. The situation in seafaring employment on the
Coast was different, with a lO^^r reduction occurring dur-
ing 1947.

This information and other factors in West Coast
Maritime employment were contained in a joint report
released by the Waterfront Employers Association of the
Pacific Coast and the Pacific American Shipowners Asso-
ciation.

The 40% increase in longshore payrolls compared
closely with the 50' < total cargo increase in 1947 for
all West Coast ports, recently reported by the industry.
The difference is accounted for by the preponderance of
lumber and wheat cargoes contained in the 1947 increase,
which require a minimum of longshore work.

Individual port longshore payroll totals in 1947 were:
1946 1947

San Francisco $18,146,321 $27,550,000

Los Angeles 8,411,368 13,623,000

Portland . 5,673,542 7,952,288

Seattle 8,451,879 7,944,282

$40,683,110 $57,069,570

was checked in the lathe for trueness. Main journals
were remachined and cranks were lined up and new
coupling bolts fitted.

The reconditioned crankshaft was then reinstalled in
the Algorab section by section.

at New High-
Lines Are Getting the Cargoes

Of the $27.5 million in San Francisco, $23.3 million
was earned by a total of 5,712 "regular registered" long-
shoremen. Average annual earnings for these Bay Area
longshoremen was $4,084. Average earnings of U. S.
factory workers was $2,566. Those for U. S. Civil Service
workers were $2,856.

On the seafaring side, average monthly employment
for the American lines on the coast stood at 18,668 for
the quarter ending December, 1947. High for the year
was 20,119 at the end of March. Total seafaring payrolls
were not available.

West Coast shipping had less interruption of service in
1947 due to labor disturbances. The 1946 strike lasted
73 days, whereas there was no coast-wide tie-up of any
duration in 1947. The 1947 foreman strike affected only
a few lines in the California ports.

The Waterfront Employers Association central pay
system, only one of its kind in the world, according to
Kenneth F. Saysette, WEA treasurer, achieved coastwide
application in 1947. Seattle installed the system in that
year. Longshoremen are rotated from employer to em-
ployer by the union and have as many as four employers
per pay period. The pay system balks all earnings and
deductions into one check for each man.

Page 46

PACIFIC MARINE REVIEW

^ew Ship Structure Materials

By DAVID MaclNTYflE

Head Marine Section, Development Division

Aluminum Company of America

I knew — / knew what was coming.
When we bid on the "Byfleet's
keel —
They piddled and piffled with iron.
I'd given my orders for steel!
— Kipling

The naval architect and shipbuild-
er today must consider an increasing
array of new materials and refine-
ments of old, tried and proven ones
in the pursuit of their craft. In some
form or other, a multitude of com-
mercial materials enter into the con-
struction of hull, machinery, equip-
ment or outfit of ships in great or
small degree. These conditions re-
quire the close attention of those

concerned with the design, building
and operation of ships to new or
improved materials, particularly for
hull construction.

The ship has been called, and in
some degree is, the artistic master-
piece of man. Great poets have
eulogized the ship in more than
materialistic terms. Popularly, as
well as under ancient and Admiral-
ty law, the ship has been invested
with a personality. In its structure,
as a residence, as a carrier of goods,
as a machine in the service of man,
it has developed in complexity with
increasing complexity in the life of
progressing man. Today, after util-
izing wood, iron, steel and concrete

for hulls; canvas, steam and oil for
propulsion, designers, builders and
operators of ships, in a move to
keep pace with progress, must con-
sider particularly and fully the qual-
ities of light metals for structures
and equipment, gas turbines and
the atom for propulsion, and similar
materials and technological ad-
vances to invest their vessels with a
more efficient and modern personal-

Since time immemorial, boats and
ships have been built of organic
materials. About 1840, for example,
practically all seagoing vessels were
of wood construction. Thousands of
years of development had brought

el is equipped
boat winches,

oyed in the building of Ale
ninum alloy structures abov.
bridge and promenade er
and scores of mis-cellaneous

ipany'i new Ako,. CAVALIER, pL.ced in
eluding houses, bridge and smokestack
iner bulkheads, doors, interior decorations,
en fabricated from aluminum.

irly in
. Life
hatch

MARCH • 1948

Page 47

In the alLal
resistance to

nd fittings are fabricated fron
esearch. Ttie 10,000 ton carrier i!

422 ft. long, eitre

ested for
•.am 40 ft.

about a high degree of perfection
in the use of wood in shipbuilding.
The pages of history from the Phoe-
nicians to the era of the Yankee
clippers tell of the voyagings of
many fine wooden craft. Few such
ships, however, exceeded 200 feet
in length, though a few vessels at-
tained a length of about 300 feet.
To build enduring strength into
larger structures was impossible.
Even moderate size was in many
cases impracticable because of natu-
ral limitations in timbers available,
in size of pieces, non-uniformity of
grade and seasoning, susceptibility
to marine attack and inevitable dis-
tortion which resulted from strain-
ing and slippage while at sea. Many
old wooden ships became hogback-
ed and their keels were frequently
several feet out of line. Often these
distortions occurred at launching.

Iron began to be utilized in ships
as a substitute for wood hulls about
1820, following its early use in 1787
by the Carron Iron Works in the
building of canal barges. Indeed,
for many years it was employed in
the hulls of floating craft only in
this tentative, or developmental,
manner. Many of those versed in
wood construction scoffed at the
idea of iron seagoing vessels. In
time they were convinced of the
practicality and strength of iron,
from such accidents as stoppages
during the launching of iron barges
and by several groundings across
rocks of some of the original iron-
built Newcastle coal boats. Such ex-
periences not only demonstrated the
high strength of the material, but
actually showed that scantlings then
used were excessive, leading to a

more accurate analysis of the struc-
tural requirements for seagoing ves-
sels.

The 180 ton "Sirius," built in
1837, was the first iron seagoing
vessel classed by Lloyd's. With this
new material, and differences of
opinion as to its use and the variety
of early building practices, experi-
ence had to be accumulated to in-
dicate with some precision the best
methods of construction, together
with sound structural requirements
for safe and economical design. Ex-
perience was also needed to gauge
iron's ability to withstand corrision
under sea service conditions. Com-
pared with the rotting of wood and
attacks by marine borers, iron show-
ed little deterioration. It thinned
away some from corrosion, but al-
lowances had already been made for
this; it could be seen and corrected,
and ways were devised for prevent-
ing or reducing it.

These were the natural results of
the experimental nature of the mate-
rial, but in due time Lloyd's and
other classification societies adopted
standard rules for the building and
classification of iron vessels. Later,
as additional and increasing experi-
ence was obtained, these societies re-
vised them, as they have continued
to do with the advent of new and
improved materials.

For merchant ships, Lloyd's Reg-
ister of Shipping is unique since it
accurately records periods of de-
velopment of new and modern ship
structure materials, including parti-
culars such as age, scantlings and ex-
cellence of construction, for the nec-
essary purposes of classification.
J-loyd's earliest publications, preced-

ing the introduction of iron, were
devoted exclusively to wooden ves-
sels. Their symbols of classification
virtually developed with wooden
vessels, and the symbol "A-1 " be-
came a recognized proverb of per-
fection as we know and use it today.
Because of the numerous kinds of
timber of varying degrees of dura-
bility employed in shipbuilding,
Lloyd's found it necessary, given
good workmanship, to prefix the
symbol of perfection with a numeral
to identify the structural timber
employed.

Deterioration of wooden ships is
inevitable with age; timbers rot, iron
bolts rust, wood treenails loosen and
the structure ultimately becomes
less seaworthy. "Vessels built of teak,
most durable of ship timbers, were
expected to remain sound for six-
teen years and received the classifi-
cation 16A1. Fir was presumed to
last for eight years and vessels so
built were classed 8AI. At the end
of these periods, the high classifica-
tion expired, but could be reinstated
in part with a lower classification
if the structure was sound or was
made so. In the case of iron, and
later of steel vessels, the numerals
100 were prefixed to the symbol
"Al" to identify those vessels built
to Lloyd's highest standards of
strength and workmanship.

Was this a prediction made by
early underwriters and shipowners
that an iron vessel would last 100
years? If so, their early thinking was
apparently justified, for a few still
survive, and records show they are
still in active service. Compare this
to the few historic wooden warships
in preservation at their safe moor-
ings!

Page 48

PACIFIC MARINE REVIEW

Coincident witli the development
of the iron hull was the develop-
ment of the steam enijine for mari-
riine purposes. Many paddle driven
wooden vessels were equipped with
steam engines, among them the
historic and commercially successful
"Clermont." The science of metal-
lurgy developed with them, and was
.applied to the improvement of iuiUs
as well as machinery. Iron, however,
like wood, had its limitations. In
time, naval architects and builders,
dogged by fierce and sometimes vi-
nous competition for cargoes and
freight experimented with and,
finally, adopted its alloy — steel.

By 1855, when the behemoth iron
hulled "Great Eastern" was built,
the use of iron for seagoing vessels
had become relatively common. In
that year, Lloyd's issued its first rules
for the construction of iron vessels.
Puddlers of those days produced
iron of excellent quality, but when
experience conclusively proved the
greater strength of iron vessels as
compared with wood, a tendency
developed to build cheaply. The re-
sult was inferior iron and the qual-
ity of many such ships deteriorated
with the material. Indeed, this mal-
practice became so common that
iron plates of inferior quality came
to be known as "boat plates." Poli-
tical agitation, in the wake of scien-
tific and technological advances for-
tunately checked the trend, and the
establishment of rigid test require-

Almost every bit of metal in ttie super-
structure of the President Cleveland
(top picture) is aluminum. Included
are the smoke stacks, life boats, davits

and

alls

Picture at right shows one of the salons
aboard the Alcoa "Cavalier." v»hich
features aluminum picture frames, fur-
nishings, lamps, and lamp shades,
doors, lighting fixtures and flashing.
Greatly increasing amounts of alumi-
num have been utilijed by ship deco-
rators since the war for doors, prome-
nade windows, airports, and interior
decorative trim.

ments and other controls speeded
improvements in manufacture and
in building.

Ordinary puddled steel was first
used for ship hulls for high speed
paddle steamers about 1859. This
steel, while it had a tensile strength
of approximately 90,000 pounds per
square inch, was brittle, unreliable
and expensive, costing about 10
cents (10c) a pound. Its use was
confined almost exclusively to high
speed steamers, the requirements of

lighter hulls making strength in the
structural material most important.
The American Bureau of Shipping
was incorporated in New York State
in 1862 for the classification and
survey of ships and readily assumed
its place in vessel development. Bes-
.semer steel was introduced about
1863, but because of imperfect pro-
duction processes, its characteristics
were not much better than puddle
steel. The latter confined its use to
iPlc-uH I III II in page 100)

MARCH • 1948

Page 49

'Pont (^

By WALLACE V. MACKAY

INCREASED aggressiveness of competition for tonnage results in common benefits to all classes of west coast

and for modernization and expansion of facilities of shipping.

Pacific Coast ports, as exemplified in the records of 19i7, This obst'r\ation was made recently by the Port of

Officers of the Port of Seattle. Top: J. A.
Earley, President, and E. H. Savage, Vice-
President.

Below, left to right: A. B. Terry, Commis-
sioner; Col. W. D. Lamport, General
Manager, and George T. Treadwell, Chief
Engineer.

MARCH • 1948

Page 51

SEATTLE

Seattle Commission at their January reorganization meet-
ing incident to an intensified operational and promo-
tional program for 1948-49 with emphasis on Alaskan
and Oriental trade by sea and by air. U. S. Government
statistics were cited to show that Seattle's ratio of sub-
stantial increases in import and export tonnage and
valuations in 1947 over 1946 "compared very favorably
with increases recorded for other major Pacific Coast
ports."

Stressing the economic importance of world trade to
the healthy growth of industry, payrolls and agriculture
of the State of Washington, the Port Commission called
public attention to "the hurdles of legal restrictions and
Hmitations under state law which for many years have
handicapped and impeded promotion of world trade not
only for Seattle but for every other port district in the
State of Washington."

Only since the spring of 1947, when the Washington
legislature amended the laws governing municipal port
corporations, was the Port of Seattle permitted to budget
funds for national advertising either through direct ex-
penditures or through cooperative promotion with other
groups, such as the Chamber of Commerce.

Now that this archaic shackle has been legally removed,
the Port of Seattle was enabled to launch an effective but
relatively smaU national advertising campaign in 1947.
But Seattle and other ports of the State of Washington
are still at a great competitive disadvantage in compari-
son with ports of such states as California, Louisiana,
Texas and New York.

Ports of the State of Washington receive no support in
any form from the State and must rely entirely on their
own resources for developments or promotion even when
such enterprises are obviously for the common benefit of
all the taxpayers and interests of the State. Ports of other
states, the Commission pointed out, are supported at least
in part by state tax funds, directly or indirectly. There-
fore, contend the Seattle shipping factors, it is "high
time to correct this condition that places our ports under
such an obvious competitive disadvantage, so that the
costs of necessary promotion for the common good may
be shared in a more equitable and businesslike way, it
being already conceded and demonstrated that the ports

are logical spearheads for such promotional activities for
world trade and industrial expansion."

John A. Earley, senior member of the Port of Seattle
Commission and representative from the North district,
was elected president of the board succeeding E. H.
Savage.

Savage, West Seattle civic leader and representative on
the Commission from the South district, was elected vice
president. He has served as president for the past two
years.

A. B. Terry, newest member on the Commission, who
last year was elected to succeed Commissioner Horace P.
Chapman who resigned after 14 years continuous service
as representative from the central (city) district, was
chosen secretary.

Col. Warren D. Lamport remains as general manager
and George T. Treadwell as chief engineer for the Port
of Seattle.

The commission issued a statement commending
Savage for "outstanding services to the Port of Seattle,
especially during the past year featuring an aggressive
national and foreign trade promotion program; saving
the taxpayers a huge sum of interest money by retire-
ment of $2,500,000 in bonds on the super-modern Pier
42 twin-terminal; great progress in financing and com-
pletion of the super-modern Seattle-Tacoma Airport; and
great advances in speeding and improving .shipping serv-
ices for the Alaska trade."

Signalizing a year of "the most constructive and
aggressive activity in Seattle's history in improving and
economizing services and in promotion of Seattle's world
port destiny against heavily increased competition and
still unsettled conditions affecting Oriental trade," Earley
said the port "will speed use of every practical means
leading to establishment of a foreign trade zone here or
elsewhere on Puget Sound with the help of State funds
to expand industry and commerce for this State."

Earley, who has served on the Port Commission for
the past 14 years, said that "while the Seattle import and
export trade record for 1947, on the basis of U. S. Gov-
ernment published statistics, proves that we have more
than held our own against competition and the adverse
conditions that were the aftermath of war in the Pacific,
the 1948 phase of our promotion and development pro-
gram will doubtless result in an increasingly better
record this year."

BOOK REVIEW

SHIPS AND SAILING ALBUMS, I to 4, published
by Kalmbach Publishing Company. Price Si. 50 each;
21 pages each; 10" x 14".

Titles of the albums are as follows: Book 1, /Mississippi
Stern Wheelers, compiled by Captain Frederick Way, Jr.;
Book 2, Great Lakes Saili)?f( Ships, compiled by Henry N.
Barkhausen; Book 3, Ottr Naty's Fiphlin^ Ships, com-
piled by Lieut. Comdr. William C. Moore, USNR, and
Lieut. Comdr. John H. Kemble, USNR- and Book 4,
New England Fishing Schooners, compiled by Joseph C.
OHearn.

This series of ships and sailing albums is identical in
format to the popular series of railroad books produced
by Kalmbach Publishing Company. The text is concise
and factual and top-ranking photographs give an
astonishing portrayal of the fascinating ships and scenes.
Each album contains approximately 50 illustrations.
With the exception of one picture, the illustrations in
0»r Navy's Fighting Ships are Official U. S. Navy photo-
graphs. The books are bound so as to allow extraction of
any page if framing of pictures is desired.

The last of this series of albums. No. 5, Early Great
Lakes Passenger Steamships, will be published shortly.

Page 52

PACIFIC MARINE REVIEW

Summary of Report
on Tramp Shipping

IjilTORS NOTE:

The Committee on Tramp Shipping of the Maritime
( ommission recently notified the Shipowners' Associa-
tion of the Pacific Coast that a fresh study of tramp ship-
ping under U. S. Hag operation was being undertaken by
the Commission, and requested various factual data.

The Policy Committee of the Association consisting
of W. R. Chamberlin, Jr. (Chairman) of W. R. Chani-
berlin & Co., G. A. Dondon of Pope & Talbot, David
Gregory of Olympic Line, and R. S. Kimberk of Coast-
wise Line, has prepared a comprehensive report for the
Commission, and it is very well summarized in the fol-
lowing closing pages by Ralph W. Myers, President of
the Association.

The Shipowners' Association of the Pacific Coast con-
sists of the following:

Burns Steamship Co.

W. R. Chamberlin & Co.

Coastwise Line

James Griffiths & Sons

Olympic Steamship Co.

Pope & Talbot, Inc.

J. Ramselius & Co.

Schaefer Bros. Steamship Line.

In summary: Tramp Shipping is the irregular and/or
non-scheduled movement of dry cargoes of low value
commodities between ports on a voyage charter or a
time charter basis, principally in full shipload lots of one
commodity on or under deck. It is by nature a seasonal
business. It is worldwide in scope, and to be successful,
cannot be restricted to ports or areas. Due to the large
volume of such cargoes and the seasonal movement, there
always has been and always will be a large world tramp
fleet to move these cargoes, because it is economically
unsound to maintain a sufficient number of vessels on
the regular berth services to move these cargoes.

There is a definite need for an economical medium of
transportation, which is afforded by tramp ships because
of ( 1 ) their low capital costs, ( 2 ) their low overhead,
and ( 3 ) their ability to carry full cargo lots of one com-
modity. The liner services prove inadequate for carry-
ing tramp type cargoes for five important reasons: ( 1 )
They cannot supply adequate tonnage space to take care
of full cargo shipments of one commodity. Hence, they

MARCH • 1948

alph W. Myers,
resident of Ship-

would prove wholly inadequate in trying to handle the
tremendous seasonal flow of traffic that ordinarily goes
to tramp vessels. ( 2 ) They are restricted by their Con-
ference obligations from carrying commodities at an
economical rate. ( .3 ) They would be unable to main-
tain their schedules if they were restricted to shifting,
loading and discharging provisions in voyage contracts,
which are ordinarily customary to the several trades. (4)
They would be restricted in maintaining their schedules
because of their inability to assemble all tramp type
cargoes at one point, as they are able to do with their
liner cargoes. ( 5 ) In many instances, they do not serve
ports regularly or seasonally served by tramp ships, be-
cause of lack of port facilities, shallow draft, and other
considerations.

Major tramp routes are worldwide in scope and cargoes
flowing over these routes are dependent upon seasonal
influences and market demands.

American tramp ships should be permitted to organ-
ize themselves into or to join tramp conferences for rate

""age

53

mm SHIPPING

stabilization purposes. In order to accomplish this, the
Shipping Act of 1916, as amended, should be revised to
allow tramp ships the benefit of conference protection.

The largest tramp fleet before the War was Great
Britain's, and from performance figures, it was very
profitable. It provided Great Britain with a tremendous
reserve of ships to be called upon in time of war, which
purpose can be accomplished by this Nation with a
sizeable tramp fleet.

Thirty-two per cent of all inbound and outbound com-
merce of the United States before the War was composed
of bulk commodities that would lend themselves to
tramping service. Of this, American flag ships carried
less than Vz of 1%.

United States companies engaged in tramp shipping
today which have the largest tramp fleets are the berth
operators. These operators do own their own liner vessels,
which are engaged in their essential trade routes. United
States flag companies engaged in tramp shipping who do
not have subsidized services or rights to trade over essen-
tial routes, for the most part, do not own their own
tonnage, nor in many instances, can they afford to buy
tonnage for use in tramping trades under the American
flag unless they receive assurances of a future for the
operation of their ships in the form of Government sub-
sidies. Lacking Government subsidies, the minority of
companies who own tramp tonnage are faced with (a)
transferring the registry of their ships to a foreign flag,
(b) selling their ships to foreign interests, or (c) de-
faulting on their payments.

Many of the companies engaged in tramp trades, who
have previously chartered their vessels from the Mari-
time Commission, have now turned these vessels back
to the Maritime Commission and are using foreign ton-
nage on a time charter basis to maintain themselves in
the world shipping picture. In our minds, this is an in-
dication of a trend which will grow, and it is a turning
back to the way of doing business by these companies as
they did before the War. This necessarily reacts to the
detriment of the Merchant Marine of this Nation.

The type of vessel used in worldwide tramp trades
prior to the War, was a double-decked vessel, between
7000 and 9000 tons deadweight, approximately 400,000-
500,000 cu. ft. of bale space. It was of shallow draft and
its speed was between 7 and 10 knots.

The cost of maintaining and operating American flag
tramp vessels is obviously much higher than the cost of
maintaining and operating foreign flag vessels.

United States shipping companies cannot be expected
to operate tramp vessels after the European Rehabilita-
tion Plan is accomplished (1951) without Government
aid. Given an equal chance with their foreign counter-
parts, many companies will operate vessels in tramp
trades. Government assistance should be on a vessel basis
and should include the full difference in costs of wages,
overtime, bonuses, subsistence, maintenance and repair,
expendable and consumable stores, insurance, construc-
tion or purchase price. It is our opinion that very few
changes will be required in the basic laws of the United

States affecting shipping, and for the most part, it may
be adequately handled by amending the Shipping Act of
1916, as amended, and the present Merchant Marine
Act of 1936, as amended.

We believe that considerably less than 1% of the
expenditure of $10,000,000,000 for additional defense
purposes would be sufficient to subsidize and to insure
an adequate American Merchant Marine. Financial risks
which confront United States steamship companies in
tramping under U. S. flag are for the most part the same
risks which confront United States steamship companies
in the liner services.

American labor will definitely participate in and bene-
fit by the operation of American vessels tramp shipping,
because it provides employment and training opportunity
for seagoing, shoreside, management, ship-repair yard
and ship-building yard personnel.

The tramp of the Merchant Marine would be of in-
estimable value to the United States, both commercially
and militarily, for it would make available to shippers
engaged in foreign trades more American flag tonnage
adequate to suit their needs, provide a transportation
medium for raw materials and bulk cargoes, and under
abnormal conditions, it would enable the Merchant
Marine to fully meet the requirements of United States
exporters and manufacturers and importers of raw ma-
terials, and to fulfill its mission of becoming an adequate
military auxiliary.

We do not believe that this Nation should make the
mistake again of having an inadequate Merchant Marine,
and that the Merchant Marine of the United States should
be commensurate with the responsibilities of this Nation
in international politics. The size and condition of a
Merchant Marine lends prestige to the nation whose flag
that Merchant Marine flies.

Large carriers proved to be essential in the last war,
and they will be essential in the next. Availability of
ships was proved to be more important than the speed
or the type of the ship. We believe that we should have
a Merchant Marine adequate so that we can establish a
bridge of ships to whichever area needs supplies in time
of national emergency.

Therefore, we recommend that this Government do
everything possible to foster the development of a tramp
fleet, so as to more fully protect this Nation in time of
war or national emergency, to insure adequate shipping
facilities in normal and abnormal times. It should adopt
a policy of leniency and encouragement to tramp ship-
ping companies.

At this writing, the Maritime Commission and the
Shipping Industry are well aware of the fact that Foreign
Operators, who have purchased Liberty vessels, are offer-
ing to charter these vessels for from one to three years
to Americans at time form charter rates which are less
than the cost of operating a Liberty vessel under the
American flag, and the Foreign Operators are also at
times offering to carry cargoes at rates and on charter
conditions that are less than the rates needed fey the
American Operators for profitable operation.

Finally, we recommend that subsidies be granted all
vessels engaged in foreign-trade.

Page 54

PACIFIC MARINE REVIEW

(i^

a^lcf S^M. ^^OKCc^^x^ S^tx^li^^U^

By A. J. ni<:kie

IN THIS BEGINNING of a three-year celebration of
the centennial of the State of California, it seems
fitting that the oldest shipping magazine on the Pacific
Coast should revive interest in the shipping and ship-
building history of the port inside the Golden Gate.
The beginnings of both these industries run back into
Spanish and Mexican California, and in the case of ship-
building particularly, into the days of Russian occupa-
tiun as far south as Fort Ross. Much research has been
iii.ide into the activities of these periods and there is no
claim to originality in this series of articles. Like the
great French essayist Montaigne we "have gathered a
few flowers from other men's gardens; only the string that
ties them together is our own."

Prior to the year 1846 San Francisco was a very quiet
little Pueblo, an adjunct to the mission "De Los Dolores
de Nuestro Padre San Francisco de Asis," commonly
known as Mission Dolores. The town itself was known as
the Presidio of San Francisco and was in fact merely the
tort and the residence of the garrison established for
the protection of the Mission which had been founded in

In 183-1 the Pueblo ( Mission and Presidio ), which had
a population of 500 Indians and perhaps 150 Mexican
priests and soldiers, owned 5,000 horned cattle, 1600
ill irses and mules, 4,000 sheep, goats and hogs, and
1M)() bushels of grain. The Mission pasture lands evi-
dently extended down the peninsula. The Mission
Dolores, in partnership with the Mission at Santa Clara,
ii.id some time previous to this date bought two schooners
from the Russians at Fort Ross and had used these craft
for inter-bay transportation of supplies and of hides and
j tallow. After two or three years use these vessels got to

Another drawing showing San Francisco Harbor and tal<en about
six months after the one in the adjoining column. The island in the
distance is the Verba Buena Island of today and the lagoon in the
foreground is the site of the city's financial and shipping district of
today. The lower left corner of the lagoon is approximately the
location of the office of the Pacific Marine Review.

be rather a burden on the minds and muscles of the
padres and their Indian help so they abandoned them
and went back to primitive oxcart transportation.

William Richardson, an English sailor, mate of the
British whaler Orion, had left that vessel and settled at
Sausalito some years earlier and he now moved to San
Francisco and made a proposition to the Missions that
he would put these schooners in ship shape and operate
them on the bay carrying the Mission cargoes and any
other business he could pick up. The padres accepted
this offer and, as their share in the deal, turned over the
ownership of the schooners to Richardson. He thus be-
came the first shipping man to live in San Francisco and
the owner of San Francisco's first shipping business.

He had no competition, no regulation, and made his
own rates. Deep sea vessels came into the harbor in
those days to pick up cargoes of hides and tallow or to
stock up on fresh water. For cargo they anchored approxi-
mately at the location that is now the foot of Jackson
Street in the lee of a rocky point that stretched bayward
from Telegraph Hill. This point had a sandy beach
along its southerly side from which landing and loading
was comparatively easy except when southeasters were
blowing. For water, the ships anchored off Sausalito
where there was abundant fresh water from large springs.

Richardson fixed his rates at YIVt. cents per hide and
S 1 .00 per bag of tallow from any point on the bay or the
lower rivers to San Francisco or to ships anchored off
San Francisco. In the season 1835-1836 exports amounted
to 20,000 hides and 1,000 tons of tallow. As this was
probably all handled by Richardson's schooners, his gross

Page 55

[m m FRAiisco

income from freights would be approximately 523,000
thar season.

Shipping and the Pueblo of San Francisco continued
in this sleepy existence until 1846 when on July 9 it
was suddenly roused out of its lethargy by the United
States frigate Portiniouth under command of Captain
Montgomery who came ashore with a corps of Marines
and raised the Stars and Stripes over the sleepy plaza
( now Portsmouth Square ) declaring San Francisco an
American city — a city of perhaps thirty nondescript
buildings scattered along four streets, which were named
by the Americans, Montgomery (along the waterfront),
Kearny, ( parallel to Montgomery one block west ) , and
the two intersecting streets Clay and Washington.

Nineteen days after this flag raising the good ship
Brooklyn sailed through the Gate with 2.38 passengers,
mostly Mormons, under the leadership of San Brannan.
This ship had put out from New York bound for Port-
land, Oregon, and for some reason stopped in at San
Francisco, and San Brannan and his passengers elected
to remain, becoming the first group of American civilians
to settle at this port. By January 1847 the American
population was about 300 and by March 1848 it had
grown to 800. At this period San Francisco was by no
means the best known or the largest port on what is
now the Pacific Coast of the United States. On every
count it was bettered by such now comparatively less
important ports as San Diego, San Pedro, and Monterey,
in California, Astoria and Portland in Oregon, and Sitka,
Alaska (then Russian). The California trade of hides
and taUow was very poor pickings for the shrewd trader-
ship masters of those days when compared with the fur
trade of Oregon or Alaska. Astoria and Portland had
become the centers of the fur trade, dating back into the
days of the Hudson Bay Company regime in that section.
This comparative unimportance of the Golden Gate with
its great harbor is well illustrated by the action of Con-
gress bn March 3, 1847. For some time the legislators
had been considering the establishment of a mail route
by steamer from the Atlantic Coast to the Pacific Coast.
On the date alluded to above an act was passed for this

purpose. The route chosen was via the Isthmus of
Panama and a fairly liberal subsidy was offered. This act
resulted in the founding of the famous Pacific Mail
Steamship Company. However, the significant feature
of the act as first passed was the omission of San Fran-
cisco; the city was not even mentioned. In the middle of
the following year San Francisco was added to the act
as a port of call on the way to Portland. However, none
of the steamers built under this act ever got to Portland
because when the first vessel was ready to steam around
to the Pacific the gold rush had already started and she
and her following sisters were so profitably engaged in
carrying goods and passengers from Panama to San
Francisco that Portland was forgotten.

In March 1847 the entire floating equipment on San
Francisco Bay comprised: three transports (just arrived
with Colonel Stevenson's regiment ) ; the ship Vandalia;
a coastal schooner; a small steam launch; the ship Brook-
lyn; and two rowing boats. By June 1848 the rumors of
rich gold deposits up state had been confirmed and
suddenly almost overnight the city was depopulated.
However, as the unsuccessful miners drifted back and
the v/ould-be miners from outside began pouring in,
there were 2,000 persons in the city by January 1, 1849.

Official returns for the year ending March 31, 1848
shows arrivals of 85 vessels, including: 58 small coast-
wise ships; sixteen whalers; seven small craft from
Sandwich Islands; and four U. S. Naval ships.

By January 1, 1850 the population was over 20,000
and 697 vessels had arrived in seven and a half months.
On practically all of these vessels the crews and some-
times the officers ran off to the mines. Many of the ships
were so-called "company ships," that is, ships owned
and operated by companies formed and financed for the
purpose of mining. Some of the deserted ships were
bought at very low prices, hauled up on the mud flats
and used as buildings. These ships came from every
quarter of the globe, and San Francisco suddenly was a
world port with a cosmopolitan complexion that she has
retained ever since. San Francisco ( still a Pueblo gov-
erned by an Alcalde ) had become a commercial port
with practically the same commercial standing as Phila-
delphia. She was a world port before she became a
chartered city and before California became a State.

Page 56

World at Cunningham's Dock, San Francisco, 1850

PACIFIC MARINE REVIEW

U. S. m\[ SCHOOL

mmmk

I Plans for the School

The Naval School, General Line, at Monterey (Del
VIonte) was authorized in September, 1947 by the Sec-
xrjiv of the Navy to implement the famed Holloway
'I. Ill for the post-graduate education of Naval officers.
There was an immediate need for a school to give tem-

Del Monte Hotel in center. Na^

porary and reserve officers who have transferred to the
Regular Navy a broad general education on Naval sub-
jects in order that they might have the broad service
background of the Naval Academy graduate. The Naval
School, General Line, at Newport, Rhode Island, con-
vened in July, 1946 for this purpose. As its facilities were

fARCH • 1948

Page 57

anding Officei
rank T. Watkil
USN

education in certain civilian universities and institutions
of higher learning, while the remainder will be assigned
shore billets in the Naval Shore Establishment until again
eligible for sea duty.

The property now under contract by the Navy com-
prises a total of 241 acres, the largest section comprising
the grounds of the famous Del Monte Hotel of past years.
The main hotel building is being employed for admin-
istrative ofJSces, bachelor officers' quarters and interim
housing for Naval officers with their families. The main
building also provides mess halls, and recreational areas.
There are nineteen other buildings including a laundry,
garages, a power house, swimming pool, and classrooms.
Upon purchase of the property the land to be acquired
by the Navy will total 606 acres, of which 309.8 acres
will be available for Naval housing on the west side of
the Del Monte Golf Course.

The designed capacity for the Naval School, General
Line, at present is 500 officers. After purchase of the
property and resulting development, a student body num-
bering 2,600 student officers will gradually be built up as
post-graduate school facilities and laboratories become
available.

limited in respect of the number of former reserve and
temporary officers requiring this course, the war-time
Naval Training School at Del Monte, California, near
Monterey was selected as a site for a second General Line
School.

At present, the property occupied by the Naval School,
General Line, Monterey, California is under contract from
Del Monte Properties Co. However, the Government
has an option to buy this property and certain additional
adjacent properties. The purchase of same is awaiting
congressional appropriation. The option expires on July
1. 1948.

Until purchase of the property is made, only the sub-
jects required for General Line post-graduate training
will be presented. Subject to purchase of the property
by the Government, and in accordance with the Hollo-
way Plan, the Naval School, General Line, Monterey will
eventually become in effect a Naval Post-Graduate Uni-
versity where all Naval post-graduate work will be ac-
complished. This means that the post-graduate school at
Annapolis, Maryland, the School of Naval Intelligence
and the Naval School of Foreign Languages at Anacostia,
Virginia will be discontinued and all their post-graduate
functions will be transferred to Monterey. The Naval
School, General Line, Newport, Rhode Island will con-
tinue to operate until all reserve and temporary officers
who transferred to the regular line of the Navy have
completed their course. By that time, all Naval officers,
upon completion of their first tour of sea duty after
becoming a commissioned officer, would be required to
take the General Line course requiring one year. Certain
numbers of the graduates of this course will be permitted
to take further post-graduate work at the post-graduate
school in various technical subjects such as Marine Engi-
neering, Aeronautical Engineering, Ordnance Engineer-
ing and other allied Naval specialties. Other graduates of
the General Line School may complete their technical

Curriculum

The General Line School will be provided with ample
laboratories and classrooms to teach the following sub-
jects:

Communications
, Strategy and Tactics

Combat Information Center

Operations

Anti-Submarine Warfare

Aviation

The Foundation of National Power

Naval History

Naval Intelligence

Administration and Leadership

Submarines

Logistics

Ordnance and Gunnery

Seamanship and Navigation

Meteorology

Steam and Marine Engineering

Damage Control for Ships

Radiological Safety

Electrical Engineering

Physics

Mathematics
The above subjects will require four terms of eleven
weeks each, including a total of 1,135 hours. The students
will be divided into sections of 25 officers each. Duration
of the average recitation period will be 50 minutes and
the laboratory periods will occupy two hours.

The Naval School, General Line will have the benefit
of the latest in training equipment. To assist the instruc-
tors there will be such training aids as sound moving
pictures and lantern slides, numerous synthetic training
devices which were one of the training wonders of the
last World War, scale models of ships, machinery lay-
outs, ordnance equipment, and aircraft. Assigned to the
School for drills and instruction under actual operating

Page 58

PACIFIC MARINE REVIEW

conditions will be a destroyer, a destroyer escort, a sub-
marine, and various types of aircraft. The Naval Auxiliary
Air Station at Monterey was commissioned to maintain
the flight proficiency of student and staff aviators.

Heads of Departments

Heads of Departments were selected on the basis of
their previous experience. Departmental instructors are
all well qualified to teach their assigned subjects by reason
of duties previously assigned in the Fleet. The subjects of
Electrical Engineering, Physics, and Mathematics will be
taught by able civilian instructors who have had experi-
ence in teaching at engineering schools at various promi-
nent civilian universities. Department Heads are as fol-
lows: ^
Commanding Officer, Captain Frank T. Watkins, USN
Executive Ofiicer, Captain C. McClusky, USN
Operational Command Department, Captain R. J.

Archer, USN
Administrative Command Department. Captain A. C.

Perkins, USN
Ordnance and Gunnery Department, Commander W.

L. Harmon, USN
Seamanship and Navigation Department, Captain A.

R. St. Angelo, USN
Engineering and Damage Control Department, Cap-
tain F. P. Luongo, Jr., USN.

Top to bottom: Former registration desk of Hotel Del Monte
being used as Officer of the Deck's Office.

Lobby of Del Monte Hotel.

Roman Plunge at Del Monte.

MARCH • I 948

Hollander Invents
Kew Type Diesel Engine

A new type ship's diesel engine, half the size and less
than half the weight of the type now in general use, has
been completed early this month by Werkspoor, one of
Holland's largest makers of ship's engines and railway
equipment. The new engine is also more easily accessible
and more economical than the prevailing type, and can
moreover utilize the heaviest type of fuel oil.

The diesel engine is the invention of G. J. Lugt, a
marine engineer with forty years of practice, who started
to work on his plans in 1943, in the midst of the German
occupation of 'The Netherlands. Left undisturbed in his
drafting room by the Nazis, who little suspected on what
sort of work he was engaged, he completed his plans — on
paper — toward the end of the war. Immediately upon
Holland's liberation, "W'erkspoor initiated large-scale
research work on Lugt's invention, and the first experi-
mental engine is now ready.

The engine is a 1,200 H.P. two-cylinder affair equip-
ped with the most modern technical improvements. It
can also be made with three, four or more cylinders, as
each cylinder is an independent unit.

A six-cylinder diesel engine of this type has a capacity
of 3,600 H.P. the same as an eight-cylinder four-stroke
engine now being made by "Werkspoor. It is far less
noisy and weighs only MO tons, against 315 tons for the
older type.

Page 59

Uodern Oil Tanker Design

By FRANK L. PAVLIK
Sun Shipbuilding and Dry Dock Co., Chester. Pa.

Introduction —

The unprecedented demand for petroleum products
during World War II created a problem in logistics that
was solved by the mass production of modern tankers for
the transportation of these products. In the last days of
the war the American oil industry was producing at an
average rate of 4,600,000 barrels per day, and of all the
supplies that were required by our Armed Forces in-
cluding food, clothing, arms, armament, ammunition,
shelter, medical supplies, etc., petroleum products repre-
sented more than sixty per cent by weight. Practically
all of these oils were transported by tankers which con-
stituted floating pipe lines to every fighting front. In
wars of the past, one of the big problems was to supply
food to the armed forces. During this war, the volume
of petroleum products moved to the front was almost
sixteen times that of the food.

In 1945 the American oil industry produced at the
rate of 1,828,500,000 barrels annually; the world produc-
tion for the same period was 2,737,000,000 barrels. The
postwar era has produced an even greater demand for
petroleum, and it is estimated that by 1951 the annual
production of the American oil industry will have been
increased to 2,026,000,000 barrels; and the world pro-
duction will be about 3,583,000,000 barrels. On the na-
tional basis this represents an eleven per cent increase
over the production of 1945. The bull: of this oil will
have to be moved by tanker, so that the need is apparent
for the maintenance and building of a large and modern
tanker fleet as a peacetime necessity, and as an important
branch of our national defense set-up.

The recent national emergency found us lacking in
many of the components required in tanker construction
and substitutes had to be found, more often than not at
greatly increased cost. By instituting a planned replace-
ment program for our present fleet, enlarging it as we
go, the costly lessons of the past will not have to be re-
peated. In 1939 the deadweight tonnage of the U. S.
tanker fleet was 4,559,000 tons representing 23.9 per
cent of the world fleet. By 1945, and principally as a re-
sult of the U. S. Maritime Commission program, this had
increased to 59.8 per cent. From 1945 to 1947, U. S.
deadweight tonnage has decreased to 59.2 per cent. The
necessary construction in bulk quantity, as it were, of
the T-2 class tanker has given the U. S. tanker fleet a pre-
ponderence of one class of vessel resulting in an un-

(This outstanding paper was presented by Mr.
meeting of the Society of Naval .\rchitect5 and Ma
phia.)

■^age

60

balanced distribution as regards size, type and speed.
Only 22 per cent of the U. S. tanker fleet is under 16,000
tons deadweight, whereas 88.3 per cent of the world
tanker fleet is below that figure. More modern tankers in
other categories are required particularly those for shal-
lower drafts. At present the U. S. A. has the largest tank-
er tonnage in the world, but this will be shortly chal-
lenged by the construction proceeding abroad where
shipyards are contracted to capacity through 1950 for the
construction of all types of merchant vessels. The follow-
ing figures may be of interest to illustrate this: 69 vessels
totaling 950,215 deadweight tons are building in the
United Kingdom while Sweden has 29 ships on order
totaling 409,995 deadweight tons.

The trade requirements of a tanker must be carefully
analyzed before proceeding with a design; a stereotyped
arrangement will not meet specific conditions in the
highly competitive field of tanker operations. Often the
principal dimensions themselves are limited by terminal
facilities, etc. A vessel that is to transport cargoes of a
single grade requires a simpler tank and piping arrange-
ment that a vessel carrying mixed cargoes. The cubic of
vessels built to carry gasoline and other light gravity oils
must be adequate for the available deadweight. The fol-
lowing material will be limited to the ocean tanker in
merchant service.

Deadweight and Speed

Prime factors in the design of a tanker from the Own-
er's point of view are the deadweight and the speed of
the vessel. The total deadweight is the difference between
the displacement and the weight of the ship alone. In-
cluded in the total deadweight are cargo, fuel, feed water,
potable water, stores, crew and effects. The cargo dead-
weight is the revenue producing factor which carries the
whole business enterprise, so that weight saving in all
other elements is a requisite from the standpoint of finan-
cial success. Cargo deadweight should be used as the
basis for making comparisons between tankers with dif-
ferent types of hull construction and/or propulsion ma-
chinery.

Within this decade, technological developments cou-
pled with improved materials and methods of construc-
tion have resulted in substantial reductions in ship
weights which, for a given displacement, have resulted in
increased deadweight. Examples of this are the employ-
ment of welded construction in hull and machinery, and
the trend to high pressure and temperatures in steam
propulsion machinery installations.

PACIFIC MARINE REVIEW

In the United States emphasis appears to have been
placed on deadweight; for a given speed the models are
relatively fuller, and the average deadweight of American
tankers is higher than that of tankers built elsewhere.
The ratio of deadweight to displacement for present tank-
er practice is listed in Table 1.

Table I

Deadweight

Deadweight Displ. Ratio

5,000

0.690

10,000

0.725

1 5,000

0.755

20,000

0.785

25,000

0.805

The above is predicated upon the use of welded con-
struction for the hull. Where Owners require a greater
elaboration in any or all of the ship weight elements, a
corresponding reduction in deadweight will result. Some
owners have discovered that the addition of extra material
in certain spots reduces maintenance bills, and are will-
ing to sacrifice some deadweight to effect this end.

The trend of tanker speeds has been upward and is
evidenced by the figures for the world tank ship fleet
presented in Table II

Table II
Year Speed

1900 9.0.^ Knots

1910 9.38 "

1920 10.01 "

19.30 10.29 "

1940 11.18 "

1945 12.85

1947 October 1st) 13.10 •

An analysis of speeds show that in the U. S. tanker
fleet only 22 per cent of the vessels are slower than 14
knots while for the balance of the world fleet 84 per
cent are slower than 14 knots. Again the large number of
T-2 tankers disproportionately affects the average in this
respect. Generally speaking, the trend in Great Britain
has been to build three classes of tankers, viz: those of
8,000 tons deadweight and 1 1 knots speed, 9,000 tons
deadweight and 12 knots speed, and 12,000 tons dead-
weight and 12y2 knots speed.

Principal Characteristics

For economical propulsion there is a close relationship

between the length of a vessel and the fullness of form.

For the vessels imder discussion, at a speed-length ratio

of 0.65, this relationship may be expressed by a variation

of the Alexander formula where Block Coef.=1.075 —

V/2\/L, V being the service speed. The amidship section

is generally quite full, with coefficients varying from

0.980 to 0.995, and the percentage of p.irallel middle

: body ranging from 24 to 28 per cent. Some owners pre-

!' fer to have their vessels designed with the bottom hav-

I ing a small rise of floor, claiming that it assists drainage.

! On the other hand, the lines of the vessel with the flat

bottom can be made finer at the ends, thereby tending to

decrease resistance to propulsion.

The location of the center of buoyancy is the result of
a compromise between the requirements for minimum
resistance and suitable trim, and the latter factor most
seriously influences the final decision. At speeds corres-

MARCH • 1948

ponding to V\/L==0.65, the center is usually located
from one to two per cent forward of the amidship half
length of the vessel, and small variations either way have
little efTcct upon resistance.

The ratio of the length of entrance to run varies be-
tween limits of 0.75 to 0.90 with the latter value in more
common use.

In general, tankers built in rhc U. S. A. have propor-
tionately a greater beam and de]ith than those built else-
where. The beam may be expressed as a function of the
length, varying approximately between limits of
(.IL ' 18) and (.IL ^ 20). The depth may be ex-
pressed in a similar manner, varying between (.07L+3)
for vessels with normal sheer and (.()7L t 4) for vessels
with no sheer.

1 able III gives the principal characteristics of some
recent tankers on a peacetime basis.

Table III

(1) (2) I ^) (4) (5)

Brit. Type

Length BP 521 50i -tSO ?09 160

Breadth 70 68' V 65 48' 2" 59

Depth 40 ^9' V ^7 21' 9" 34

Draft 30' 4i/>" 30' 2" 29' 19' 4" 21' .\W

Block Coef 0.777" 0.740 0.732 0.735 0.757

Displacement... 24670 21880 17790 6200 16793

Deadweight .... 19200 16600 13110 4240 12355

Dwt/Displ 0.78 0.76 0,74 0.685 0.736

Capacity. Bbls.. 154760 141160 111160 31300 —

Service Speed.. 13 15!/'. I4l, 1 1 1/> 12

S. H. P 5000 7500 5000 1400 3600

Machinerv Turbo- Turbo. Turbo- Geared Direct

Elect. Elect Elect Diesel Diesel

In vessels (1) through (4) welded construction was
employed.

In the design of any vessel it is essential to prepare a
reasonably correct estimate of weights and centers of
gravity for the determination of deadweight and trim.
This is particularly true for the tanker where the weights
of propelling machinery and expendable items such as
fuel, water, etc. are quite removed from the general cen-
ter of gravity of the vessel and the long levers produce
considerable trimming effects.

Tankers transiting the Panama Canal should have their
loaded trim conditions for arrival at the Canal investi-
gated, so that without undue ballasting or shifting of fuel
the vessel may comply with regulations. For this condi-
tion the vessel will be required to have a trim of not less
than 6 inches nor more than 36 inches by the stern, and
be on an even keel as regards list.

Design procedures in difi^erent shipyards vary some-
what so that the following is suggested as one of many
ways of arriving at the required answer.

1. An estimate should be made of weights and centers
from accumulated data for similar vessels.

2. Revise the above estimate when basic design plans
■ire completed and the various weight groups such as
hull steel, propelling machinery, outfit, etc. can be ana-
lyzed on the basis of accumulated data and approximate
calculations.

3. Make detailed calculations from working plans as
the work proceeds in the drawing room.

It can be accepted as almost axiomatic, that as con-
struction proceeds, the weights have a tendency to in-
crease.

Apart from the design stage, is the final determination
of the light weight and longitudinal center of gravity.

Page 61

etc. as the vessel is being completed in the wet basin.
Conditions are seldom ideal for reading drafts and taking
all other data necessary to arrive at accurate results. May
we strongly urge that enough time be taken to obtain
reliable data, that the vessel be as nearly complete as
possible and that a minimum of fuel, water, etc. be placed
aboard. An inclining experiment should be performed
on at least one vessel of each class in order to determine
the vertical center of gravity for purposes of stability.
The data thus obtained is invaluable to the Owner for
determining operating conditions, and as a basis for
computations if any alterations are made, and to the
Builder for reference data.

The metacentric height for tankers of normal propor-
tions is more than adequate under all normal conditions
of operation and the following values are given to in-
dicate their possible range:

Light Ship 12' to 20'

Loaded Ship 5' to 8'

Although most tankers have excellent subdivision and
can generally comply with the requirements of the two
compartment standard, a routine flooding calculation
should be made, particularly in way of the ends of the
vessel. This will show whether the vessel can survive a
collision damage, for example, in way of rhe machinery
spaces.

The determination of maximum permissible drafts
under the Load Line Act calls for little comment." It has
been resolved into a simple straight-forward calculation
by the regulating of the International Load Line Con-
vention, London, 1930 and much credit is due that body
for formulating such a comprehensive, yet readily appli-
cable set of rules.

In many tankers the freeboard deck is designed with
no sheer in order to simplify construction. The heights
of the poop and forecastle are usually increased toward
the perpendiculars to improve seaworthiness and ap-
pearance. Where these heights exceed the standard
height for erections as required by the Load Line Rules,
and the erections are fitted with proper closing appli-
ances, credit may be claimed in the load line determina-
tion for a theoretical sheer line as indicated in Fig. 1.

In a vessel with no sheer it is necessary to increase the
moulded depth in order to obtain the same drafts as
would be assigned to a vessel with normal sheer, the in-
crease amounting to approximately 18" in a 500 foot
ship. Of the three dimensions, length, beam and depth,
the latter is the cheapest to increase; and the depth in-
crease is not entirely a penalty as a maximum of cargo

cubic is gained thereby and the steel is utilized to a bet-
ter advantage in the hull girder in the region of maxi-
mum bending moments.

The camber employed is usually a broken pitch equiva-
lent to a parabolic camber to rule requirement, and is
used to simplify structural fabrication and assembly.

The marine fraternity has long felt the need for a
revision of the tonnage admeasurement rules in some
such fashion as has been applied to the load line regula-
tions. The tonnage rules are archaic, and in verbiage and
illustration hark back to the days of the wooden vessels.
In the light of present shipbuilding practice, they are
ambiguous, misleading and subject to individual inter-
pretation in many respects.

Be that as it may, it still behooves the designer to be
thoroughly conversant with the present U. S. and Panama
Tonnage rules, including exemptions and deductions, so
that minimum gross and net tonnages will be assigned to
a vessel.

The U. S. gross tonnage is used for assessing dry dock-
ing fees, port charges, insurance premiums, etc. The V.
S. net tonnage is used for tax determinations in foreign
trade. The Panama Canal net tonnage is used for assess-
ing the tolls when a tanker is making the transit of the
canal.

The net tonnage is determined by subtracting the fol-
lowing tonnage items from the gross: machinery space,
steering gear, anchor gear, crews quarters, chart and
radio rooms, bosun's stores, etc. Under the U. S. Rules,
if the tonnage of the machinery space is in excess of 13
per cent of the gross, the official deduction is 32 per cent;
otherwise only one and three quarter times the actual
tonnage of the space is allowed. (Danube Rule). The
Panama Rules are basically similar to the U. S. Rules but
vary in that they only permit use of the Danube Rule for
machinery space deduction, and are more stringent in
respect to other exemptions and deductions. Therefore,
the Panama tonnages are always considerably higher than
the U. S. tonnages.

In regard to the determination of cargo capacities,
there has been little improvement in the time tried
method of gauging tanks with steel tape and sounding
weight and referring the ullages so obtained to a set of
calibration tables. It is not always practicable to locate
ullage covers over the center of area of a tank so that
effects of list and trim may be minimized. There is al-
ways the fire hazard associated with opening ullage
covers and permitting explosive vapors to emanate there-
from. Owners require that capacities be correct to within
0.5 per cent, and with variable hydrostatic heads, it is
difficult to find direct reading pressure gauge devices.
Manometers, etc. that can consistently meet this condi-
tion. There are .satisfactory commercial gauging devices
that eliminate the fire hazard. They employ a float at-
tached to a steel tape that reels in an enclosed housing
located on deck, and ullages may be read through a win-
dow in the housing; the ullages so obtained are referred
to the calibration tables. It requires no great stretch of
imagination to conceive of an electronic ullage recorder;
possibly a tape could be developed where the cost would
not prohibit its commercial application.

The calibration tables are computed using final mold
(Please tuhn to page 83)

Page 62

PACIFIC MARINE REVIEW

'act,

lueltLD

TRRDf

Reg. U. >. Kil, oir.

Observations on Shanghai, Hongkong and Manila

By ELLIDTT

VicE-PrHKiriRiit. Tlin Hh

McAllister

111; i)f California, N. A.

SHANGHAI

A WEEK IN SHANGHAI convinces mc- that the old
order of affairs is definitely out. In place of the former
well regulated International Settlements, there is control
exercised by an extremely nationalistic Chinese Govern-
ment that is jealous of its new position. Actually Shang-
hai is no more representative of China than New York
is of the U.S.A., but as the largest city of the country with
a population undoubtedly over five miOion, and the
country's great export and import point, it is the city
which most concerns us.

Today Shanghai is full of refugees from all of North
China, farmers and villagers driven in by the civil war.
It was frequently suggested that I fly to Pekin to take
a look at "Old China " but this would have to be over
Communist lines. The war today is probably draining
75% of the Government's income and a very poorly
paid army and civil service is turning to "squeeze " to
get by. In the old days it was "honest squeeze" corres-
ponding to our system of brokerages, tips, etc., but now
it is "dishonest squeeze" in a big way. This you hear on
all sides. When you attempt to evaluate the situation you
should bear in mind that the country has been fighting
continuously since 19-i2.

China of course has lost Manchuria as an economic
unit and this has been a severe blow; otherwise the war
for the last two years has been deadlocked. Transporta-
tion has broken down and it is difficult to move goods
from the interior to seaports. To get by, the government
has turned to the printing press and bills in larger and
larger denominations are in circulation. I couldn't help
but think that China is using plenty of foreign exchange
just to pay these printing bills, because Shanghai is
full of nice new currency. It was startling at first to be
sold a four page newspaper "for only S5,000," but you
soon get used to it. One of the bright eyed little news-
boys picked me for a stranger and told me they sold for
$10,000. My room rent at the Cathay Hotel was $640,000
a day, and a few days after arrival I received a notice
saying that the management was very sorry but because
of circumstances beyond their control the daily rental

MARCH • 1948

Elliott McAllister

was to be increased to $800,000.

The official rate of exchange is fixed each day by a
committee. This rate is applicable to all licensed export
and import transactions, but otherwise is disregarded.
The authorities are trying to hold the rate down in order
to hold down living costs, but the spread between the
official and black market rates makes this difficult. The
many "brokers " seem to set this rate more or less firm
for a given day and word gets around very quickly as to
what it is. A visitor can cash travelers checks at black
market rates without difficulty almost anywhere except
at a bank, and as a result the banks never see them.
Where the system is bad is that the foreign exchange
spent by a visitor never helps the Chinese economy —
his money never gets into banking channels.

China's shortage of U. S. dollars is acute. All banks
must report to the (Central Bank of China at noon each
day all purchases and sales and these must balance within
$2,000; otherwise the bank has to cover by purchasing

Page 63

or selling. These reports are cumbersome and must be
filled in in great detail. The foreign banks, some of
which have been in Shanghai for almost a hundred years,
now find themselves at a great disadvantage and are
pretty much discouraged as to prospects. Those banks
do not have the fixed C.N.C. deposits enjoyed by the
Chinese banks and their own current deposits move
fast; — one leading bank told me they frequently lost
30%-40'^f of their C.N.C. deposits one day and re-
gained them the next. The result is that these banks are
not in a position to extend many large loan lines and
this business is going to the Chinese banks — who then
get the benefit of negotiating the export Letters of
Credit.

Interest rates run from 9' < a month to 25' i a month,
and dollars can be sold a month forward to the Central
Bank, and when this is done the Central Bank advances
C.N.C. at an interest rate of 6' , per annum. However,
most exporters ( whatever there are of them ) prefer to
forego the saving in interest and think they can do better
by holding the dollars until the last minute. And with
the continuous depreciation of the C.N.C, they have
been right.

Along this line, several foreign banks told me of the
troubles and risks incurred when they found themselves
unable to deliver dollar bills sold forward to the Central
Bank. These instances have come about through the in-
ability of the exporter to make the shipment, but the
Central Bank will take months to settle. Last summer
Nanking fired a lot of top people and their successors
are unwilling to assume a responsibility which might
possibly get them in trouble. Applications for a can-
cellation of a contract must be supported by detailed
reports explaining why the shipment cannot be made,
and with the exchange rate going steadily higher, a
number of substantial losses have been incurred.

To give an idea of the general chaotic condition now
prevailing in Shanghai, the Economic News Bureau re-
ports that the face value of dishonored checks returned

by the Bankers Clearing House during the five days,
October 27-31, totalled over $174,000,000,000 (174
billion C.N.C). I was told that many of the smaller
Chinese banks unable to meet checks themselves would
refuse payment in spite of the fact that the drawer had
sufficient funds on deposit. The next day they were
"so sorry." The great bulk of dishonored checks, however,
were drawings against uncollected funds.

The Chinese banking system is headed by the Central
Bank of China, the agent of the National Treasury in
I Please turn to page 1 1 1) I

HONGKONG

THE BRITISH ARE IN HONGKONG to stay and
1 believe that many prominent and well-to-do Chinese
are perfectly satisfied with the arrangements. Hongkong,
with a population of over a million, today impresses vou
as a busy, and well run city, although many scars left
by the war still remain. In particular, the heights in
back of the city are dotted with large homes, not yet
repaired, which were looted by the Chinese during and
after the Japanese occupation. And when 1 say looted, I
mean that not only were the furnishings taken, but glass,
plumbing and fixtures are gone, including floors, window
sills and roofs, Only the shells still stand.

A very considerable business now goes through Hong-
kong,— goods smuggled in and out of China proper.
While the British know that this smuggling is going on,
they wink at the business and feel that their first con-
sideration is to keep Hongkong on the map as a large
shipping center. Without this shipping, Hongkong would
be dead.

Hongkong is of course a member of the Sterling block
and it is difficult to get a permit for U. S. dollars unless
you are importing a product considered important for
the Colony's welfare. When such a permit is granted, an
importer obtains U. S. dollars at the official rate of
approximately 4 Hongkong to 1 U. S. dollar. The au-

lUQIILD
TRfiDt

Page 64

PACIFIC MARINE REVIEW

thorities, however, have hit upon an ingenious scheme to
turn black market exchange into useful channels. Instead
of wasting their time and energies trying to suppress
that market, they tell approved importers to go right
ahead and purchase U. S. dollars whenever they can
find them as long as they will use those dollars to buy
merchandise to be imported into the Colony. They use
the phrase "unotlicial exchange" or "free exchange" and
while the large banks do not deal in such exchange, the
many small Chinese banks do. Right across from the
Hongkong Hotel are two shops with big signs "Exchange
Brokers," and these rates are also published in the news-
papers. The rate has been running around 5.25 to SI. 00
U. S., which means that goods so imported will cost a
little more than 20' r higher than goods imported offi-
cially. The result, however, is that shops are full of
nerchandise and you can buy anything. California oranges
and other products are plentiful, although merchandise
from Australia and Canada has been underselling ours
and is much in evidence.

I Goods in Hongkong are subject to price controls and
price tags must be prominently displayed on everything.
Australian butter retails for the equivalent of 55c a lb.
U. S., and eggs are about 50c U. S. a dozen. I was told
that warehouses are full of merchandise of all sorts.

To get back to the unofficial exchange again, I asked
one of the importers to show me some of the U. S. dol-
lars just purchased by his firm. I was shown a stack of
checks, drafts, travelers checks and money orders, much
of which had changed hands many times, mostly small
personal remittances up to a few hundred dollars U. S.
There was a check drawn by the Havana Branch of the
Bank of China on their New York correspondent, finally
cashed in Hongkong. The Chinese bank, in selling the
batch, guarantees all prior endorsement; the checks are
deposited in the importers regular bank which T. T's.
the funds to be paid out in the U. S. Sometimes the im-

porter here merely mails the checks to his own con-
nection in the States.

On the export side, a fairly recent ruling permits an
exporter of tung oil to retain 75' < of the U. S. dollars
resulting from such exports. 1 he remaining 25'( must
be turned over to the dollar pool. This will of course
greatly encourage the flow of tung oil through Hongkong.
This rule applies to tung oil only.

In contrast to the Chine.se austerity program, the
Hongkong authorities believe in a return to normal
prewar conditions and as an example, horse racing has
been re-established. A group of leading business men
has imported 250 Australian ponies which were allo-
cated by lot and they are having a very successful meet.
All the leading clubs and firms have boxes, with elaborate
lunch parties during the racing.

There is a fair amount of new building going on and
it seems to me that in another five years Hongkong will
really be a beautiful city again. The setting is there and
they have management and direction. The Chinese have
again announced plans to build Whampoa into a large
deep water port as a rival to Hongkong, but the British
say they have heard that sort of talk for thirty years.
Even if that should come about, Hongkong still has the
banks, shipping and insurance firms. It's a nice place to
visit if the weather is good.

MANILA

MANILA was one of the most heavily damaged
cities of the war and it will take many years to rebuild
it. On all sides stand the skeletons of apartment houses,
government buildings and offices and you realize that
it is a job in itself to clear away the debris. You then
talk to someone who has just returned to Manila after
a year's absence and you learn of the improvements that

HONGKONG-
PREWAR

lUBI^LD
TRflDf

MARCH • 194

have been made and you realize that Manila is very slowly
but surely rebuilding.

I stayed at the Army and Navy Club across from the
Manila Hotel. It is still pretty rough there, no hot water,
practically no furniture in the rooms and only one tele-
phone downstairs for the use of the members. A friend
very kindly placed at my disposal a car and chauffeur
and I soon found out that this arrangement is indispens-
able. Whether you stay at the Manila Hotel or at the
Army and Navy Club you have to drive about a mile to
get to the financial district and this means getting
across the river. The bridge is single lane each way and
long lines of cars, six abreast, wait more or less patiently
for their turn to get across. There are just a few modern
office buildings in downtown Manila, but most firms and
banks are housed in old structures. Generally, if the
single elevator is running, you have to get in line and
wait your turn to get up. And it is always much quicker
to walk down.

And yet these downtown buildings one after the
other are being repaired and a lot of business is done
in small out-of-the-way offices. In particular the Port
Area on the Manila Hotel side of the river is growing
with modern buildings under construction. Those streets
and sidewalks are twice as wide as in downtown Manila
proper.

Manila itself, as in the case of most large cities of the
world, is overflowing with people. In spite of the fact that
there is far less housing available, it is estimated that
there must be between 1,500,000 and 2,000,000 people
in Manila today against a prewar population of 600,000
to 700,000 people. As you drive through the outskirts
of the city, you see a great many families living under the
most wretched conditions without sanitary facilities of
any kind whatsoever. There is always the danger that
an epidemic could break out.

There are armed guards everywhere. A half dozen are
stationed at the Army-Navy Club and the homes I
visited all had walls or fences around them with a
watchman on duty 24 hours a day. The general spirit of
lawlessness born during the war has not died. You don't
travel far from Manila by car as the Huks have posses-
sion of large sections of Luzon Island. These Huks can
be defined as groups of guerillas, poor farmers and
malcontents in general and there are constant skirmishes
between the National Guard and these people with con-

siderable bloodshed. It is much safer to Hy between
important towns.

President Roxas is well regarded and is considered a
staunch friend of the United States. However, he ap-
parently has been either unwilling or unable to surround
himself with competent assistants and advisers and his
government, while doing well enough, lacks force and
direction. I heard a number of men say that they felt
the next few years would be good enough, but they
weren't too confident of the long pull. In any young
government a group with strong nationalistic tendencies
could come to the top and they could easily jeopardize
the position of foreigners. As an example, during my
stay, the Supreme Court handed down a decision bar-
ring aliens from acquiring residential lands. This opinion
was based on a provision in the Philippine Constitution
which limits the utilization of agricultural lands to Fili-
pinos, but the court construed the provision as including
residential lands. Americans, who enjoy temporary equal
rights with Filipinos under special treaty, are not now
affected, but as things stand, no Britisher, Hollander or
other foreigner can purchase his own home. It is just a
straw in a wind that could blow harder.

The Philippines need money. This means not only
the government but the banks also need deposits. Bank
deposits are rising, but the demand for loans is even
greater and many worthwhile requests for credit lines
must be refused for this reason. There is little long term
money to be had and it is therefore difficult to finance
the construction of a new building or the purchase of
a home.

As of September 30, 1947, bank deposits were reported
to me to be as follows:

Philippine National Bank Pesos 146,000,000 Filipino
National City Bank of N. Y. 1 40,000,000 U.S.A.

China Banking Corporation 38,000,000 Chinese

Bank of Philippine Islands 28,000,000 (Spanish

Filipino)
Hongkong & Shanghai Bank. Corp. 26,000,000 British
Philippine Bank of Communication 22,000,000 Chinese
Philippine Trust Co. 22,000,000 U.S.A.

Chartered Bank of I. A. & C. 20,000,000 British

Peoples Bank & Trust Co. 1 0.000,000 U.S.A.

Bank of America N. T. & S. A. 1 0,000,000 U.S.A.

Philippine Bank of Commerce 9.000,000 Filipino

Nederlandish Indische Handelsbank 8,000,000 Dutch
Turning to government finances, I was told that the
(Please turn to page 110)

Page 66

PACIFIC MARINE REVIEW

Netherlands Indies Import Trade

The Netherlands Indies Government Import and Hx-
port Organization (NIGIEO) was reportedly dissolved
on October 1, 19-47. Two agencies charged with control
of import trade have replaced NIGIEO. The first, the Im-
port Allocation and Planning Organization, which acts
as a purely advisory body, submits to the Department of
Economic Affairs estimates of the amount of a certain
item to be imported and the allocation of this amount
among importers. Upon approval of these estimates by
the Department of Economic Affairs, the necessary ex-
change will be made available by the Foreign Exchange
Bureau. The second, the General Import Organization
(AIO), finances the purchase of such important items
as textiles, foodstuffs, bulk goods, sundries (as haber-
dashery), fertilizers, and chemicals. In practice this means
that the prorated allocations for these categories of goods
are purchased by the particular import houses and
charged to the account of AIO. Once the goods are in
the Indies, they are transferred to the importers for dis-
position through normal retail channels. This assures im-
portation of essential goods in sufficient quantities, a re-
sponsibility which Netherlands Indies firms, weakened
by losses occasioned by war and the political situation,
cannot afford to undertake without assistance from the
Government. An American manufacturer desiring to sell
his product in the Indies should contact established firms
in that country, or their branch offices which most large
prewar houses maintain in New York. He will then be
informed whether any allocation for the purchase of his
product is available and in what amounts.

HOT nmm

Seven thousand tons of potatoes destined for Italy in the Army'!
Civilian Relief Program are Drotected from freezing vrhile beinq
loaded by continuous hot air being pumped into the holds b)
Thag — a machine developed by Todd Shipyards Corporation. Th<
spuds arrived at the pier in pre-heated trains and trucks and wcr<
in danger of freezing while being put aboard the ELKO VICTORY
a States Marine Corporation freighter. A steady temperature
averaging 37° was maintained in all five holds of the ship while
the outside temperature ranged from 0° to 18°. Potatoes
28.9°, and rot very quickly after thawing.

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MARCH • 1948

Documents on Private Trade
Shipments to Japan

All freight and air express shipments to Japan require,
in addition to customary prewar documentation, evi-
dence of SCAP authorization. The evidence for usual
commercial shipments made to Boeki Cho must be in the
form of a contract validated by SCAP. On other ship-
ments, such as imports by licensees, private individuals,
and occupation personnel, evidence of clearence by SCAP
is necessary. Four complete sets of all shipping docu-
ments are currently required. It is not necessary that
goods be marked with country of origin. No documen-
tation is required by SCAP on mail to Japan. At present
mail shipments to Japan are limited to 18 ounce pack-
ages of samples and gift packages (relief parcels) not
exceeding 22 pounds.

World Trade Exposition

In previous years, San Francisco s participation in Na-
tional World Trade Week has been largely a financial
district affair. This year, however, the World Trade As-
sociation has plans to make this -event a city-wide cele-
bration. A World Trade Exposition, in which foreign
governments can display their wares and tell visitors
about their tourist attractions, will be held in the Grand
Nave on the second floor of San Francisco's famed Ferry
Building. Added interest is given to this location for the

Page 67

THE HOWLAiS (and Frank)

With the U. S. Commercial Com-
pany winding up its affairs, Frank
Howland, Chief of their San Fran-
cisco office, has accepted the posi-
tion of manager of the International
Forwarding Department of the
Oceanic Trading Company.

Sam and John Gazzano have
made the Oceanic Trading Company
an unusual unit in the world trade
picture on the Pacific Coast. The
scope of their lines and the activities
in which they engage give them spe-
cial opportunities for diversification
of effort. Among these activities is
the forwarding of relief packages to
former war areas.

Born in San Francisco in 1904,
Frank comes from a long line of
seamen, beginning with John How-
land who arrived in Plymouth in
1620 on the Mayflower, followed by
his brothers on the Fortune ( 1621 )
and the Arrn ( 162.^ ) . Most of their
sons followed the sea until the Civil
War, many of them becoming mas-
ters on whaling and clipper ships,

travelling around the Horn to San
Francisco and thence to the Pacific
Islands and the Orient, returning to
New Bedford with rich cargos for
their trading companies.

In 1770 Isaac Howland founded a
trading firm in New Bedford, Mas-
sachusetts, and his son, Isaac, Jr.,
built the firm into one of the largest
and most prosperous firms ever to
engage in the whaling industry.

Frank's grandfather, Benjamin
Franklin Howland, first went to sea
on a clipper ship of which his father
was master, and later rose to be mas-
ter of a clipper ship of his own. He
retired from the sea at the age of 23
and settled in California, later be-
coming partner in a large hydraulic
mine in Central California.

Frank's father, Henry Frank

left to right: John Sanano, Frank
Howland, and Sam Gazzano.

Howland, who was also born in San
Francisco, served for fifty years in
the shipping business. He was pur-
ser on the old S/S China and the SjS
Hongkong Maru of the old China
Mail and Toyo Kisen Kaisha Lines,
freight clerk with the old Pacific
Mail Steamship Company, and office
manager of Williams, Dimond &
Company. Finally he became asso-
ciated with the American Hawaiian
Steamship Cc.npany where he
served for thirty years and became
secretary to American Hawaiian
President Roger Lapham.

In his new position Frank is
maintaining the strong seagoing
tradition in his family. His back-
ground includes 21 years with Mat-
toon & Company, custom house
brokers and forwarding • agents,
three years as transportation and
warehouse officer for the Pacific
Coast for the Lend Lease Adminis-
tration, and two years with the
United States Commercial Com-
pany.

Page 70

PACIFIC MARINE REVIEVS

Uarine Insurance

The London Letter

By Dur United Kingdom Cnrrespondent

siiriince industry that must rely, to a very great extent,
upon its own resources, and cannot, therefore, do busi-
ness except at rates which virtually guarantee a profit.

Premium Rates Reduced too Soon

IN CONSIDERING the prospects of hull business in
rhe year 1948, it should be mentioned that it has now
|->cLome apparent that the concessions of the immediate
pc )stwar period were made prematurely. They were made
m the belief that, with a return to normal navigational
conditions and the resumption of private enterprise in
shipowning, there would be a decline in settlements.
Tins has not proved to have been the case. The antici-
p.ited falling-ofi in the number of casualties has failed
t(i materialize; instead, casualties have increased very
materially in number, as the monthly returns of the
Liverpool Underwriters' Association have proved beyond
J.uibt.

Another important factor in this connection is that,
\i. hcreas underwriters quite justifiably anticipated that
the cost of repairs would decline from the wartime peak,
there has been, if anything, an increase in rhe cost of re-
[i.iirs. Great credit is due to underwriters for making
reductions in premiums immediately after hostilities
tc.ised. Now, however, it is becoming clear that, in im-
plementing their pledge to make those reductions, they
erred on the side of generosity.

The tundun Meeting

International Competition
In Insurance is Desirable

Demands by some nations to seek to favour their na-
tional insurance industry by freezing out foreign com-
petition goes on. This is in spite of warnings from many
quarters that only ill can result from this narrowing ten-
dency. By closing their marine insurance frontiers, these
nations prejudice their own overseas trade and invite
possible catastrophe in their own insurance industries.
The theory behind the actions of these nationalistic
legislators is that in recent years marine underwriters
have made large profits. They believe that, if they can
prevent premiums from being exported to other coun-
tries, their own insurance industry must benefit. They do
not perceive that, if they create a national monopoly of
marine insurance, their own merchants and shippers will
be at the mercy of their own underwriters, and that,
while they keep their national premiums in the country,
the money paid in premiums circulates in a very narraw
circle. They cannot see that, without competition from
abroad, their export trade can be victimised by an in-

In the 64th annual meeting of the Institute of London
Underwriters, Mr. Harold H. Mummery said that a mat-
ter which was giving a great deal of concern at the pres-
ent time was the vast sums which underwriters in this
country were being called upon to pay for claims due
to theft and pilferage, and claims which could be con-
tributed to indifferent and even bad packing. He sug-
gested that the marine insurance market should reintro-
duce the Institution's "Shipping 'Value Theft, Pilferage
and Non-Delivery" clause. By so doing, rightly or wrong-
ly, he was left with the impression that "we should place
upon the consignee a greater sense of responsibility to see
that his goods are conveyed to their final destination with
reasonable despatch, as provided for in the Institute
Cargo Wartime Extension' clause. "

Mr. Mummery reported with special pleasure that
the American Institute of Marine LInderwriters had de-
cided to become a member of the International Union
of Marine Insurance.

The Liverpool Meeting— Radar
For Port Control

The Committee of the Liverpool Underwriters' Asso-
ciation in their report for the year 1947, just issued (this
is the Association's I46th annual report), have compiled
a document of several thousand words, reviewing the
principal events of the past year. The Committee note
with interest that the Mersey Docks and Harbour Board
expect in 1948 to be the first Port Authority in the
world to utilise Radar on a full scale basis for port con-
trol, "as a result of which a considerable acceleration in
the turn round of ships will no doubt be achieved, quite
apart from additional safety of navigation in the Mersey
Channel during bad visibility."

Ship Losses Since the War

According to the Association's records, 45 steam or
motor vessels, of 500 gross tons and upwards, totalling
17.1,484 gross tons, became casualties as a result of con-
( Please turn to page 1 06)

MARCH • 1941

Page 71

COAST GUARD

GHADUATIIG OFFICERS

Included in this picture are those who, on February 12, were given the
oath of office as regular commissioned officers of the U. S. Coast Guard by
Rear Admiral W. K. Scammel in the Appraisers' Building, San Francisco.

Some of the group were Reserve Officers and former members of the
Department of Commerce before the Coast Guard assiuned charge of the
Inspection Bureau. Others were regular Coast Guard officers with tempo-
rary appointments, who received permanent commissions.

The Bureau of Inspection is headed up by Capt. J. P. Tibbetts and H. V.
Barbieri, who work directly under Chief of Staff Capt. Charles W. Dean,
who in the absence of Admiral Scammel is Commander of the Coast Guard
District.

And for a top notch information officer you contact Chief Yeoman
R. G. Degnan.

Those pictured are the following;

Comdr. Frederick A. MacGurn, USCG; Lt. Comdr. Carl H. Carlsen, USCG
Lt. Comdr. Charles V. Carson, USCG; Lt. Comdr. Felix S. DeSoboU, USCG; Lt,
Comdr. Jesse E. Eastman, USCG; Lt. Comdr. George C. Ferenz, USCG; Lt. Comdr
Barney Frankel, USCG; Lt. Comdr. David S. Garvis, USCG; Lt. Comdr. Otto V
Knierim, USCG; Lt. Comdr. Samuel J. Miller, USCG; Lt. Comdr. George J. Monte
verdi, USCG; Lt. Comdr. Peter Olson, USCG; Lt. Comdr. Charles C. Plummet
USCG; Lt. Comdr. Cortlandt W. Quinby, USCG; Lt. Comdr. Frederick A. Reicker
USCG; Lt. Comdr. Frank N. Sampson, USCG; Lt. Comdr. George W. Stedman, Jr.
USCG; Lt. Comdr. Herbert J. Stevens, USCG; Lt. Comdr. Jesse O. Thompson
USCG; Lt. Comdr. Andrew M. Thomsen, USCG; Lt. Comdr. Bertram J. Tuckey
USCG; Lt. Comdr. Arthur M. Vrooman, USCG; Lt. Comdr. Lucius E. Wadman
USCG; Lt. Comdr. Leonard C. Walen. USCG; Lt. Comdr. Stuart H. Waring, USCG
Lt. Comdr. William A. Williamson, USCG; Lt. Comdr. Arthur S. Whitehead
USCG; Lt. Norman A. Dreher, USCG; Lt. (jg) William M. Benkert, USCG; Lt
Bainbridge B. Leland, USCG; Lt. Comdr. Samuel G. Guill, USCG; Lt. Comdr. Lance
J. Kirstine, USCG; Lr Charles E. Norton, USCG; Lt. ( jg) Ricardo A. Ratti, USCG.

Page 72

PACIFIC MARINE REVIEV

Admiralty Decisions

By HARDLU S. DDBBS «/ ^^" Franasco Bar

SHIP COLLISION

I [very once in a while I come across an intcr-
J c-sring case of collision at sea that I feel would be of
particular interest to my readers, although under ordinary
circumstances I rarely devote very much copy to the
subject of collision.

A most interesting case that was decided a number of
\cars ago was that of Northern Navigation Company vs.
Wii/nesota-Atlantic Transit Company. The case was heard
on appeal by each circuit of the United States Circuit
( ourt of Appeals. The case is particularly important from
the standpoint of the rules with respect to overtaking a
vessel at sea.

On a bright summer afternoon in August the Steamer King,
.1 s.ih water type, blunt bowed freighter, 251 ft. long, 43.3 ft.
Iie.ini, and with a draft of 16.5 ft. forward and 17.5 ft. aft,
lucked out of Slip 3 on the north shore of the harbor at
Duluth ship canal about 3,000 ft. to the east. At about the
s.ime time the steamer Noronic, a fine lined passenger boat. 385
ft. long, with a draft of 9 ft. forward and 18 ft. aft, backed out
of Slip No. 1, about 600 feet east of Slip No. 3. and started
for the same ship canal. This ship canal was 300 feet wide,
22.9 feet deep and about 1400 feet long connecting the Duluth
Harbor with Lake Superior. There were cement retaining
walls on each side of the canal. At the west end of the canal
the cement retaining walls continued as piers but curved to
the north and south to form an approach to the canal, and the
wiilth of the entrance at the extreme west end of the piers was
some 500 feet. On the west end of the cement retaining walls
and just before the walls continued as piers, or curved for the
entrance, is an aerial bridge. At the time the boats arrived at this
aerial bridge the stem of the Noronic was ahead of the stem of
the King, the latter lapping the porr quarter of the Noronic some
"5 to 100 feet. After the two boats had just passed the aerial
bridge their sterns were abreast and the suction from the Noronic
pulled the stern of the King toward the stern of the Noronic
and caused the King to veer into the cement wall on its left
or port side inflicting considerable damage. The foregoing
facts are the only facts in the record upon which there is no
dispute. As to which steamer was in the lead after they had
straightened out for the canal and as to the relative positions
ot the two vessels between that time and their arrival at the
icrial bridge in the canal there is an irreconcilable conflict in
hi evidence, or an entire lack of evidence.

Both vessels backed out of their respective slips and in
in.ineuvering backed to port and each laid their respective
lourses for the ship canal. From the evidence they were in
Licneral traveling at about the same speed. The story as told
by the witnesses for the Noronic is substantially as follows:
that as the Noronic was backing out of its slip the King was
c)b!,erved backing out of its slip some 600 feet further west; that
.IS the Noronic straightened out and laid its course for the canal
entrance the King was finishing a like maneuver and was
.istern and to the starboard of the Noronic. later crossing the
stern to port and at all times until enteting the canal proper
was astern of the Noronic: that at about the time they entered
the pierheads of the canal the King endeavored to pass the
Noronic resulting in the positions of the two vessels as above
recited and the subsequent damage to the King.

The story on behalf of the King in substance is that the King
had backed out of its slip and was proceeding towards the canal

going forward when the Noronic gave notice by a whistle that
it was about to back out of its slip; the King then gave one
short whistle indicating that it would pass to starboard of the
Noronic and for the Noronic to remain in its berth; this signal
was not answered by the Noronic which at once proceeded to
back out into the harbor whereupon the King was required to
stop its engines and wait while the Noronic backed across its
bow and that as soon as the stem of the Noronic cleared, the
King proceeded, passing the Noronic on the later's port side
while it was maneuvering to straighten out for the canal, and the
King was in front of the Noronic at all times thereafter until
just as it was reaching the pierheads of the canal the Noronic,
coming up fast from behind, endeavored to pass it, resulting
in the position of the vessels and the subsequent damage to the
King as above narrated.

The Minnesota Atlantic Transit Coinpany was the charterer
of the King and as libellant brought this action against the
Noronic owned by the Northern Navigation Company. The
trial court found that the ilamagc caused to the libellant's
steamer King was occasioned solely by the negligence of the
respondent's steamer Noronic and without any fault on the
part of the said King and rendered judgment in favor of the
libellant for the entire damage sustained by the King.

As both vessels were outward bound and each started on its
course at about the same time the stage was all set fot a con-
troversy to arise as to which one was entitled to go through the
canal first. Evidence on behalf of the King was directed prin-
cipally to the question of which one had the lead after the two
vessels straightened out and fixed their courses for the canal,
while the evidence for the Noronic was principally directed to
the question of which vessel arrived first at the canal piers.

The trial court on this important question determined that
after the two ships had rounded to and were on defined courses,
the King was the overtaken and the Noronic the overtaking
vessel. There is no claim that the Noronic gave any signal to the
King that it intended to pass the King and under this situation
It is clear that the Noronic at no time had the right to pass the
King without its permission, which, it is conceded, was never
asked for or given.

The following rules govern the navigation of vessels in har-
bors and inland waters generally:

"When steam vessels are running in the same direction, and
the vessel which is astern shall desire to pass on the right or
starboard hand of the vessel ahead, she shall give one short blast
of the steam whistle,* • •" Rule Vlll, 33 Mason's U. S. C, 203.
"Notwithstanding anything contained in these rules every
vessel, overtaking any other, shall keep out of the way of the
overtaken vessel.

"Every vessel coming up with another vessel from any direc-
tion more than two points abaft her beam, * * * shall be deemed
to be an overtaking vessel; and no sub.sequent alteration of the
bearing between the two vessels shall make the overtaking
vessel a crossing vessel within the meaning of these rules, or
relieve her of the duty of keeping clear of the overtaken vessel
until she is finally past and clear. • • »" 33 Mason's U.S.C, 209.
"Where, by any of these rules, one of the two vessels is to
keep out of the way, the other shall keep her course and speed."
33 Mason's U.S.C, 206.

"Every steam vessel which is directed by these rules to keep
out of the way of another vessel shall, on approaching her, if
necessary, slacken her speed or stop or reverse. " 33 Mason's
U.S.C, 208.

"In all channels less than five hundred feet in width, no steam

vessel shall pass another coming in the same direction unless

the steam vessel ahead be disabled or signify her willingness that

the steam vessel astern shall pass, when, the steam vessel astern

(Please Itiru to page I Oft i

MARCH • 1948

■'age

11

Vincent E. Foell

Port Engineer of the Month

--With The

On pages 76 and 77 of this issue appears a roster
of members and officers of the Society of Port Engi-
neers, San Francisco, for which many requests have
been received.

The Society is considering certain revisions in its
constitution, and upon approval, they will be pub-
lished in this section of the Pacific Marine Review.

Change of Presidents
M Los Angeles Society

SAN FRANCISCO

Vincent E. Fnell

Df United States Lines

Now Port Engineer for United States Lines, Vincent
Foell has had an extensive career in marine engineering
and marine transportation. Born in Syracuse, N. Y. in
1919, Vincent graduated from the Engineering Depart-
ment of the New York State Merchant Marine Academy.
He held various engineering positions on United States
Lines Company steam and diesel vessels, and was Assist-
ant Port Engineer for United States Lines and the Pacific
Far East Line prior to his present position with United
States Lines.

In World War II he was awarded the Merchant Ma-
rine Citation for action against the enemy and the
Merchant Marine Bar for service in the Pacific area.
Vincent is a member of the Board of Governors of the
San Francisco Society of Port Engineers and a member
of the United States Naval Reserve.

Left, Joe Wo

Matson Navigation Company, newly cle

president of the Los Angeles Society of Port Engineers, shaking

hands with Len Landers, American President Lines, outgoing

president.

Page 74

PAC IFIC MARINE REVIEW

Port Engineers -

A roster of members of the Los Angeles Society
of Port Engineers is at hand and will be published
in the April issue of Pacific Marine Revietv.

k{ Annual Meeting
of Los Angeles Society

At the speaker's table (top picture), left to right: M. D. Jayred,
Republic Supply Company of Calif.; Edwin H. Price (Speaker),
Manning, Maxwell « Moore. Inc.; Len Landers, American President
Lines; Burt Hale (Secretary). Marine Solvents Corp.; Dick Park,
Republic Supply Company of Calif.

Below, left to right: Burt Hale, Dick Park, Dan Dobler (Chairman

of Board) Texas Company; Joe Hare, U.S.M.C; Harry Summers.

American Bureau of Shipping.

I MARCH • 1948

Port Engineer of The Month

SAN FRANCISCO

William Billings

of Pope S- Talbot Lines

Like the proverbial mail-carrier who takes a walk on
his days off, William H. Billings, smiling, carefree
Assistant Port Engineer of Pope & Talbot IJnes, likes
to spend his spare time around the water. "Bill" Billings,
who is ever alert in supervising engine repairs on the
company's ships at San Francisco, is always good for a
"bass story" to ease the tension when things are in a
turmoil.

With a long record of achievement behind him, Bill
is happy that he can be with his family in his home at
Oakland. His two fine, growing sons often accompany
him on his trips to the fishing grounds.

Billings came up the hard way. After serving a stern
apprenticeship with General Electric Company he took
off to sea to all the corners of the globe. In 19.i6 he was
with Matson Navigation Company and after seven years
he left them to be with Polarius Steamship Clompany in
New York City where he was Superintending Engineer
for about 18 months. He then joined Pope & Talbot
Lines in 1945 as "chief" on the Sea Blenny and the same
year was made Assistant Port Engineer for the same
company in San Francisco.

And among the Governors of the Society of Port En-
gineers at San Francisco we find William H. Billings.

Page 75

MEMBEHSHIP ROSTER

SOCIETY OF PORT EIGIIEERS

m FRUICISCO

James R. Anderson (A) U. S. A. T Building 201, Fort Mason, Calif.

Joseph J. Anderson (A) Luckenback Steamship Co 100 Bush St., San Francisco, 4

Henry Andrews Westinghouse Electric Corp 1 Montgomery St.. San Francisco, 4

Charles R. Angell, Jr 1332 El Camino Real, Burlingame

Milo M. Atkinson 110 Market St., San Francisco

Ray E. Baker (A), Port Engineer Richmond-San Rafael Ferry Co P. O. Box 1126, Richmond, Calif.

W. H. Billings (A), Asst. Port Engineer Pope & Talbot, Inc 320 California St., San Francisco, 4

George Barr General Electric Co 235 Montgomery St., San Francisco, 4

W. C. Blake. Vice President Triple A. Machine Shop Pier 62, San Francisco

Colin Branford (A), Port Engineer Shepard Steamship Corp New Orleans

R. E. Burness Standard Oil of Calif 7th & Irwin Sts., San Francisco

E. P. Butler Gamlen Marine Service 150 Vermont St., San Francisco

Ira B. Chapman (A), Asst. Port Engineer American President Lines, Ltd Pier 42, San Francisco. 7

John Clerico (A), Supt. Engineer Pope & Talbot. Inc 320 California St., San Francisco, 4

John R. Cook Brown-Bevis Equipment Co 4900 Santa Fe Ave., Los Angeles, 11

Fred D. Deckard (A), Port Engineer Sabme Oil Co

Louis A. Deppman (A), Port Engineer Sudden & Christenson, Inc 310 Sansome St., San Francisco, 4

Donald W. Deeds, Engineer U. S. A. T. S. . Fort Mason, Calif.

Wm. De Wijn, Port Engineer... Java-China-Japan Line 149 California St., San Francisco, 4

Douglas E. Dickie, Serv. Engineer Foster-Wheeler Corp 206 Sansome St., San Francisco, 4

Andrew C. Disher (A), Ch. Tech. Insp U. S. A. T. S Building 201, Fort Mason, Calif.

Franklin H. Drew Westinghouse Electric Corp ...1 Montgomery St., San Francisco, 4

George W. Duncan U. S. A. T. S Dock No. 1, Fort Mason, Calif.

A. J. Ederer (A), Port Engineer Pacific Transport Lines 240 California St., San Francisco. 11

J. E. Edwards U. S. A. T Fort Mason, Calif.

Rodney M. Elder ( A ), Asst. Port Engineer. Pacific Tankers, Inc 233 Sansome St., San Francisco, 4

B. R. Emery (A) W. R. Chamberlin 465 California St., San Francisco, 4

John Faville ...Pier 1. Marine Repair Shop Foot of Laguna St., Fort Mason, Calif.

Tom Finn United Amer. Metal Corp 785 Bryant St.. San Francisco, 7

Vincent E. Foell (A), Port Engineer United States Lines 222 Sansome St., San Francisco, 4

Frank Fox, V. P. and Ch. Engineer General Engineering & DD Co 1100 Sansome St., San Francisco, 11

James H. Frickie, Marine Surv. Hart-Wood Lumber Co 1 Drumm St., San Francisco, 11

Marshall T. J. Garlinger ( A ), Asst. to Supt...U. S. A. T ...Fort Mason, Calif.

Joseph F. Gisler 444 Board of Trade Building... San Francisco. 11

William Gough (A) ...Parry Navigation Co., Inc 100 Pine St., San Francisco, 11

E. J. Graff (A), Port Engineer Grace Line 2 Pine St., San Francisco, 11

George H. Harlan (A). Asst. to Supt. Engr...U. S. A. T Fort Mason, Calif.

John A. Harris U. S. A. T Dock No. 1, Fort Mason, Calif.

Sam Hawkins ..' The Log 40 First St., San Francisco

Q. D. Higgins ( A> 2690 - 38th Ave. San Francisco, 16

H. T. Hill 735 - 46th St., Oakland 9, Calif.

W. B. Hill C. C. Moore & Co 450 Mission St., San Francisco, 5

William C Hodges (A) lU. S. A. T Building 201, Fort Mason, Calif.

George Hoxie, Asst. Port Engineer American President Lines 311 California St., San Francisco

W. J. Jenders, Chief Engineer U. S. A. T. "Admiral Sims" ...Building 201. Rm. 1 10, Fort Mason

M. A. Johnson ( A ), Port Engineer Olympic Steamship Co Pier 57, Seattle, Wash.

Lynton Jordan (A), Asst. Port Engineer Pacific Tankers, Inc 233 Sansome St., San Francisco, 4

J. G. Kelly (A), Port Engineer W. R. Chamberlin Co 465 California St.. San Francisco, 4

Page 76 PACIFICMARINEREVIEW

I.ce Kincaid U. S. A. T. Service 330 Baltimore St., Larkspur, Calif.

Thomas Klitgaard, Marine Inspector U. S. A. T. Water Division Building 201, Rm. 220, Fort Mason

Alex W. Kyle (A), Asst. Port Engineer American President Lines, Ltd Pier 42, San Francisco, 7

John W. Laine (A), Asst. Port Engineer American Hawaiian S. S. Co Pier 28, San Francisco

H. C. Lauer, Inspector U. S. A. T Building 201, Fort Mason, Calif.

Joseph J. Lewis E. F. Drew & Co., Inc 440 Golden Gate Ave., San Francisco, 2

George H. Lienhard, Serv. & Sales Engr Nordberg Manufacturing Co 674 Harrison St., San Francisco

T. Douglas MacMullen, Editor Pacific Marine Review... 500 Sansome St., San Francisco, 1 1

H. Martin (A), Port Engineer Moore-McCormack Lines 140 California St., San Francisco, 11

( hcster E. McKay ( A ), Supt. Engineer Overseas Tankship Corp 551 Fifth Ave., New York City

Gccirge Miller Pacific Tankers, Inc 233 Sansome St., San Francisco, 4

Leigh Miller U. S. A. T Fort Mason, Calif.

Harry 1. Morrison U. S. A. T Building 310, Fort Mason, Calif.

Jesse F. Neel General Petroleum Corp 417 Montgomery St., San Francisco, 4

Winslow Nott Thomas A. Short Co 245 Fremont St., San Francisco, 5

James Persons Paine (A) American President Lines Pier 44, San Francisco

R. N. Parkin, Supt. Engineer .Westinghouuse Electric Corp. 410 Bush St., San Francisco, 8

[ohn A. Philip U. S. A. T Building 201, Fort Mason, Calif.

Alfred Pittman Hagan Corporation 149 California St., San Francisco, 11

Ralph S. Randall (A), Asst. Port Engineer.. ..Sudden & Christenson, Inc 310 Sansome St., San Francisco, 4

Larry Rapp C. C. Moore & Co 450 Mission St., San Francisco, 5

W'libert H. Reich (A) Grace Lines Pier 37, San Francisco

l.imcs A. Riemers (A) 112 Market St., San Francisco

W. A. Riley, Sales Engineer Republic Electric Co 33 Drumm St., San Francisco, 1 1

Perry D. Roach ( A), Asst. Port Engineer 1940 Washington St., San Francisco, 9

Arthur R. Robertson Westinghouse Electric Co 410 Bush St., San Francisco, 4

Alfred T. Rogers 112 Market St., Rm. 308, San Francisco

W. L. Russon U. S. A. T... Fort Mason, Calif.

Ray H. Sample ( A ) Matson Navigation Co., Pier 32 Embarcadero, San Francisco, 5

Sylvester W. Simon (A) Pacific Far East Line 141 Battery St., San Francisco, 11

W. E. Sizemore (A) U. S. A. T Building 201, Fort Mason, Calif.

Frank W. Smith (A), Port Engineer American Mail Line 369 Pine St., San Francisco, 4

William Starck (A), Asst. to Supt. Engr U. S. A. T Fort Mason, Calif.

1- A. Stasek (A) Pacific Far East Line, Inc Pier 45-A, Embarcadero, San Francisco

H. A. Steiner (A), Port Engineer Pacific Far East Line, Inc 141 Battery St., San Francisco, 11

Bob Streitf (A), Asst. Port Engineer. Pacific Tankers, Inc. 233 Sansome St., San Francisco, 4

I P. H. Thearle (A), Supt. Marine Engr Army Transportation Corps S. F. P. E., Fort Mason, Calif.

I Harry Thompson ( A ), Port Engineer Shepard Steamship Corp. 369 Pine St., San Francisco, 4

i B. R. White Bird Archer Co. of Calif 19 Fremont St., San Francisco, 5

I George Voyer (A; Asst. Port Engineer Coastwise Lines 222 Sansome St., San Francisco, 4

I Bill Williams U. S. A. T Fort Mason, Calif.

IE. H. Williams (A), Port Engineer United Fruit Company 1001 Fourth St., San Francisco, 7

; A. E. Wion Grace Line 2 Pine St., San Francisco, 11

';M. C. Wright (A) Deconhill Shipping 311 California St., San Francisco, 4

I Harold J. Wrigley International Paint Co., Inc 901 Minnesota St., San Francisco, 7

: J. Zuboff ( A ) U. S. A. T Building 201, Fort Mason, Calif.

1948 OFFICERS

President — P. H. Thearle \'ice-President — M. CI Wright Secretary-Treasurer — J. A. Riemers

MEMBERS OF THE HOARD OF GOVERNORS

J. F. Gisler, Chairman Bob Streiff Harry Thompson V. E. Foell

H. J. Wrigley R. H. Sample F. W. Smith I. B. Chapman

Marshall T. J. Garlinger E. J. Graff W. H. Billings C. E. McKay
J. W. Laine"

MARCH • 1948 Page 77

y<ru/L (hmdimA dnmn/iuL

by "The Chief"

"The Chief's" department welcomes questions — Just write "The Chief," Pacific Marine Review.

CHALK TALKS" M APPLILD MATHEMATICS

- ener-fi -hvrisnr.

Enerjy per unit of tin>e =■

rate, of f^i«r)5*r o^^cnerjf OL

\Cijrvc for I HP

01 10 100 /boo

. ^"x'Rp^r

'"^' 35000

= HP of one end of- one.
Pi motn if^tve f'^nan.

ifOi^ indicator diagram

L-fed Unefhr) of styol<
A-aircA of p< if on. □"
-diamdtr ihchti »jMrtf

N = mmbQr o\- potunr

-In- ^''"^^""^

^„ J o-f I V'?t

( ;,..,.( tiT4)(r(;»

• I So * "■imuir-i

Blackboard figures I to 4 mentioned in the text.

Ratings and Limitations of ReciprDcating Engines

In the February issue we discussed the horsepower and
its mathematical derivation and furthermore introduced
the conception of torque or twisting effort. It was brought
out that energy or work done is measured in foot-
pounds and that torque is measured in pound-feet. These
two units are not tlie same, as is developed in Fig. 1.
The corresponding horsepower conversion factors are
different. The foot in one case is the distance through
which a force is moved and in the other case the foot is
a radius and does not become a distance through which

a force is moved until multiplied by revolutions per
minute or second.

Note that the horsepower capacity of an engine, or
any machine for that matter, is the product of the torque
and the speed, and a multiplying constant number to
adjust the units used. See Fig. 2. Here the curve repre-
sents one horsepower. All the figures could be multi-
plied by 100 for a 100 hp curve or by 10,000 for a
10,000 hp curve. For a given size of engine in hp the
higher the speed the lower the forces such as torque,

Page 78

PACIFIC MARINE REVIEW

piston load and so on. But centrifugal force increases
and acts as a limit to speed. With reciprocating engines
it is the piston speed and the forces of reversing the
piston that limit the speed long before the centrifugal
force limits it. If we can control centrifugal force by
special designs, close safety factors, high test alloy steels
arid all, we can speed up the turbine and obtain tremen-
dous ratings out of a light weight. The gas turbine driv-
ing the super charger of the modern airplane may be
rated 500 hp yet be no larger than a straw hat but it
may run up to perhaps 17,000 revolutions per minute,
ivhich, using these figures, gives us only 15 pound feet
nil que, a value which you could easily set up with a
10 uxh Crescent wrench. The gas turbine in the axial
.flow turbo-jet aircraft engine may deliver as much as
'l 5,000 to 30,000 hp to the direct connected air com-
pressor and yet be only single stage, 3 to 4 feet in
diameter, and perhaps 11,000 rpm. At the other end of
the scale at slow speeds we may have very high torques
which mc-ans large shafts and great weights. Thus as we
increase speed we reduce the weight per hp or increase
the hp per pound weight. A good figure to remember is
the one pound of weight per hp which can just about
be achieved in the aircraft reciprocating engine. Con-
trast this to the hundreds of pounds per hp of the slow
speed reciprocating marine steam engine. But then again
we may largely lose the light weight features of high
speed engines if the load cannot take the power at a
high speed, as reduction ge-ars must be used. Develop-
ment of precision-cut gears in the last 30 years has per-
mitted us to use the turbine at a fairly high speed
aboard ship but we still would like to run the turbines
at a speed which is more than a reasonable gear reduc-
tion and propeller speed will permit. Turbine designers
would like to reduce weights and increase speeds much
above those values in common use today but the gears
and gear ratios force them to a compromise with the
best they could do with the turbine only.

Fig. 3 shows that the piston speed of the reciprocating
engine may be taken as the product of the length of the
stroke in feet and the number of strokes per minute. A
favorite problem in the Coast Guard examination for
the higher rates is to calculate the piston speed of an
engine when the indicated hp is given and the piston
diameter in inches is given. This puzzles most engineers
because no mention of speed and rpm is made nor is the
'length of the stroke indicated. But as shown, knowing
only the hp of the cylinder as indicated, and the piston
diameter, the average piston speed can be calculated.
Note carefully that this is an average speed of the piston
and that with the crank at the horizontal point the speed
is much higher. Sometime in the future we will discuss

the mathematics of the calculation of the maximum
speed.

We have promised to work a problem in the calcula-
tion of the hp of an engine. Ordinarily we do not give
examples of the arithmatic of the problems in mathe-
matics we cover, as we would like to accustom the en-
gineers to thinking of these things in the symbolic terms
of algebra. Unless the engineer is puzzled a little by the
written text and has the courage to dig it out to an un-
derstanding there is little profit in reading except as an
amusement.

Fig. 4 is the solution to the problem in the Coast
Guard blue book of specimen examinations (page 37)
for 3rd assistant engineers. The problem is: A steam
cylinder is 32 inches diameter, the stroke of the piston
is 4 feet 6 inches, the mean effective pressure is 70
pounds per square inch, revolutions per minute 72. Find
the horse power.

Several comments are necessary. If this were for higher
ratings quite likely the diameter of the piston rod would
be given, as the area of the rod must be subtracted from
that of the piston in calculating the hp of the crank end
of the engine. The mean effective pressure of the two
ends would usually be slightly different as the valves
would be a little off an exactly symmetrical position so
that the weight of the piston is carried by the steam load.
Thus for two reasons the hp of the two ends of the
piston are different, different effective areas and dif-
ferent pressures. If not so stated it is customary and
nearly correct to assume the same hp at each end. Thus
in Fig. 4 we multiply the rpm by 2.

The first thing to do is calculate the area. Using the
constant .7854, which we developed in this column some
time ago, we square the diameter and multiply. In actual
practice we would take the area as 804.15 but the ex-
aminers want to see how we handle our arithmatic and
ask to see the problems carried out to at least four places
beyond the decimal point. See Fig. 4. Then comes the
PLAN formula and more multiplications. Multiplica-
tions may be carried out in any order we choose, and we
usually multiply all the simple numbers together first.
The 72, the 2, the 70, and the 4.5 give us 45360.0. We
divide this by the 33000 as it seems easiest, and then are
ready for the long multiplication. Thus we end up with
the answer shown, which in actual practice we would
call 1105 hp.

Our next article will discuss the imporance of the gear
ratio in applying engines to ships, automobiles and loco-
motives, as this is a logical question after explaining that
we need only to increase the speed to increase the hp of
any engine.

Crew Crush Crowds Customers

I American ocean liners would

be forced to have 20% more
crew members than passengers
if maritime unions obtain a 40-

l hour week at sea. Under a four-
watch system, necessary for a

MARCH • 1948

40-hour week, the America's
crew would expand from 687 to
997, and in order to secure quar-
ters for these extra men, the
passenger capacity would be re-
duced from 1050 to 792. Under
such circumstances, the Amer-
ica would have to compete with

Britain's Queen Elizabeth, the
latter having a crew of Only
1,280 for 2,314 passengers. In
other words, the Queen, with
only 283 more men in her crew,
would be able to attend to the
wants of 1,522 more passengers
than the America.

Page 79

^ot(^<y-

KnOUILEDCE IS THE STRHICHT
COURSE TO nOURIIIEmEnT

A 3befU4^iiineHtp)^ ^eok O^Ux/iA.

b^ "The Skipper"

Questions Welcomed. Just Address "The Skipper," Pacific
Marine Review, SOO Sansome St., San Francisco, California

THE Umm COMPASS

(Continued)

Practical Compensation

IN THE THREE preceding issues this column has
been working toward this final discussion on Practical
Compass Compensation. We have discussed — First, The
Parts of the Compass and Binnacle; Second, The Effect
of the Earth's Magnetism on the Vessel's Hard Iron or
Semicircular Deviation due to Sub Permanent Magnet-
ism of the 'Vessel; and Third, The Eflfect of the Earth's
Magnetism on the Soft Iron of the 'Vessel or Semicircu-
lar Deviation due to Transient Magnetism in "Vertical
Soft Iron, Quadrantal Deviation due to Transient Magnet-
ism in Horizontal Soft Iron and Heeling Error.

Now, we are ready to put into practice the knowledge
gained in the previous articles. It is well to break down
the Practical Compensation into three catagories — 1.
Preparatory Steps, 2. Preliminary Steps, and 3. Compen-
sating Steps. After listing each of the steps of the three
categories, we will take each step separately and ex-
plain it.

1. Preparatory Steps

(a) See that vessel is on an even keel.

(b) See that all movable masses (booms, etc.) are secured in
the position they will normally occupy at sea, and that no un-
usual magnetic masses are left lying about in the vicinity of
the compass.

( c ) See that there are no bubbles in the compass.

(d) Test compass for sensibility and moment of the compass
card.

(e) See that binnacle is centered on, and aligned with, the
midship line of the vessel and solidly secured.

(f; See that the compass is centered and secured in the bin-
nacle and that there is no slack in the gimbal arrangement.

(g) See that the lubbers lines are in the fore and aft plane
of the vessel.

(h) Test for residual magnetism in the Quadrantal spheres.

(i) Test for residual magnetism in the flinders bars.

2. Preliminary Steps

(a) Place Quadrantal spheres by estimate.

(b) Place heeling magnet, Red end up in North magnetic
latimdes and drop to bottom of tube.

(c) Remove all but apptoximately ten degtees of deviation
while on an East Magnetic heading by means of the Flinders

Bar. If less than ten degrees deviation exists when on an Easj
etly heading do not place the Flinders Bar at this time.
i. Compensating Steps *

(a) Head East and remove all deviation.

(b) Head North and remove all deviation.

(c) Head Nottheast and remove all deviation.

(d) Head West and remove half the remaining deviation.

(e) Head South and remove half the remaining deviation.

(f ) Head Southeast and remove half the remaining deviation

(g) Head North, List Ship, and lemove all deviation.
( h ) Secure deviation.
(i) Swing ship for residuals.
( i ) Construct deviation table.
It will be noted that perhaps in this breakdown of the steps]

more steps are listed than will be found in the treatment oq
this subiect by most authotities. The reason for this is simplicity
and clarity. Authorities often group together steps which ar«|
listed here sepatately.

EXPLANATION OF STEPS

Now let us go ovei the above listed steps individually for
more complete explanation of each.

1. Preparatory Steps

(a) Even Keel. In order for the difl^erent components of tha
Earth's total foice to have their normal effects on their respective
components of the vessel's magnetic materials, the vessel must be
on an even keel while compensating. Otherwise when on an even
keel the compass would be overcompensated in some phased
and under compensated in others; so shift oil, water or cargof
until the Inclinometers or draft markings show that she is on ad
even keel.

(b) Movable Masses Secured in Normal Position. The mov^
able masses of magnetic material must be in the position the
will normally occupy under normal operating conditions at seafl
that is, the booms cradled, topped or suared as is customary!
for that particular vessel on its own particular run when at seaj
pontoon hatch covers in place and no magnetic masses near thd
compass which are not notmally required to be there.

(c) Check lor Air Bubbles in Compass Bowl. If bubbles are
present and ate small, distilled water may be used to refill bowl.j
If bubbles are large a solution of 45"f grain alcohol and 55'
distilled water should be used and compass should be checkej
very thoroughly for leaks.

Procedure lor filling: Place compass on its side with filled
plug on top, unscrew filler plug and fill using a small funnel]
which will allow air to pass out the filler plug hole beside thej
funnel. When only a small bubble remains, use a medicine
dropper and have the end of the dropper in the liquid inside'
the compass bo%vl before squeezing the bulb. When all of the

Page 80

PACIFIC MARINE REVIEW

bubble is out of the bowl, till the filler plug hole level full,
then dip the filler plug screw in the solution and remove so that
a drop of the solution will cling by capillary attraction to the
end of the filler plug screw. Then carefully and slowly place
the filler plug screw in the filler hole so that the solution on
the end of the plug marries %vith the solution in the bowl. Then
screw the plug in and set it up tight. The care indicated in this
last step is necessary in order to insure against having a small
bubble remain in the bowl after filling.

id) The Test for Setuihility and Moment oj the Compass
Card must be done at a place where there is no mliuence from
magnetic masses, on the beach somewhere. To lest for influence
of magnetic masses, set up the compass and about 50 yards
from it, set up a staff. Take bearing of the staff. If this bearing
is the exact reciprocal of the first bearing, there is no magnetic
influence; if the bearing is not reciprocal, then choose another
location and repeat the above process.

Test for Sensibility by placing the lubbers line on the 0°
mark of the compass card. Then gently draw the card 2° to the
right with a magnet and allow to return and carefully note the
exact reading (use a magnifying glass) at the lubbers line. Re-
peat the procedure to the left. If the card does not return to the
0° mark, there is something wrong with the compass.

Test for Moment by drawing the card 15' to the ri,t;ht then
removing magnet and starting a stop watch the instant the 0°
mark of the card swings past the lubbers line and stopping the
stop watch the instant the 0° mark swings past in the opposite
direction. Repeat this procedure, drawing the card 15° to the
left. Compare the times. They should be the same. The time
required for a 7^2 inch compass to swing past and return, at
the temperatures listed below, should be the number of seconds
listed below the temperatures.

Fahrenheit Temperature: 100° 90° 80° ^0° 60° 50° 40° .M)°

Seconds: 13s 14s 15s 16s l"s I8s 20s 22s

In cases where the 0° on the card fails to pass the lubbers line
the second time, there is an indication of week magnets, a crack-
ed jewel in the cap or a worn or blunt pivot point.

Both the liquid in the bowl and the compass card must be
at complete rest before the beginning of each observation of
these tests.

( e & f ) Binnacle Centered on Midship Line of Vessel and
Compass Centered in Binnacle. It is well to consider steps e and
f together to simplify the operation.

Check the heeling magnet tube for being centered in the
binnacle by measuring.

Place compass in binnacle and check for center by raising
and lowering the heeling magnet with the vessel on a north or
south heading. If compass card moves, adjust the compass- in
the binnacle until no movement is noticed by means of the
adjusting screws in the gimbal arrangement. Then lock the
compass in position by setting up on the lock nuts of the ad-
justing screws. Now check to see that binnacle is on center line
of vessel. This may be done by sighting { with sight vanes
mounted on compass) on a predetermined centerline point at
some distance forward and aft of the binnacle. The determining
of these points may be done by using a tape measure to find
the center line on deck and then if necessary, a plumb-bob to
transfer the center point to the mast.

Check to see that there is no slack in the gimbal arrangement:
that is, no fore and aft or athwartship movement of the com-
pass.

(g) The Lubbers Line may be checked to see that it is in the
fore and aft plane of the vessel, while checking to see that the
binnacle is centered by comparing the alignment of your sight
vanes with the lubbed line.

( h ) Test Quadrantal .Spheres

Mount the spheres and move them as near in to the compass
card as possible with the ship steady on the same heading,
alongside the deck if possible.

One at a time, turn the spheres slowly and note the compass
reading after the sphere has been turned 90° until each sphere
makes a complete rotation.

If the reading of the compass changes over 45 the sphere
should be reannealed.

(i) Test Flinders Bar for residual magnetism.

Have ship's head steady on any heading but North or South,
preferably East or West alongside dock. Note heading. Remove
Flinders from holder and reinsert it with the opposite end up.

If compass heading changes the Bar has residual magnetism.

To remove residual magnetism, hold the bar at right angles to
the magnetic lines of force and strike sharply with a piece of
hardwood, or the Bar may have to be reannealed.

2 PRELIMINARY STEPS

In order to correct for the most important factor contributing
to error in the compass (that of semi-circular deviation) it is
necessary that other factors which would aflect the deviation be
considered. Since there will be a certain amount of magnetism
induced into the soft iron correctors by the permanent magnets
used in compensation, and this induced magnetism will have a
definite effect on the deviation, it is necessary that these correc-
tors be in their approximate position before starting the actual
compensation.

(a> Place Quadrantal Spheres

On any intercardinal heading if the deviation is greater than
12°, in all probability', 9 inch spheres will have to be used.

The table given below will help in estimating the distance
from the compass the quadrantal spheres should be placed.
Deviation on any Distance of Spheres from Compass

Intercardinal Hdg.
21°
12°

9 inch spheres

1 1 inches

13 inches

14% inches

inch spheres

1 1 inches

12 inches
3° 15 inches

Interpolation for deviations not listed in the table may be
made for preliminary placing of Quadrantal Spheres.

( b ) Place Heeling Magnet

The heeling magnet may now be placed red end up in North
Magnetic Latitude unless knowledge of some factor which re-
quires blue end up is available. Lower heeling magnet to the
bottom of the rube unless it is known that it will be required
in some other position.

( c ) Place Flinders Bar if Necessary

Head East magnetic and check deviation. If no more than
10° deviation exists it will not be necessary to place Flinders
Bar at this time.

If more than 10° deviation exists, remove all but 10° by
means of the Flinders Bar by placing a sufficient length of bar
in the holder, the remainder of the holder being filled with the
wood filler blocks which must be on the bottom.

The inner case of the Flinders Bar holder is removable so as
to facilitate the removal and replacement of Flinders Bar or
filler blocks.

The Flinders Bar is the means by which part of the semi-cir-
cular deviation of Coefficient "B" is compensated, this part of
the force being the induction of magnetism in the vertical soft
iron of the ship, coefficient "B" being the combined fore and
aft forces of induced magnetism in vertical soft iron and the
fore and aft component of the vessel's sub-permanent magnetism
when on East or 'West headings.

Semi-circular deviation, which is caused by magnetism,
which is induced in vertical soft iron and compensated for by
means of Flinders Bar changes with a change of magnetic
latitude so that compensation for this force in one latitude is
not satisfactory. Observation of deviation in at least two mag-
netic latitudes on the same heading are necessary in order to
compute for, the proper length of Flinders Bar to use.

3. COMPENSATING STEPS

(a) Head East Magnetic and compensate for semi-circular
deviation, which is due to the fore and aft force of the sub-
permanent magnetism of the vessel, or in other words, com-
pensate for the remaining component of coefficient "B".

Remote all deviation by means of permanent compensating
magnets placed in the fore and aft trays.

If compass shows Easterly deviation on Easterly heading,
place the red end of the compensating magnets forward or vice
versa.

MEMORY AID: East on East Red 4

Easterly Deviation on East heading Red end forward. It is
better ( in order to avoid sluggishness of the compass) to place
the magnets as far away from the compass as practicable. Use
more magnets and keep them low in the magnet chamber.

( b i Head North Magnetic and compensate for Coefficient
"C" or for semi-circular deviation, which is due to the athwart-
ship forces of the sub-permanent magnetism of the vessel, by
removing all deviation by the means of permanent compensat-
( Please turn to page lOS)

MARCH • 1941

Page 81

m€RC1flL
CRflfT

Length, Overall Ill '-3"

Molded Beam 25'-0"

Molded Depth 12'-9"

Molded Height to Raised Deck 19'-5"

Total Fish Capacity 195 tons

Brine Well Under Deck 168 tons

Brine Well on Deck ... 27 tons

Fuel Oil Capacity, Total 34,108 gallons

Cruising Range 12,000 miles

Fresh Water Capacity 3,860 gallons

Lubricating Oil Capacity 1,390 gallons

Page 82

Specifications for Tuna Boat

"tycY mw

Crews' Quarters:

1 — 8-man crew room.

1 — 2-man crew room.

1 — Radio room with accommodations for 1 man.

1 — Captain's room.

1 — Engineer's room with accommodations for 2 men.
Refrigeration Compressors:

1 — 5V2" X iVz", four-cylinder, 20 H. P. Machine,

2 — 5 ¥2" X Vz", two-cylinder, 20 H. P. Machines.

1 — 2%" X 2V4", two-cylinder, 3 H. P. Machine for
galley service.

The entire refrigeration system was designed and
furnished by the Baker Ice Machine Company, Inc., of
Los Angeles.
Main Engine:

Atlas 6-cylinder Imperial Diesel, single acting, direct
reversible, 4-stroke cycle, 13" x 16", 315 RPM, super-
charged to provide 550 BHP. The engine is equipped
with a Kingsbury thrust bearing and is fresh-water cool-
ed by means of heat exchangers.
Auxiliary Generating Engines:

Atlas 6-cylinder Imperial Diesels, 94 K'VA, 220 volt,
3-phase, AC Electric Machinery Company Generators,
direct-conected, 4-stroke cycle, 600 RPM, non-reversible,
112 BHP.
Pumps:

2 — 10" Campbell vertical bait pumps.

11 — 2V2" Campbell brine circulating pumps with 2
H. P. Westinghouse Motors.
1 — 2" Fairbanks-Morse fire pump 5 H. P. Fairbanks-
Morse Motor.

1 — 3" Carver brine transfer pump, with 5 H. P. Mas-
ter Electric Company Motor.

1 — 3" Campbell bilge pump with 3 H. P. Westing-
house Motor.
Electric Service:

220-voIt, 3-phase, 60-cycle, AC electric power wher-
ever required with 110-volt single phase, 60-cycIe, AC
lighting current throughout the ship.

PACIFIC MARINE REVIEW

Modern Oil Tanker Design

{Continued from page 62)

loft offsets, the net barrels per inch curve obtained there-
from having all deductions made for steel structure, pip-
irii;, ladders, etc. These deductions amount to slightly
less than one per cent of the gross volume. The prepara-
tion of the tables is a laborious and exacting task; the
calibrations are usually given in 42 gal. barrels for in-
crements of one inch for the total depth of the tank.
Some owners require calibrations ar one quarter inch
iiurcments, little realizing that the effects of list and trim
L^l^Lount such accuracy, and thereby make the prepara-
tion of the tables even nn)re of a mathematical exercise.

Hull Construction

In general the tanker is characterized by the "three
island" type of construction ( Poop, Bridge and Fore-
castle) and machinery located aft. The forecastle and
the poop enclosure of machinery casings are compulsory
requirements for tankers by the Load Line Act. The
relative compactness of modern machinery admits of a
shorter machinery space, and the cubic thus gained can
be utilized for cargo tanks. The effect on the center of
gravity of the cargo is to move it further aft, and as a re-
sult the displacement may be distributed to a better ad-
vantage. It must be remembered, however, that it is es-
sential to obtain the 32 per cent reduction in tonnage
admeasurement for the machinery space; therefore its
volume must not be reduced below rule requirements
in order to effect this end.

The merchant type of cruiser stern, fitted with some
form of stream-lined rudder is accepted practice. The
design of the bow is open to two schools of thought: one
favoring the normal form and the other the bulbous
bow. Although the majority of tankers operate at speed-
length ratios for which Taylor claims little or no benefit
for the bulb, model tests show some decrease in horse-
power as compared with normal forms for both the load
and ballast cases.

The bulbous bow permits a fining of the entrance at
the water line and an easing of the forward shoulder;
the displacement there removed being placed in the bulb
where it creates less resistance. It is not difficult to so
shape the bulb as to obviate pounding. The structural
members of the bow are more accessible for repair in
the event of a grounding damage. The hull in way of the
anchor handling should be canted forward as in naval
practice or breasted out to provide proper clearance for
the anchors as they pass the bulb. Tankship owners hav-
ing experience with both types of bows have reported
that the bulbous bow ship is more sea-kindly, is retarded
less in heavy weather and manifests less of a tendency
to pitch and take head or quartering seas over the bow.

In the construction of ships in the U. S. A. the trend
has been to employ electric welding to the greatest ex-
tent possible because of the factors of weight saving, less
time required for construction, and reduced cost. Abroad
the tendency has been to adhere to riveted construction
to a much greater degree.

In the U. S. A., the welded ship was born in the late
thirties; thus it is still somewhat of an infant as regards
development time in the history of shipbuilding, and it
.still Jias some growing pains. We have gained experience

during the years with riveted construction by experiment
and by observation of ships in service and it is only
logical to expect that we will learn in a similar manner
about welded vessels.

The timetable for producing ships during the war was
made possible by welding. The volume of ship construc-
tion during this period was unprecedented, and involved
the employment of a preponderence of inexperienced
labor, yet the percentage of marine casualties directly at-
tributable to welded construction is small compared
with the number of ships built. Many welded vessels with-
stood the ordeal of enemy action during World War II,
making port with gaping holes and vital portions of
their structure torn away. The damages were localized to
the area of the explosion and were expeditiously repaired
by welding, to return the ship to active duty. Those ves-
sels are conclusive evidence of the worth of welded con-
struction. Under similar conditions, riveted ships would
have opened seams for quite a distance from the damage,
resulting in the probable loss of the ship. In cases of
grounding or collision, the damages sustained by welded
ships are likewise confined to the local area of the acci-
dent. The author believes in the future of the all-welded
ship. Important factors that must be considered in any
successful welded vessel are: (a) The elimination of
hard spots and stress raisers" from the design; (b) The
maintenance of a proper welding sequence during con-
struction; (c) The thorough inspection of all important
welds by experienced and conscientious inspectors.
Structural discontinuities in longitudinal members should
be faired in to provide a smooth flow of stress. The con-
nections of brackets to more flexible members should be
carefully designed to prevent local working at the toe.
On the construction side, groove preparation, correction
of excessive root opening, back chipping and methods of
starting and finishing welds should be closely checked.
Weld quality should be checked by taking trepanning
plugs as required, or by gamma ray inspection.

The present tendency to introduce several riveted
longitudinal joints into the welded structure at shell and
deck, stems from the idea that a riveted joint has enough
slip to take sudden load concentrations created by heavy
rolling and pitching of the vessel; also that in the event
of the development of an incipient crack in the mono-
lithic structure its continuance is stopped at the riveted
joint. The straps may prove effective, and apparently it
is on the safe side to employ them. Experimental research
and experience must point the way for future design de-
velopment, particularly as regards the evaluation of the
effects of multi-axial stress and constraint, plastic flow,
notch sensitive steels, low temperatures etc.

The sagging condition for the loaded tanker is produc-
tive of the highest bending moment and mav be approxi-
mately evaluated by the formuhv

Bending Moment ( Ft. Tons)=Displacement x Length
B. P./K, where K varies between the limits of 36 to 40.

The deck structure is subjected to severe compressive
stre.sses in this condition and the strakes of plating at the
centerline. over the longitudinal bulkheads, and the
stringers should be made continuous and somewhat
heavier in order to safely carry the loads imposed.

To determine stress distributions and efficiency of the
(Please turn to page 108)

MARCH • 194

Page 83

New ConstruLtion — ReLundiliuning — Repairs

Bethlehem Converts LSD
For East African Coastal Trade

The 214-foot, twin-screw motorship Angoche, the
first LSM converted to a cargo carrier in accordance with
Lloyd's specifications, sailed February 28 across the At-
lantic for service under the Portuguese flag in the East
African Coastal trade. She was converted by Bethlehem
Steel Company's Staten Island Yard, and will be delivered
to Companhia Nacional De Navegacao, of Lisbon, Portu-
gal. The craft was converted according to design plans of
Angelo Conti, Inc., naval architects.

The stern of the former LSF 61 retains the rectangular
characteristic of landing ships but there is little else to
tie her in with her original classification.

Her squared-off nose and landing ramp have been
replaced by a "ship-shape" bow of conventional design.
A creamy white superstructure, with comfortable quar-
ters for eight pasengers, looms midships frorri her boom-
studded continuous deck. Crowning her "new look," is
a single streamlined black stack. To the landlubber, she
looks more like a yacht than a freighter.

Listed at 1,300-deadweight tons, the Angoche is the
first LSM to be converted to specifications making pos-
sible her classification under Lloyd's Register of Shipping.
She passed her classification tests in a six hour run off Am-

brose, during which she hit a speed in excess of 12 knots.
She has a molded beam of 34 ft., depth of 18 ft. 5 in.,
draft of 12 ft. 4 in., and is twin-screw propelled. Her
two diesel engines develop 2400 S.H.P. at 720 RPM.

The new bow was prefabricated within the yard and
then fitted onto the old hull while the Angoche was in
drydock. This section weighed 30 tons and was 35 feet in
length. A new deck, running the entire length of the
craft, was built, and three cargo holds were provided,
with new double tanks installed in the No. 1 hold.

A spacious midship three-high deck structure was
built with pilot house, staterooms for 8 passengers and
eleven officers, dining room, lounge, galley, and refrigera-
tion storage for passengers and crew. The vessel also
was ventilated for tropical service. Six booms stepped on
two masts were installed for handling cargo loading and
discharging. Her navigation equipment includes a gyro-
compass, liquid compass, radio, and ship-to-shore tele-
phone.

On delivery to her owners she is expected to join a
fleet of five "feeder ships" serving coastal ports of the
Portuguese colony of Mozambique.

Below is a picture of the completed Angoche after the new for-
ward section shown at the left had been added. The latter
picture is fronn the February Pacific Marine Review. The Angoche
is powered with a Fairbanks Morse Diesel engine.

Page 84

PACIFIC MARINE REVIEW

The

Top: The U. S. Co

ist Guard Cutte

a Mine Layer

ameda Repair Y

The U. S. Coast Guard Cutter
Magnolia, which was recently con-
verted from a Navy Mine Layer
(ACM) to a Buoy Tender at Beth-
lehem Steel Company's Alameda
Repair Yard, is typical of the work
this yard has done for the U. S.
Coast Guard in this area.

The Magnolia was originally
built for the U. S. Army as the
Colonel John Storey. In 1944 she
was renamed the Barricade when she

here in the first stages of
efhiehem Steel Company's
npleflon.

was taken over by the Navy for
duty in China seas. When she
was recently turned over ro the
Coast Guard, considerable work had
to be done on her in converting her
from a mine layer to a buoy tender.
All work in connection with this
conversion job was done at Beth-
lehem's Alameda Repair Yard.

The Magnolia has an overall
length of 190', a beam of 37', and
weighs 900 gross tons. She is equip-

agnoiia

ped with two 600 hp engines.

The Magnolia was drydocked at
Bethlehem's Alameda Yard and her
hull and weather decks completely
sandblasted and painted. All ma-
chinery in her engine room, such
as main engines, condensors, gen-
erators, pumps, air compressors, etc.,
were completely disassembled,
cleaned, inspected and reassembled
with new parts added where neces-
sary.

All berths, lockers, inclined lad-
ders on the first platform between
frames 59 and 78 were removed
and this space converted into a
cargo hold. The space forward of
bulkliead 78 to the bulkhead at
frame 87 was converte-1 into a fresh
water tank and new piping was in-
stalled and connected to the fresh
water manifold in the engine room.

The Magnolias foremast was
modified by installing a new 19' ex-
tension. A new 20 ton boom, 47'-6"
long was fabricated and installed,
and rigged with new 16" triple
blocks and %" Bethlehem improved
plow steel wire rope on the hoisting
engine drums.

The present radio generator room
on the boat deck was removed and
incorporated in the auxiliary gen-
erator room, also on the boat deck.
The space originally occupied by
the radio generator room was con-
verted into a wardroom pantry.

Extensive alterations to power,
lighting and ventilation were made
to suit the changes made.

The SL radar was replaced with
radar of the SU-1 type and exten-
sive changes were made in the radio
room, incorporating all of the latest
radio equipment supplied by the U.
S. Coast Guard.

The Magnolia, now stationed in
the Bay area, tends buoys on the
San Francisco bar and for a short
distance up the Sacramento River.

MARCH • 1941

■"age

85

TODD UADYIKG SZ TANKERS

TO COMBAT Oil SHORTAGE

TANKER LINEUP

A typical tanker scene at any one of Todd's shipyards. This is the

Hobolcen Division, which is readying II out of a total of 52

tankers at all Todd yards, to help combat the oil shortage.

Todd shipyards on both coasts and in Gulf ports are
humming with activity in the reconversion and recon-
ditioning of 52 much-needed oil tankers, mostly T2's,
as a result of the current government-sponsored drive to
relieve the national fuel shortage. The Todd yards began
getting an unusual volume of tanker work as far back
as October, and they have already readied many such

vessels now in service. The number presently being re-
converted have reached an unprecedented peak for this
type of ship, and all were expected to be ready for service
by the end of February, in plenty of time to step up the
delivery of oil for winter use.

The two Port of New York yards alone were handling
20 tankers — 1 1 at Hoboken and 9 at Brooklyn. The
tanker assignments at the other Todd yards are: Seattle
8, Los Angeles 7, Galveston 10, New Orleans 4, and
Charleston 3. The group now being rushed to completion
represent over a half a million tons with an oil-carrying
capacity of over 7 million barrels.

The tankers are nearly all being reconverted from war-
time status, having been released from various reserve
ship anchorages. Most of them are being "strapped"
with 18-inch crack arresters in accordance with owners'
requirements and the recommendations of the American
Bureau of Shipping. Four of them are also being stress-
relieved as an added precaution against developing
cracks.

When completed, the vessels will be turned over to
a wide variety of owners and operators, foreign as well
as American. Six of them are the Navy "Mission" type,
similar to the "Mission San Luis Obispo," which last
month delivered a huge oil loan to New York. These
ships will be operated by private companies under char-
ter. A number of others are being chartered from the
U. S. Maritime Commission. Four of the tankers are for
the French Mission, which recently purchased eleven, and
there is one each for four other foreign-flag operators.

on NEW TANKER EQOAl TO FOOR

It would take at least four prewar type tankers to
match the performance of one new American oil car-
rier.

Increased speed, greater efficiency and larger size
make the 21 oil tankers now on order or under con-
struction, equal to 84 prewar tankers, according to the
American Merchant Marine Institute.

One out of every six large ships building in the
world today is an oil tanker. In the United States, how-
ever, virtually all new construction is made up of
ships for the oil transportation industry, the AMMI
pointed out.

Of the 21 new tankers presently on order, 16 are
27,500 ton vessels which will boast speeds of I6V2
knots, four are 18,000 ton ships with speeds of 14 y2
knots, and the 18th is a 30,000 ton giant, with a 161/2

knot speed. The prewar American tanker averaged
11,600 tons as compared to the average of 25,500 for
these 21 new vessels. Average speed of the 1939 oil
tanker was 10 knots. The ships building today average
16 knots in speed.

The American tanker fleet is the world's largest,
being twice the size of its nearest rival, the British.
Ranking behind the United States in size are the fleets
of Breat Britain, Norway, Panama, Holland, Sweden,
France, Italy, Argentina and Russia, to name the top
ten.

Broken down by per cent, the American tonnage
represents 45.62*^-0 of the world's fleet. Britain's tank-
er tonnage includes 21.59% of world tankers, while
Norway, with 10.1 1'"<, is the only other nation above
10 per cent.

Page 86

PACIFIC MARINE REVIEW

"^cuutma ^coAt^

bdrew

l\nthony

Moran

Vice President
Interocean

Steamship
Corporation

(See page 88)

I MARCH • 1948

Page 87

In thi

picture ta

ken at

the

Febr

ua

y

■neeti

g of th

c W

3men

s Org

aniiatio

Amer

can Me

Che

nt Ma

rine

San

Fr

isco

the spe

aker.

Rob

rt E.

Mayer.

chatti

g with

pa

t pres

den

Mrs

h

ar

y W.

Parson

. CI

ockwi

se fro

Ti Maye

the ta

ble are

pr

esiden

Mr

s. Jo

hn

Jo

hnsto

n. Mats

on's

Capta

in M.

Stone.

W. Lowith, M

rs

Walter

Wa

sh, M

rs

J.

O. S

chutzer,

Mrs.

Mari

e Beck

with. M

White

Mrs.

Ma

ine Law,

Mrs.

J.

J.

Lew

s. and

Miss

Aim

a Car

In an ably presented address before the members of the
Women's Organization for the American Merchant Ma-
rine, Robert E. Mayer of the Pacific American Steamship
Association brought the record up to date on shipping
conditions and problems. That his message Was effective
in relation to the Marshall Plan is indicated by the action
of the Senate after receiving protesting letters from our
leading ladies on the "donate ships to Europe" phase of
the Plan.

The meeting was presided over by President Mrs. John
F. Johnston and was held in the Army-Navy Club of
San Francisco.

Moran Elected to Board of
Marine Exchange

Andrew A. Moran, new vice president of the Inter-
ocean Steamship Corporation, Ltd., has been elected to
membership in the board of directors of the Marine
Exchange.

Mr. Moran, long prominent in Bay Area maritime
activities, was one of three original founders of the
present operational setup of the Exchange, along with
John C. Rohls, retired marine department manager of
the Standard Oil Company and Frank O'Connor, present-
ly a director of the American President Line. He has
recently been manager of the Port of Redwood City, on
San Francisco Bay.

Moran, chairman of the Bay Area Council's Maritime
Committee, recently presented to the coastwise trans-
portation meeting held in San Francisco, a plan to de-
velop the overland cargo movement of the Bay Area and
the Pacific Coast. Basis of the plan is the formation of a
trafiic and transportation bureau modeled along the lines
of the New York Port Authority and a somewhat similar
and very successful bureau in New Orleans.

Moran is best remembered for the part he played in
establishing the round-the-world service of the former
Dollar Line, the first of its kind in transportation history.

MHER SPEUi;

U WOMErS

MEETIH

ItDVlRIISiniC-
IHiniK IT OVER

An inch won't make you very tall.

You've got to keep on growing;
One little ad won't do it all.

You've got to keep them going.
One step won't take you far.

You've got to keep on walking;
One word won't tell folks who you
are,

You've got to keep on talking
A constant drop of water

Wears away the hardest stone;
For the constant-gnawing Towser

Masticates the toughest bone;
The constant-cooing lover

Carries off the blushing maid;
And the constant advertiser

Is the one who gets the trade.

"age

PACIFIC MARINE REVIEW

♦i

ji Francisco
rneller Members
ri Smart

li the radio program, "Quiz of
1 Tines", broadcast over the Mu-
I icii Lee Network Sunday eve-
i; 1 ehruary 22, the San Fran-
z.Aiih beat the Los Angeles club
. sin. ill margin. The San Fran-
;, tL.im is shown in the photo
iiinu up the loot.
S nc I if the questions were posers
ic industry's best brains. Capt.
d Harms, operating manager.
ip & Talbot Lines, knew what
\ki moth holes. Gene Hoffman,
iri;er of public relations and ad-
rtini:, American President Lines,
e \\ here to find Tara's Halls.
q Ci.illagher, vice president and
acint; manager, Matson Lines
ff who got the axe. Lewis Lap-
irpresident, American Hawaiian
.■aiship Company, and president
-"ropeller Club, knew his
rcJ Neighbors".

The fine looking group (
Hugh Gallagher. Bill Gv.

ARCH • 194

Page 89

Letter to the Editor

Naval Architect Submits a
Good Idea

Pacific Marine Review
500 Sansome Street
San Francisco 11, Calif.
Attention: The Editor

Gentlemen:

In the past year, it has been my
duty to survey a large number of
craft which were damaged as a re-
sult of striking floating debris. In
spite of the regulations dealing with
the disposal of waste, a large amount
of lumber, garbage, and other ma-
terial finds its way into the waters
of San Francisco Bay and its trib-
utaries. If one requires visual proof
of this situation, a quick glance at
the Oakland Estuary will be highly
convincing.

Operators of vessels are suffi-
ciently impressed with the value of
their charges to be very circumspect
when navigating in a concentration
of rubbish. In spite of all the care
that is exercised, it is almost im-
possible to see many pieces of wood
and rope which float very close to
the surface. As a result, damage to
bottoms and propelling gear are
reported every day of the week.
The repairs that are necessary range
from neglibible costs to expendi-
tures of many thousands of dollars.
This situation is becoming increas-
ingly worse and something should
be done to rectify it.

The port of New York has under
construction a drift collector for
the purpose of picking up and dis-
posing of floating matter which is
a danger to navigation. It is highly
desirable that the port of San Fran-
cisco should also have such a vessel.
I should like to suggest for your
consideration, because of the pre-
eminence of your position on the
West Coast, that you urge the prop-
er authorities to construct and op-
erate a drift collector in San Fran-
cisco Bay. The cost of a vessel of
this type will be about .$350,000 but
I am certain that the expenditure
would soon pay for itself in the sav-
ing of damage to vessels which use
our excellent port.

Very truly yours,

MORRIS GURALNICK

The

table in the main dining
se. left to right arc Arthur Poo

dur

chco

the

trial

of

ildcnt and ti
an President Lines; James M. Bates of the Maritime Commission; George G.
Sharp, naval architect responsible for interior arrangements; Miller Laughton, Pacific
Coast general manager Bethlehem Steel Co., Shipbuilding Division; Russell Luti,
e«ecutive vice president, American President Lines; Henry Frick. Consultant; and
standing chatting v<ith George Sharp is Douglas MacMullan, editor of Pacific Marine

President Cleveland Pictures

Pictures taken aboard the Presi-
dent Cleveland during the trials will
appear here from time to time.
There were so many important fig-

ures in the maritime industry con-
cerned with this vessel that the Pa-
cific Marine Review continues to
receive requests for them.

Miller Laughton, of Bethlehem, and M. Rhine and George Crow of General Electri
stroll down the beautiful promenade deck, while other guests take it easy.

Page 90

PACIFIC MARINE REVIEW

S. SHOWfU
Completes Forty Years
Hfith Bird-Archer

Vernon S. Showell, general man-
lucr of the Bird-Archer Company of
.ilitornia, recently completed forty
a.irs of service with the company.
Probably known to as many sea-
going and shore-side marine engi-
neers as anyone on the Pacific Coast,
ic lias been general m.anager of the
Bird- Archer Company since 1918.
He has played an important part
with the company in pioneering
boiler water treatment and the de-
velopment of test equipment in the
merchant marine which has now be-
come a must in the safe operation
of the modern marine high pressure
boiler.

Showell remembers "hoofing" the
waterfront when the horse and
buggy was a luxury. When a steamer
arrived in port in those days it was
a question of how many boiler mak-
ers and how many scalers were re-
quired. Nowadays it is a question
whether any are required, and why.

The Salinometer was then "the
king." Feed water was tested by
taste and all boilers were loaded
with zinc plates. "Mr. Alkalinity"
was not yet born. Water tube boilers,
then called "pipe boilers," were in
their infancy. Coastwise shipping
was at its height with a hundred

Left to right: B. R. Wtiite and Vernon S. Showell of Bird Arche

Steam schooners and probably more
than thirty passenger ships, includ-
ing ships to Panama.

Bird-Archer Company of Califor-
nia have qualified representatives at
all Pacific Coast ports, and in con-
junction with Timmons & Charles of
Jersey City and the Bird-Archer
Company, Limited of Canada, they
maintain service in all American
and Canadian ports.

We Really Haven't Room
For This

Grandpa: "I miss the old cuspidor
since it's gone."

Grandma: "You missed it before
— that's why it's gone."

in Everett Pacific Group

n

1 „;

ctu

re

s re

peated fr

3m our

February issue

in order

to

rrec

t a bad r

nistake

n its caption.

Cor

rect

nar

nes

are

given he

ewith:

Left

, front

to

bac

k: R. LeB

anc, General Manag-

Ever

ett

Pacif;

: Shipbui

ding a

nd Dry Dock

Con

npan

Mr

. J

P. O'Re

ar: H.

1. Chatterton.

Adn

ninist

r'at

ve

Asi

stant. Eve

ett Pac

fie; Mrs. J. A.

Byin

qton

R

C

. O

v/en, Port

Enginee

r Luckenbach

S.S.

Co.

K

-Irs

N.

W. Rekle

v; Mrs.

R. C. Owen;

Q. A. He

Finia

Right front to back: N. W. Reklev. Estinnator,
Everett Pacific; Mrs. G. W. Simpson; J. P. O'Rear,
Estimator, Everett Pacific; Ivlrs. R. LeBlanc; H. P.
McLaughlin, Asst. Gen'l Superintendent, Everett
Pacific- Mrs. H. I. Chatterton; Mrs. H. P. Mc-
Laughlin; Mrs. Q. A. Herwig; J. M. Finlaw, 1st
Lt ATC. Contract Accountable Property Officer,
S.P.O.E.

MARCH • 194

Page 91

m

John Dietim,

THE SWETT-noy CORPORUIO

To facilitate operations and to
improve service, George E. Swett &
Company, Engineers, San Francisco,
has assigned a number of the prod-
ucts that they represent to a new
organization which will be called
the Swett-Stone Corporation, it is
announced by George E. Swett.

While the new corporation will
be partially controlled by Swett, it
will operate as a distinct organiza-
tion under the management of
Leighton Stone, who has been a
service engineer with the George E.
Swett & Co., Engineers, for 20 years.

The offices will be located on the
third floor, 256 Mission Street, San
Francisco. The Swett-Stone Corpora-
tion will represent the following
well-known products: Manning,
Maxwell & Moore Safety Valves and
Gauges; Fisher Governors and Con-
trols; Ilg Blowers and Fans; Cun-
ningham Whistles; Copaltite Joint
Compound; Paxton-Mitchell Rod
Packing and Cylinder Liners; and
Cuno Filters.

The George E. Swett & Co., Engi-
neers, will continue to represent
Warren Pumps; Carrier-Brunswick
Refrigeration, Air Conditioning;
Markey-Cunningham Steering
Gears; Diamond Soot Blowers;
Smoke Indicators; and Davis Heat
Exchangers.

By thus separating the products

into specialties and major equip-
ment, it is possible for the person-
nel to oflfer more exacting and spe-
cializing engineering, sales and serv-
ice.

Leighton Stone who will direct
the work of the Swett-Stone Corpo-
ration has mostly specialized in the
products that have been assigned to
the new corporation. He attended
Columbia for two years and then
received his degree from the Uni-
versity of California in 1928 at
which time he joined the Swett or-
ganization.

Ronald Oldershaw and John
Dietzman will also be associated
with Stone as sales engineers. Rob-
ert Long will be purchasing agent
for the Swett-Stone Corporation.

"We have planned this separation
of products for some time as we
have found that some of our men
are more familiar and know more
about all the problems of a few of
the products and by permitting
them to give all of their time and
thought to them, we can offer faster
and more thorough service all the
way from the planning operations
to the complete installations in
which these products play their
part," reports George E. Swett.

The George E. Swett & Co., En-
gineers, will continue to be man-
aged by George E. Swett.

Geo. Swett Appoints —

Henry J. Wickert has been ap-
pointed manager of equipment sales
of the George E. Swett & Co., Engi-
neers, San Francisco, it is announced
by George E. Swett, president and
general manager. He will have
charge of the sales of the following
products: Carrier Refrigeration and
Air Conditioning Equipment, War-
ren Steam and Centrifugal Pumps,
Davis Heat Exchangers and Markee-
Cunningham Steering Gears and
Deck Equipment.

Wickert will absorb the duties of
Henry Craig who has resigned. John
Marsh and Henry Buffalo will con-
tinue as chief engineer and super-
intendent of construction respec-
tively.

Frank Sloman has been promoted
to office salesman of the refrigera-
tion department under the direction
of Wickert. Henry J. Wickert, an
ex-naval officer who was chief engi-
neer of an escort-type destroyer, is
a graduate of Cornell University and
has been with the Swett organiza-
tion for the last two years.

Page 92

PACIFIC MARINE REVIEV

Harbor Supply
Company

In anriDuncing the appointments of
Homer Potter and Captain Konrad
N\stol to the force of the Harbor Sup-
ply Company, 821 Folsom Street, San
i rancisco, A. F. ( Al ) Devoto, Vice
I'rtsident and General Manager, adds
that his ship chandlery firm have sufti-
cient stocks to supply huge quantities
of deck, engine room and steward sup-
plies.

Mr. Ed Whittemore, Sales Manager
.ind General Partner for the Atlas Paint
,s; N'arnish Co. of Los Angeles, recently
.isMgned Homer to his new post as
iii.uiager of the San Francisco office.

Captain Konrad Nystol, in charge
(it Harbor's Foreign Ship Department,
was educated in Sweden and speaks
four languages fluently. In World War
11 he was decorated with the Royal
( russ by the King of Sweden for out-
st.mding services as Captain in the
Roval Swedish Navy.

Also on Harbor's staff and very well
known to the marine fraternity are
Hobbs Merle, Jim Burke, John Eagen
and Ben Limberg.

Manufacturers represented by Har-
bor Supply include: Great 'Western
Cordage Company, manila rope; Jones
& Laughlin Steel Corporation, wire
rope; Atlas Paint & Varnish Company,
marine paints; Boston & Lockport
Co., tackle blocks; Sumco Products
Ci)., Inc., cleansers and engine room
chemicals; Walworth Company, valves;
Columbia Steel Company, wire prod-
ucts, steel and sheets; Griffin Manufac-
turmg Company, hinges and butts;
Pheoll Manufacturing Company, screw
products; Bright Star Battery Company,
flashlights and batteries; Band-It Com-
p.uiy, clamps and tools; Thomas Laugh-
hn Company, shackles, hooks, etc.; Dia-
mond Calk and Horseshoe Company,
w Tenches and pliers; Halstead Products,
oils; cutting and penetrating; Palmer
Thermometers; Bell & Gossett, heat ex-
changers and centrifugal pumps; Ful-
ton Sylphon Company, temperature
controls; Pioneer Rubber Company,
hose and packing; Wilcox-Crittenden
Company, blocks, shackles; and the
■^'oung Iron Works, Seattle, Washing-
ton.

In addition to the Folsom Street
plant. Harbor also maintains ware-
houses on Clara Street and at 6th and
Hubbell Streets in San Francisco.

Top:

Harbor

Supply

Sal

right

Hobbs

Merle

Jirr

Konr

d Nystol

John

Eaq

be

rg.

Bottom

Harbor Supply Office Staff.

Rig'ht: Ho

Tier Potter. Atlas Paint Compan

(standing)

and A. F. (Al) De Voto, Vice

President

and General Manager of th

Harbor Supply Co.

MARCH • 1948

Page 93

R. L Minckler kvn President of
General Petroleum Corporation

R. L. Minckler has been elected president of the Gen-
eral Petroleum Corporation, succeeding on January 1, S.
J. Dickey, who is retiring. R. A. Sperry, senior vice presi-
dent and a director of the concern also retired on that
date.

Minckler was born in Minneapolis and first worked
for the Great Northern Railway. He served in the Army
during World War I and subsequently attended the
University of Washington. Before joining General Petro-
leum in 1924, he worked for a transpacific steamship
line and the Southern California Edison Company.

He was elected a General Petroleum vice president in
1945 after having served as Director of Petroleum Sup-
ply of the Petroleum Administration for War. In June
of 1947 he was one of three western men appointed to
the government's 15 -man Military Petroleum Advisory
Committee.

Dickey has been president of General Petroleum since
1941. He first joined the company in 1919 and became
chief engineer in 1920. By 1927 he was a director, and
by 1930, vice president in charge of manufacture.

Sparry is one of the pioneers of General Petroleum
and the oil industry, having started work in the Kern
River fields in 1901. He joined General Petroleum in
1912, becoming a director in 1925 and a vice president
in 1926.

r^ ^""^^i

•-m-^' I

oarties held during the holida
■ight: Fred Murdock, Pacific C

season in San Francisco. Left to
ast Instrument Co.; Ralph DePuy,
Isthmian S. S. Co.; George A, Horton, Jr.. and Harold Wrigley,
International Paint Co.; George A. Horton, Sr.; Herb Southworth,
Herbert Southworth Co.; Jack Frost, Refrigeration Components;
Mary Ann Esser, Ken Zappettini, Refrigeration Components; Sis
Esser; Lea Zappettini; Esther Frost; Fred Esser, owner and general
manager of Refrigeration Components, Inc.

Frank Cameron Joins

Agency

Frank Cameron, who recently completed a special pr
motional assignment for American President Lines
connection with the new luxury liner President Clevelari
has joined the Frank DiMarco Agency as Account Ei
exutive. While with APL he served as assistant to Huge?
F. Hoflfman, Public Relations and Advertising DirecK

Cameron formerly handled publicity for Grace Line i
New York, moving to San Francisco in 1946. He w
associated with the Public Relations Department of Mi
son Lines prior to accepting the President Clevelai
assignment. In his new capacity he will specialize
steamship and travel promotion.

R. L. (tinkler, far left, and S. J. Dickey

Page 94

PACIFIC MARINE REVIEW

Converteil by Bethlehem

The S. i. Ar,u,cn(inu oh he

Lunitnwn sta i

\ FIRST IN SPEED AND CRAFTSMANSHIP

Fconversion of the liner Argentina
f )m a troop transport to a first-class
fsscnger ship offers coficrete evi-
cncc of the advantages ship owners
ad operators enjoy whenever Beth-
liem does the job.
j>eecf. Although laid up for recon-
>rsi()n three to four months later
tin her "Good Neighbor" sister
jssenger ships, the Argetitina was
tt first to be completed and the first
t resume Moore-McCormack Lines'
Jewar service to east coast ports of
Jiuth America.

Craftsmanship. The enthusiastic
reaction of marine experts to the
Argentina's performance on her sea
trials attested to the high degree of
skill "worked into" the conversion.
"Surprisingly good," said the chief
trial inspector for the U. S. Maritime
Commission. "Better than ever," com-
mented the officer who has been
master of the vessel since 1938.

This combination of speed plus
craftsmanship is always available to
owners and operators of vessels
converted by Bethlehem.

SHIPBUILDING YARDS

OUINCY YARD

Quincy, Mass.
STATEN ISLAND YARD

Staten Island. N Y.
BETHLEHEM-SPARROWS POINT
SHIPYARD, INC.

Sparrows Point, Md.
BEAUMONT YARD

Beaumont, Texas
SAN FRANCISCO YARD

San Francisco. Calif.
BETHLEHEM-ALAMEDA SHIPYARD, INC.

Alameda, Calif.
SAN PEDRO YARD

Terminal Island, Calif.

SHIP REPAIR YARDS

BOSTON HARBOR

Atla

Yard

;HIPBUILDING . . . ship conversions . . . SHIP REPAIRS
I NAVAL ARCHITECTS and MARINE ENGINEERS

(ETHLEHEM STEEL COMPANY

ENERAL OFFICES: 25 BROADWAY, NEW YORK 4, N. Y.

Coble Address: BETHSHIP

lARCH • I 948

Simpson Yard
NEW YORK HARBOR

Brooklyn 27th Street Yar

Brooklyn 56th Street Yar

Hoboken Yard

Staten Island Yard
BALTIMORE HARBOR

Baltimore Yard
GULF COAST AREA

Beaumont Yard, Beaumoi
SAN FRANCISCO HARBOR

San Francisco Yard

Alameda Yard
SAN PEDRO HARBOR (Port of Lo,

San Pedro Yard

f"

m

R^

Ibeth|ehem

^■■^^^

Page 95

n E UJ S F L e S H E $!

STANDARD OIL (NEW JERSEY) INCREASES

ORDERS FOR SUPER TANKERS TO SIX

Two more super tankers with a capacity of 228,000 barrels each were

ordered by Standard Oil Company (New Jersey), increasing to six the number of

such tankers contracted for within the last four weeks-
Each of the six vessels will have a capacity about 70 per cent greater

than the T-2 type tankers constructed during the war. The total capacity of all

the ships will aggregrate 57,456,000 gallons and their construction, M. G.

Gamble, general manager of the Company's Marine Operations, said, will cost

about 131,500,000.

The two additional tankers will be built by the Newport News Shipbuilding

and Dry Dock Company, Newport News, Va. , with delivery scheduled the latter half

of 1949. Two of the vessels ordered earlier also are being constructed by the

Newport News company and the other two by the Sun Ship Building & Dry Dock

Company, Chester, Pa. One is scheduled for delivery by the end of this year and

the other three early in 1949.

STEAMER H. F. ALEXANDER

The famous coastal liner H. F. Alexander has been sold to the Boston
Metals Corp. for scrapping.

S. F. PORT CONTROLS PACIFIC SHIPPING FOR ARMY

Under the Transportation Corps "Outport" system, the San Francisco Port of
Embarkation is charged with responsibility for supply of Japan, Korea, the
Philippines, Okinawa, China, Hawaii and the Marianas. All cargo movements to
those areas, regardless of port of origin, are directed and controlled by the
Port here.

The tonnage for 1947 represents shipments made to the overseas bases
served by the Port from almost a score of American ports, including those in the
San Francisco Bay Area and Seattle, Portland, Los Angeles, New York, Baltimore,
New Orleans, Mobile and other Atlantic, Pacific and Gulf points.

*****
CALIFORNIA SHIP REPAIR

California Ship Repair Corporation, a newly organized Oakland ship repair
yard, is getting into full operation at the foot of Washington Street on prop-
erty leased from the Port of Oakland, according to J. F. Smith, president of the
company.

Located in an area that was formerly the Graham Shipyard, the new firm has
at the present time $120,000 worth of contracts for landing craft repair. Smith
reports that work is in progress on a contract with the Ed Newman ship brokerage
company in San Francisco to wreck nine LSM's for salvage. Plans have also been
made to sell vessels and all types of parts.

Another important job for the new yard is the conversion of two LST's soon
to enter the coastwise service under the flag of a new Oakland shipping com-
pany, Larrabee, Sutherland & Tarr (The LST Line).

Smith has been active in the bay area and Pacific Coast shipping business
for thirty years. He was the founder and president of the Maritime Engineering

Page 96 PACIFIC MARINE REVIEW

and Ship Repair Company in San Francisco and only recently sold his interest in
that company.

General manager of the California Ship Repair Corporation is H. T. Hill,
onetime port manager for Interocean.

NEW FIRM AT SEATTLE

A new marine supply house in Seattle, known as the Seattle Marine and
Fishing Supply Company, was recently formed by four Seattle men, Mel Anderson,
M. A. McQuarrie, Eugene D. Shaw and Harold Olson. The company was formed out of
the purchase of the Tacoma Marine Supply Company, Tacoma.

S. F. HARBOR BUSY

38 vessels entered San Francisco Harbor Feb. 27, a peace time shipping
record for a 30-hour span. 15 of the vessels berthed in San Francisco, 15
berthed in Oakland harbor, four went to Richmond, two to Oleum, and two to
Stockton. Included in the group were six tankers, and three Naval craft.

Only two of the Naval vessels were actually on Naval service, the other
being a cargo vessel, while the remainder were all regular cargo vessels on
scheduled runs.

:}: :t; :}: :fe :]e

RENAMING OF NAVAL INSTALLATIONS

According to "Long Beach Press-Telegram" of January 13, the United States
Navy has renamed the U. S. Naval Shipyards to Long Beach Naval Shipyards, Long
Beach, and the U. S. Naval Station, Terminal Island to Long Beach Naval Station,
Long Beach.

*****
SPARROWS POINT GETS TANKER ORDER

J. M. Willis, general manager, Baltimore District, Bethlehem Steel Com-
pany, Shipbuilding Division, confirmed that the Bethlehem-Sparrows Point Ship-
yard, Inc., has closed contracts for the building of four 18,000 ton tankers.

Explaining why the tanker orders had been placed in the United States when
shipbuilding costs abroad generally are lower, Mr. Willis said:

"The prospect for earlier delivery of these vessels by the Sparrows Point
shipyard offsets somewhat the higher costs of construction in this country."

*****

U. S. CHAMBER URGES SALE OF FEDERAL BARGE LINES

Prompt enactment of legislation for disposal of the Federal Barge Lines of
the Inland Waterways Corporation was urged by the Chamber of Commerce of the
United States in a communication sent to the House Committee on Interstate and
Foreign Commerce.

The Chamber said the barge lines have long since completed the demonstra-
tion for which they were originally created in 1924, that they are a source of
■unfair competition to private business and a burden on the taxpayers because of
if ailing to meet expenses, and that private operators are willing and able to
[carry on the service.

*****

KAISER'S PIPE MILL IN FULL PRODUCTION

Full production has been reached at Kaiser Steel's pipe mill in Fontana.

The mill, first of its kind west of the Mississippi, has been geared to
produce up to 125,000 tons of pipe annually in sizes ranging from one-half to
four inches in diameter.

BUYS HENDY WORKS

The National Products Corp., Pittsburgh, Penn. , recently purchased the
Joshua Hendy Iron Works, Torrance, Calif.

The company said it plans to make flexible electrical conduit, tubing and
fittings, probably beginning in September.

MARCH • 1948 Page 97

1500,000 PLANT BEING BUILT IN S. F.

Construction has begun on a |500,000 plant for the Texas Company to serve
as the oil concern's main central California distribution headquarters.

The project, which will include 12 large storage tanks and a one-story
office building, will be completed in about three months.

The building will house Texas Company's sales and local administrative
forces and will cover an area 75 feet by 300 feet.

:{; ^ :}: :)c :{£

BETHLEHEM AT PEAK EMPLOYMENT

An indication of the leading role Bethlehem Steel Company's San Francisco
yard is playing in the industrial life of San Francisco and the Bay Area is seen
in employment figures released by T. C. Ingersoll, Manager. He revealed that
employment at the San Francisco Yard now stands at over 4,000, the largest num-
ber employed by the yard during the postwar period and the largest employed by
any privately operated ship repair yard in the Bay Area.

NEW STEAMSHIP BUILDING

152 Sansome Street became the official headquarters as of March 1 of
Coastwise Line and its allied shipping interests. Coastwise Pacific Line and
Coastwise Bulk Carriers. The telephone remains unchanged, YUkon 6-4114. Re-
cently remodeled into a modern steamship office building, 152 Sansome was leased
on a long-term basis to house the three operations.

S. F. FOREIGN TRADE ZONE

Official signing of the charter granting San Francisco its Foreign Trade
Zone by Secretary of Commerce W. Averell Harriman took place in Washington,
D. ,C. , March 10.

U. S. STEEL BUYS S. F. WAREHOUSE

United States Steel Supply Company, which maintains headquarters in
Chicago, has purchased the block-long warehouse and facilities at 1940 Harrison
Street, San Francisco, from Columbia Steel Company, L. B. Worthington, President
of the purchasing company, announced. Both U. S. Steel Supply and Columbia
Steel are subsidiaries of United States Steel Corporation.

RAILROADS ARE BUILDING

Class I railroads had 1,513 locomotives and 107,364 freight cars on
order on February 1, this year, the most since September 1, 1923. The number of
locomotives for which orders had been placed on February 1, 1948, included 96
steam, three electric and 1,414 Diesel locomotives compared with 53 steam, six
electric and 580 Diesel one year ago.

Class I railroads and railroad-owned private-controlled refrigerator car
companies put 8,240 new freight cars in service in January, 1948, compared with
2,795 in the same month in 1947.

LUCKENBACH BUYS SHIPS FOR BIG CONVERSION JOB

Luckenbach Steamship Co. has purchased for its intercoastal service five
C-2's and 11 C-3's. They will be immediately converted to the requirements and
seven of the C-3 type will be converted in Pacific Coast yards. Naval Architect
M. J. Ryan is supervising the work.

:^ :^ :(: :(e :|;

UNITED FRUIT RESUMES SAN FRANCISCO SERVICE

With the arrival in San Francisco on Feb. 26 of United Fruits Comayagua
with 38,000 stems of bananas, the company resumed its weekly service to S. F.
and Seattle.

Page 98 PACIFIC MARINE REVIEW

KHP POSTED

New Equipment and
Literature for Yard,
Ship and Dock

Ladder

The Aluminum Ladder Co., now
manufactures a new type berth lad-
der. The new ladder is constructed
entirely of lightweight aluminum
alloy securely riveted with sturdy
aluminum rivets. It weighs only 9
lbs. complete with hooks and may
be moved about quickly and easily
by one person.

h\\i Flexible
Tubing Company
Starts Operations

Flexible Tubing Corporation, or-
ganized late in 1947, has just an-
nounced its entry into the flexible
tubing field. Laboratory, design en-
gineering and manufacturing facili-
ties will all be centered in Branford,
Connecticut.

President and Treasurer of Flex-
ible Tubing Corporation is Fred-
erick K. Daggett, former Sales &
Engineering Manager of the Spira-
tube Division of the Warner Broth-
ers Company, Bridgeport, Conn.
Secretary is Joseph B. Morse; New
Haven Attorney and member of the
firm of Pond, Morgan & Morse.
Assistant Treasurer, Alexander K.
Murphy, formerly of the New
Haven Clock Company.

Maxim Silencer Company Manufactures CQR Plow l\nchor

The Maxim Silencer Company of
85 Homestead Avenue, Hartford,
Connecticut is now manufacturing
the CQR Plow Anchor, under li-
cense from Henry T. Meneely &
Company, American licensees of the
Security Patent Anchor Company.
Ltd. of Scotland.

The CQR Plow Anchor offers
many advantages to the boat owner.
It is claimed to be absolutely non-
fouling as there is nothing on which
the anchor chain can foul. Tests
made by the manufacturer show that
it has far greater holding power
and that its plow design minimizes
the possibility of dragging and in-
sures quick setting and resetting in
the average bottom. It is also claim-
ed that the Plow Anchor will not
foul up with mud, but cleans itself
due to the basic plow design. Tests
have shown that it breaks out easier
than anchors of other design when
the cable is up and down. The CQR
Plow Anchor is always ready to put
over the side, always made up and
lighter to handle. Widely used in
British waters, the Plow Anchor is
standard equipment in the British
Navy and Air Force.

KEEP

POSTED

The details o)

new equipment or the

new literature

announced in this departr

nent v.

ill

be furnished v

vifhouf obligation on your part. For q

jick service, please use this

coupe

n.

PACIFIC

MARINE

REVIEW

500 Sansoma Street

San Francisco

Send nne descriptive data of the foil

owing new equ

pment or literature as rev

ewed

in

Page No

--- - --■•

•- - -

(Identify by name

of manufacturer and catalog)

NAME

BUSINESS

ADDRESS

1

MARCH

1948

Page 99

PACIFIC COAST

INSTRUMENT

COMPANY

INCORPORATED

246 MISSION STREET
SAN FRANCISCO 5, CALIF.
TELEPHONE SUTTER 1-2131

Representing

Helicoid Gage Division of Ameri
can Chain & Cable Co., Inc.

Helicoid Pressure and Vacuum
Gages.

Trimount Instrument Company

Manometers. Flow Meters. Draft
Gages. Electronic Level Controls.
Tank Level Gages.

Paxton Mitchell Company

Metallic Packing. Pump and Cyl-
inder Liners.

Paxton Diesel Engineering
Company

Bearing Watchdogs. ValveSpring
Depressors, other Diesel Spe-
cialties.

W. C. Dillon & Co., Inc.

Strain Gages and Dial Thermom-
eters.

Thermometers

A complete stock of Marine, In-
dustrial and Dial types.

Instrument Repairing

All types of instruments repaired,
calibrated, rebuilt and serviced.
All work guaranteed.

^ew Ship Structure Materials

iConliiiued jrom page 49)
a few sailing ships and light-draft
paddle steamers. Mild steel of fair
quality, using the Bessemer and
Siemen's processes, was produced
by 1873 when is was used in the
construction of French warships.
The first edition of the Carnegie
Pocket Companion appeared at that
time, a milestone in American iron
and steel production.

By 1875, as a result of marked
improvements in the Siemen's proc-
ess, mild steel of excellent quality
was made commercially available.
In that same year, two British war-
ships were built of this material.
For merchant vessels, however, steel
was no threat to iron construction in
those early days. Though Lloyd's
sanctioned its use, even permitting
a reduction in scantlings of 20"^^,
steel's relatively high price and de-
lays in delivery deferred its adoption
until 1878. Eleven steel vessels were
built and from that day forward,
steel merchant vessels were built in
rapidly increasing numbers, to the
almost complete exclusion of iron
as a hull material.

Steel, however, was not adopted
in place of iron so that vessels built
of it might be stronger. It was adopt-
ed so that smaller scantlings made
possible by its greater strength and
improved mechanical qualities
might proportionately increase car-
rying power, armor and armament.
This was accomplished by reduced
structural weight and vastly improv-
ed commercial and naval efficiency.
By the early 1890's, steel of consis-
tently good quality was in common
use for ship construction. The steam-
ship was entering the heyday of its
career and development. Interna-
tional competition in overseas com-
merce was leading to the production
of increasingly large ships, particu-
larly of great passenger vessels for
the North Atlantic — North Ameri-
ca traffic. The modern warship was
divesting itself of out-dated and
superfluous top hamper. Universal
recognition of the importance of
sea power in international relation-
ships produced the race for arm-
aments, ultimately leading to the
era of the torpedo, the submarine
and the dreadnaught.

Introduction of the steam tur-
bine gave to ship propulsion an ef-
fectual, space-saving power plant
aimed to counteract the massive re-
quirements of the compound recip-
rocating engine for large-sized ships.
Specialists became increasingly es-

sential to the building of faster ships
and their machinery. Recognition
of the metallurgist in commercial
production, preparation and treat-
ment of metals and alloys, approach-
ed that of the naval architect in de-
sign and the shipbuilder in con-
struction.

The cost of mild steel in the early
days of its adoption for merchant
ship hulls was roughly twice that of
iron. To compensate for the use of
steel, an increase in commercial ef-
ficiency became mandatory to over-
come higher first costs. Thus, it de-
veloped upon the classification so-
cieties to decide how much scant-
lings might be reduced to equalize
for the higher strength and more
uniform qualities of steel. They con-
cluded that a reduction of 20 "^'^ in
thicknesses was safely permissible,
experience having indicated that the
strength and stiffness of iron and
steel structures were then fairly
equal.

This reduction was made condi-
tional on standardized and systema-
tic testing of the steel supplied for
vessels classed by Lloyd's. It is sur-
prising today that tests at that time
were considered particularly neces-
sary for steel and not for iron. The
answer lies in the fact that the qual-
ity of mild steel was then better than
iron, but iron's defects were known
while steel sometimes exhibited de-
fects so unfamiliar that much doubt
existed as to its suitability for ships'
hulls. For example, iron plates might
crack during a forming operation re-
quiring only a small amount of fa-
miliar shop work. Steel, on the other
hand, though more ductile, might
crack spontaneously following the
same amount of work

Spot testing of steel was at first
resorted to, but much inferior mate-
rial escaped detection by this meth-
od. Moreover, tests were conducted
at the shipyard where facilities were
not always of the best. It was finally
agreed, and rightly so, that testing
of the steel be done by the manufac-
turer, but in the presence of the
classification societies surveyors.

High tensile steel came into use
following the invention of the tor-
pedo and the mounting of this
weapon in 1873 on torpedo boats,
originally carried aboard large war-
ships. The necessity for lightness in
torpedo boats became apparent as
they developed, both for high speed
and for reduced weight to assist
hoisting off and on the parent ships.
This high strength alloy was also
originally used for light, shallow^
(Please turn to page 103)

Page 100

PACIFIC MARINE REVIEW

Garratt-Callahan Company of California

Judging from the smiles of this group, the "House of Magic" must be a
jsasant place in which to live. Whatever the reason, the group spirit re-
tcted by this picture is pretty good evidence that the recent Garratt-
(llahan general sales meeting was a success. Held at the Palace Hotel,
Jn Francisco, from January 5 to 8 and attended by a good proportion of
IS firm's field staff, the meeting served to implement the expanded sales
jogram inaugurated by the company last year.

Garratt-Callahan Company of California are manufacturers of "Magic "
l)iler Preservative, "Flo-rite" Fuel Oil Conditioner, and other "House of
lagic" chemical products for power equipment.

Those attending the meeting were, top row, Jack M. Crowe, Sacramento;
»;orge G. Bennett, Salt Lake City; Wade V. Goodin, East Bay; Paul T.
lodgson, Fresno; Thomas W. Wold, Seattle; Frederick B. Dennis, plant
;perintendent. Bottom row, Emer Huish, San Francisco; Charles I. Gould,
lis Angeles; Mansfield W. Garratr, Jr., chemist; Frederick P. Teall, sales
imager; Mansfield W. Garratt, Sr., president; Edward Bus, marine.

WESTINGHOUSt BOOK

M nmnm m cargo

VESSEL EQUIPMENT

V 90-page booklet presenting all
'■h factors affecting the selection of
>t m and electrical equipment for
pisenger and cargo vessels has been
uounced by Westinghouse Elec-
tr Corporation.

he booklet provides a complete
Ji analytical discussion of the six
mJern types of ship propulsion
wh the relative advantages and fu-
tv- trends of each. Auxiliary power

Kj A R C H • 19 4 8

generation and distribution equip-
ment for shipboard utilization of
both a-c and d-c systems are similar-
ly discussed.

Complete with photographs,
sketches, tables and curves, the book-
let provides useful data and informa-
tion on auxiliary motor and controls,
radar, maintenance, and marine ac-
cessories for all compartments
aboard ship.

o

^

WHEN YOUR PORT IS

SAN FRANCISCO, CALL

HARBOR SUPPLY

COMPLETE STOCKS OF MARINE SUPPLIES

• DECK

• ENGINE

• STEWARD

FAST. DEPENDABLE DAY AND NIGHT SERVICE

HARBOR SUPPLY COMPANY, INC.

821-825 FOLSOM STREET
DAY PHONE EXBROOK 2-4500

SAN FRANCISCO. CALIFORNIA
NIGHT PHONE JUNIPER 5-1488

TWO TYPES OFFERED

CSE- 5-.

Hooks spliced
removable.

in. not

CSE-10:

Open sockets,
removable.

hooks

(B)

BRAKE SHOE

Frank Groves
Opens at Wilmington

Frank Groves, president of the
Frank Groves Company, announces
the opening of offices and warehouse
at 111 West C street, Wilmington,
California. The company now has
complete coast coverage with offices
and warehouses in San Francisco,
Portland, Seattle and Los Angeles.

A complete stock of refractories,
gaskets, packings, gages and ther-
mometers, in addition to their regu-
lar steam specialties, is carried at the
new Southern California headquar-
ters.

Frank Groves is spending much of
his time at the Wilmington offices
assisted by Ken Paxton and Art Kol-
stad.

Illustrated: Type CSE-10

i\djust-A-leg
Equalizing Slings

Now being offered by The Cald-
well Company of Rockford, 111., is
an improved model of their Adjust-
A-Leg Equalizing Sling; this re-
places the model previously used.
Available in capacities ranging from
%-ton to 12-tons, with a Safety
Factor of Five, these units are de-
signed to lift odd-shaped and un-
balanced loads level or at almost
any predetermined angle; they are
also valuable for moving simple
loads, and are particularly suitable
for working in confined spaces.

The Sling consists of an equaliz-
ing unit equipped with wire rope.
The equalizing unit is made up of
a sheave (with a V-shaped groove)
carried by a spring-mounted axle,
and a pair of brake shoes. The rope,
which lays over the sheave in the
V-shaped groove, has a hook at-
tached to each end, forming two
legs.

The V-groove feature in the
sheave of the improved Adjust-A-
Leg Equalizing Sling eliminates rope
crowding. As a result, there is less
rope wear, and freer movement of
the sheave than in the former de-
sign.

For further information write:
The Caldwell Company, Dept. 48,
1830 Camp Avenue, Rockford, 111-

Page 102

PACIFIC MARINE REVIEW

he Flight of the
omul kite

August Schlueter (center) greets Jim Hoeveler (left) and Bill Reilly at Centr,
Ai'port. Camden, New Jersey, on their return from their recent trip.

Selby, Battersby & Company of
hiladelphia have a flying depart-
ent known as the Marine Mate-
al Sales Department and managed
/ August Schlueter assisted by J.
". Hoeveler, Jr., and W. F. Reilly.
7ell known in the marine field for
let thirty-five years as manufac-
irers and applicators of all types of
x:k coverings, the company han-
es Komul, the coal tar pitch emul-
on formulated as a cold-applied
iti-corrosive coating. The product
js been on the market for approxi-
ately twelve years and is handled
,' the Marine Material Sales De-
irtment. "Komul Kite" is the name
this department's five-place
eachcraft in which they travel the
luntry promoting their products,
id Jim Hoeveler, the pilot, and
iU Reilly, co-pilot and navigator,
e known as the "Komul Kids."

Recently they traveled around the
.juntry in their "Komul Kite" to
ipervise the application of Komul

all the U. S. Maritime Commis-
on Reserve Fleet sites and to in-
|)ect work done at the various U. S.
aval Reserve Fleet sites. They also
.intacted all Naval Shipyards as well

private shipyards and steamship
OTpanies, and were on the trip
Scut two and a half months.
' The only delay encountered on
;ie entire trip was three days due to
^eather, and no delays from
echanical trouble. The "Komul
ite" has proven a very satisfactory
id economical method of covering
rge territories. During their flights
le "Komul Kids" work with the
'mpany's distributors: Marine Con-
actors Co., Boston; Ray B. Cralle,
ampa; Marine Specialty Co., Mo-
le; Marine Welding, Scaling &
lies Co., New Orleans; J. M. Cos-
llo Marine Supply Co., Wilming-
>n, California; Cordes Brothers,
(in Francisco; Marine & Industrial
ipply Co., Portland; Tourtellotte

Bradley, Seattle.

your

emblem of protection

Whatever your fire hazard, QUICK-AID FIRE GUARDS con
venlently placed throughout your ships are your assurance
of safety from the menace of fire.

There are two types of QUICK-AID FIRE GUARDS
particularly recommended for marine installations:
carbon dioxide and foam. Each ts engineered to do
the job of fighting fire quickly, safely, and eco-
nomically. Foam type snuffs out fire with 22
gallons of tough foam. Carbon dioxide quickly
extinguishes electrical, chemical, oil, gasoline,
flammable liquid and paint fires; equally effective
in all temperatures.

Your nearby GENERAL dealer can help you select the
right QUICK-AID FIRE GUARDS for your needs. Write
today for his name and your FREE copy of our new
file folder.

FREE This handy file refer-
ence folder tells all you need
to know about fire extinguishers.
Write now for your copy. ▲

THE GENERAL ^ PACIFIC CORP.

General Offices and Factory

SAN FRANCISCO • PORTLAND

the G

1501 E, W,

n Blvd , Los Angeles 21

. SEATTLE • DENVER

IJARCH • 1948

Page 103

Over

70 Jobs In
Half a Year

COMPLETE

REPAIR

FACILITIES

for the

FISHING

FLEET

• •

VOYAGE

REPAIRS

for

Every Type of

Commercial

Vessel

at

Lnnq Beach Marine

Repair Company

1409 W. Seventh St. • Long Beach 13, California
Telephone: Long Beach 6-6433

Of particular interest to West
Coast shipbuilders is a recent an-
nouncement regarding change of ad-

dress by the West Coast Marine
Division of Martin-Parry Corpora-
tion, manufacturers of marine bulk-

Sperry Describes Rudder
Angle Indicator

A revised marine catalog section
describing the Rudder Angle Indi-
cator has just been issued by Sperry
Gyroscope Company. Available from
Sperry on request, the publication
number is 18-5A.

The section defines the function
and specifications of the Rudder
Angle Indicator System and includes
outline drawings of equipment com-
ponents.

Martin-Parry
Corporation's IVest
Coast Maritime Division
Moves to hwi Office

heads, doors and furnishings. Their
new regional office and warehouse
is now located at 991 Tennessee
Street, San Francisco 7. From this
headquarters they serve the West
Coast Shipyards from San Diego,
California, to British Columbia.

The Martin-Parry Corporation is
engaged in the design and execution
of marine interior decorations, join-
er work, bulkheads, linings, ceilings,
doors, and furniture.

At Desk: Karl Anderson,
Branch Manager

Page 104

PACIFIC MARINE REVIEW

h Ship Structure Materials

I LoiJtiiiiuJ jior/i l>jgc lUOj

dift vessels and was later utilized
iithe strength decks and superstruc-
tics of some of the world's largest
pisenger liners, including the "Lu-
Siinia," built in 1905. Because of
It higher cost and greater diflicul-
fc in working as compared with
id steel, high tensile steel's use
^ generally limited to special ap-
ifcations rather than to hulls. Re-
jtly, however, Cor-Ten steel has
n used for the welded hulls of
ing-type pleasure cruisers.

This article will be continued in the
il issue where the use of aluminum
ip construction is developed.)

Iw

[impany Formed

\ new marme supply house in
kftle, known as the Seattle Marine
ir Fishing Supply Company, was
■c>ntly formed by four Seattle men,
V) Anderson, M. A. McQuarrie,
Ei;ene D. Shaw and Harold Olson.

"he company was formed out of
li purchase of the Tacoma Marine
5i'ply Company, Tacoma. Occu-
TcCy will become effective on April

I 1 the waterfront level at Pier 59
firmerly Pier 8). Temporary of-
ic; .Hid warehouse have already
X 1 scr up at Pier 59.

Ik Tacoma Marine Supply Com-
^\ will continue as a separate

II iH ss. Officers of the Seattle Ma-
li .iiui Fishing Supply Company
ir Mel Anderson, president; Har-
il Olson, vice president; F. A. Le-
^1 rd. secretary; and M. A. Mc-
J rriL-, treasurer and manager.

Reading from left to right: Harold Olson. Eugene D. Shaw, Mel Ande
M. A. McQuarrie, of Seattle Marine and Fishing Supply Co.

...UTILITY POWER TAKE-OFF^
MEETS LONG NEEDED DEMANd\

-BS-

MODELS

LEVER OPERATED
CHAIN OPERATED

ENDINt TAHE-OFF

If you are in need of auxiliary
power, the ALBINA UTIL-
ITY POWER TAKE-OFF
will do the job. Tested to 17.S
h.p. at 3,240 rev., unit will con-
tinuously deliver 5 h.p. on each
pulley at 2,030 rev. Sheaves and
thrust collars work on a non-
rotating shaft, eliminating
wear and freezing up at high
speeds. 2 V-Belts and take-off
sheaves independently operat-
ed. The unit may be controlled
remotely from any location.

DRIVEN UNIT

^s^

Write Factory for
Illustrated Folder

Northwest Distributor

STECKMEST & COMPANY, INC.

45 S.W. First Avenue

Portiond 4, Oregon

:»=<L'r:lJMHL'l*<:M^!IL'l*'.V.T7TO

^eiiL

Page 105

Right on the Nose

HiHing dimensions within .0001 of an im
consistently is possible only with the be
tools and the most experienced crattsme
For .0001 of an inch Is to one inch as \\
thickness of a sheet of paper is to the heigl
of an average desk.

Where the allowance is slight or on any jo
requiring expert designing or tooling, Gei
eral Engineering excels.

Come in and discuss your designing oi
production problems with our engineers:

GENERAL ENGINEERING
AND DRY DOCK CORF

GArfield 1-6168

Executive Offices

I too Sansome Street, San Francisco, California]

Ship Losses

(Continued from page 71)
tact with mines in European and other waters in 1947;
of these vessels, 20, of 46,376 gross tons, are known to
have been total losses. Amended figures since the cessa-
tion of hostilities are 147 vessels, of 707,133 gross tons,
of which 55, of 189,473 gross tons, are total losses.
British coastal waters have been stated generally to be
free of mines, and it is thought that there is little
danger to vessels approaching our ports. Mines being
cleared from northern European waters, which may have
broken away and drifted towards this country are, apart
from exceptional cases, considered to be harmless to
shipping.

The committee have received authoritative informa-
tion to the effect that, theoretically, all British and the
majority of foreign-made moored mines are designed to
be safe after breaking away from their moorings, i. e., as
soon as the tension is off the spring retaining the mooring
spindle switch. It is possible that, in the case of an old
mine, marine growth and corrosion by sea water may
prevent the spring from operating, thus causing the mine
to remain dangerous. However, mines corrode and leak
with age, and therefore there is only a remote risk of a
floating mine being a danger to shipping.

The sweeping of moored mines in northwest European
waters has largely been completed. There remain areas
in the eastern part of the Baltic Sea, the Adriatic and off
the coasts of Italy and Sardinia, the Aegean Sea and the
Black Sea, where the clearance of moored minefields
continues. The magnetic ground minefields off the Bel-
gian, Dutch, German and Danish coasts and in the
Baltic, are still dangerous, and it is estimated may remain

so until possibly 1957.

"The rising cost of ship repairs, resulting from higher
wages and more expensive materials, has continued,'
the Committee's report states, "and there is, indeed, no
indication that a limit has been reached; this fact, com-
bined with an accumulation of unrepaired damage, ren-
ders the situation no less obscure than it was last year."

ymiralty Decisions

(Continued from page 73)
may pass, subject, however, to the other rules applicable to such
a situation." * • • 33 Mason's U.S.C, 290.

"In obeying and construing these rules due regard shall be
had to all dangers of navigation and collision, and to any special
circumstances which may render a departure from the above
rules necessary in order to avoid immediate danger." ^^ Mason's
U.S.C, 212.

The circuit court, being bound by the facts originally found
by the trial court, which concluded the King was the overtaken
vessel, held that the Noronic was entirely at fault for attempting
to pass the King without its consent. The primary duty of the
King, being the preferred vessel, was to maintain her course and
keep her speed. See Delaware, I6I U. S. 459. The trial court
recited in its memorandum that:

"We know of the Noronic maneuvering at or near the end of
the Northern Pacific Dock No. 4 (Slip No. I), with the King
nearby, and we have the two vessels entering the canal piers;
but from the various witnesses who ought to have known the
different positions of the vessels meantime, and have known
what was going on, we have little information. In view of the
time of the day, climatic conditions and the fact that there were
no other vessels nearby to distract attention, this is at least sur-
prising. * * * Neither crew had a right to navigate their respec-
tive vessels with any such disregard for the other. The two ves-
sels were approaching the canal piers at the same time from '
slightly varying directions. There may be some doubt as to just ^
which one crossed the line of the pierhead first. That is not

Page 106

PACIFIC MARINE REVIEW

BULK COMMODITY TERMINAL

REDUCES

'■'or shippers of: Coal, Coke,
^.irid. Cement, Potash. Salt Cake,
Milphur, Cravel.and other
iiilk commodities.

LOADING TIME 400%

One of our modern faiilities for shippers is the Bulk
Loader (iinnevor uhich will load and trim 250 tons of
coal per hour. The cohncvcm handles any other hulk com-
mo(Jit\ not exceeding 150 pounds ])er cuhic foot, or not
mori' than 1 1 inches in size.

IJollomduinp h()|)|)er cars drop the material on ati endless
conve\or lielt which lifts to another belt carrying to the
hatch, where the auloniati<' trimmer has a reach of 36 to
49 feet.

The hop|)er bins accommodate two carloads at a time;
the wharf handles 50 cars and ap|)roaches provide for
150 additional cars. An electric vibrator

piickly shakes cars clean when dumping.

.necessarily controlling."

It is pretty well recognized that where a large boat is passing
a smaller one, such as the boats in this case, :he effect of the
suction where the smaller boat is in advance, is to first draw
It to the rear, and, when the sterns are abreast, to draw the stern
of the smaller boat ro the stern of the larger. The suction of an
overtaking vessel is a frequent cause of collision, particularly
if she is larger than the overtaking vessel and the channel is
narrow. An overtaking vessel takes whatever risks attend her
attempt to pass from cause arising, except from the fault of the
vessel ahead. Therefore, the Noronic had the burden of showing
that the injury of the King was occasioned by no fault on her
part, but to the contrary, to some fault or neglect of duty on the
part of the King. Finding as the trial court did that the Noronic
jwas at one time the burdened vessel, it becomes incumbent upon
the court to conclude that at or about the time of the entering of
Jthe pierheads, the Noronic was passing the King, because by
j implication, the court felt that the Noronic had crept up on the
• King and was passing her although not completely. The fact
S remains that it was still the overtaking vessel endeavoring to
pass the King within the piers, which was prohibited by the
: harbor pilot rules. The "Starboard Hand Rule" which entitles
a vessel on the starboard side to the right of way, was not con-
: trolling because the rule contains a specific proviso to the effect
'that when one steamer is overtaking another, the rule is not
applicable.

By unusual coincidence, photographs were taken of the two
vessels as they passed under the aerial bridge. In the first one,
the- King had just reached the aerial bridge and most of the
\nri>nic had passed under it. In the second photograph, they
had both just passed the aerial bridge. In this short distance
the photographs indicated that the King had crept up on the
Noronic. Both the trial and circuit courts attached little im-
portance to this point because, as I explained before, the King
was then within the suction of the Noronic and was being
1 carried along with it.

J The Noronic was held to be the passing vessel, which action

i places it within the charge of negligence in that it negligently

attempted to pass the King in a narrow and confined channel.

For violating the rules governing overtaking vessels, the Noronic

was held fully liable and the King was absolved.

mi iiiED km

Karl E. Katz, veteran Alaska transportation executive,
has been named general passenger agent for the Alaska
Transportation Company, S. J. Swanson, vice president,
announced recently.

Katz, whose headquarters will be at the Seattle office
of the company, will assume all duties in connection with
the company's entry into the southeastern Alaska passen-
ger service field this summer. Atco recently purchased the
former New York-Bermuda luxury cruise ship George
Washington, which is now en route to Seattle for com-
plete reconditioning preparatory to inaugurating the
line's passenger service.

■Well known in Alaska and Pacific Northwest transpor-
tation circles. Katz was the Northern Pacific Railroad
representative in the territory for 24 years. During the
war he served with the Army transportation corps as a
Lieut. -Colonel and previous to his present post was traffic
manager for P.icific Northern Airlines.

Born in San Francisco, Katz has been a Seattle resident
since boyhood. He is president of the Seattle Sourdough
Club and a member of the Transportation Club, Wash-
ington Athletic Club; Nile Temple, A. A. O. N. M.S.;
American Legion Post No. 1, Alaska-Yukon Pioneers and
Juneau B.P.O.E.

MARCH • 194

Page 107

FORSTER SHIPBUILDING CO., INC.

SHIPBUILDERS • ENGINEERS • MARINE WAYS • REPAIRS

All types of diesel and hull repairs

CONSTRUCTION OF ALL TYPES FISHBOATS

PLEASURE CRAFT AND BARGES

WOOD OR STEEL

TErminal 2-4527 • Ferry Sfreet

P. O. Box 66, Terminal Island Station

SAN PEDRO. CALIFORNIA

Los Angeles Harbor

Formerly
Garbutt & Walsh

The Earth's Magnetism and its Effect
On the Ship and Compass

< Continued from page 81)
ing magnets placed in the athwartship trays.

If compass shows Easterly deviation on Northerly heading or
westerly deviation on Southerly heading, place the red or North
ends of the magnets to starboard or vice versa.

MEMORY AID: RED STAR N/E W/S

East on North heading or West on South heading Red end
to Starboard.

(c) Head Northeast and compensate for Coefficient "D" or
for Quadrantal deviation, which is due to induced magnetism
in the symmetrical horizontal soft iron of the vessel, by removing
all deviation by means of the Quadrantal Spheres. If compass
shows Easterly deviation on a Northeast heading in North Mag-
netic Latitude, move Quadrantal spheres in toward the compass.
If it shows westerly deviation under the same conditions, it in-
dicates that the spheres are overcompensating, so move them out,
or replace them with smaller spheres.

NOTE: If westerly deviation is shown when on Northeast
heading when spheres are not in position, it indicates unusual
construction of the vessel and Quadrantal correctors may have
to be mounted fore and aft of the binnacle. It is well to mention
Coefficient "E" or Quadrantal deviation which is due to un-
symmetrical horizontal soft iron. It is maximum on cardinal
points but generally of a minor quantity and is usually omitted
when compensating.

(d) Head Vi'eit Magnetic and remove half the remaining
deviation by adjusting the fore and aft magnets. This step halves
any deviation which may remain (in most cases the remaining
deviation will be comparatively small ) due to the fore and aft
forces of the sub-permanent magnetism of the vessel.

(e) Head South Magnetic and remove half the remaining
deviation by adjusting the athwartship magnets.

(f ) Head Southeast Magnetic and remove half the remaining
deviation by adjusting the Quadrantal Spheres.

(g) Head North Magnetic (preferably alongside the dock)
and list the ship.

In North Magnetic Latitude with the red end of the heeling
magnet up, if the compass needle moves toward the high side
of the vessel when it is listed, raise the heeling magnet until
the compass needle returns to its proper position; or, in other
words, remove all deviation or vice versa. After removing all
deviation lower the heeling magnet about two inches to avoid
over-compensation.

(h) Secure Binnacle

Tighten the nuts on bolts under Quadrantal Spheres. Remove
cranks from operating mechanism of fore and aft and athwart-
ship trays.

Remove cranks from Quadrantal Sphere arms and from reel
for the chain of the heeling magnet.

Make a record of the number of, the direction of the red end
and the position of the heeling, fore and aft and athwartship
compensating magnets.

Make a record of the amount of Flinders Bar used and the
distance of the Quadrantal Spheres from the Compass. Close and
lock the binnacle door. Your compensation is complete.

(i) Suing Ship for Residuals

Swing ship and make observations for deviation on at least
every cardinal and intercardinal point, but if time and condi-

tions allow, on every 15°.

(j) Construct a Deviation Table and include on it the date,
latitude, and longitude of the place of compensation and the
deviation on the various headings.

Modern Oil Tanker Design

[Continued from page 83)
hull girder, full scale hogging and sagging tests have
been conducted on the welded tankers "Shiloh" (U.S.
M.C. T-2 type ) in the U. S. A. and the "Neverita"
(12,000 DWT. Tons) in Great Britain. The loading
imposed were of greater severity than those occasioned
by considering the ship on a wave of height 1/20 the
length of the ship, and the stresses produced no resultant
permanent deformations, fractures, or other structural
failures. (To be concluded in April.)

\ Whaler's Mouth

Todd

• slip-way of the Norwegian whaler "Anglo Norse"
.oMyn shipyard, where she had about 35 tons of barnacles
aped off her bottom and sides, largest such job in shipyard
ollection. Barnacles slowed her down from 12 to 5 knots an
hour, and made steering difficult.

Page 108

PACIFIC MARINE REVIEW

7a t true i-conomij

Het uout ^uu-urota be.,,

FEDERAL

MARINE
PAINTS

Federal iakes 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.

^e \nsUs you fo consu/t with fhe Federal agent In

your dhirict when you ore planning

your next painting /ob.

ON THE PACIFIC COAST:

SEAHLE, WASHINGTON

A. T. B. Shlels

108 West Lee Street

SAN FRANCISCO, CALIF.

Pillsbury & Martignoni
Mills BIdg. EXbrook 3302

(\NCOUVER, WASHINGTON LONG BEACH, CALIF.
States Steamship Co. Robert R. Campbell

1010 Washington St. '=/° Standard Marine Paint Co

A. J. Chalmers 1545 West Anaheim Blvd.

Agents and Stocks in all the Principal Ports

^nti-Fouling
knti-Corrosive
loottopping
^abin Paints
(eck Paints

Deck House Paints

Hold Paints

Red Lead (Mixed)

Smoke Stack Paints

Topside Paints

The Federal Paint
Company, Inc.

33 Rector Street, New York. N. Y.

SOUTHERN CALIFORNIA'S LARGEST

SHIP

DISMANTLERS

t LIBERTY SHIP EQUIPMENT I

• MAIN ENGINES

• BOILERS

• CONDENSERS

• TAILSHAFT

• REFRIGERATION

• EVAPORATOR

• PUMPS

FUEL OIL TRANSFER; BALLAST; FIRE AND
BILGE; FUEL OIL SERVICE.
MANY OTHER ITEMS OF LIBERTY SHIP EQUIPMENT.

4>
4>

DIESEL GENERATORS

20 KW 120V DC 30 HP GM 2 cyl. 1200 RPM.
100 KW 3/60/450AC 150 HP GM 3 cyl. 1200 RPM.
200 KW 3/60/450AC 450 HP GM 8 cyl. 1200 RPM.
1200 KW 525V DC 1700 HP GM 16 cyl. 750 RPM.

DIESEL ENGINES

225 HP GM 2100 RPM 6 cyl.

1800 HP Fairbanks-Morse 800 RPM 10 cyl. O.P.

1700 HP GM 16 cyl. 750 RPM.

900 HP GM Electromotive 12 cyl. 744 RPM.

DIESEL CARGO VESSELS

4100 Gross Tons, L.S.T.; 900 Gross Tons, L.S.M.; 400 Gross Tons, L.C.I.

REPRESENTATIVES FOR:

BALDT ANCHOR & CHAIN CO.

CHESTER, PA.

NUMEROUS OTHER ITEMS OF

MARINE EQUIPMENT

Attractively Priced Immediate Delivery

PHONE

WIRE

WRITE

NATIONAL
METAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND. CALIF.
LOS ANGELES: NEvada 6-2571

Cable: NACOR

j/lCH • 194 8

Page 109

Shanghai

(Continued from page 64)
Nanking. The Central Bank also administers the export
and import regulations and all foreign exchange taken by
the commercial banks must be turned over to it. In
turn, the Central Bank issues import permits and allo-
cates foreign exchange in payment. The Central Bank of
China is followed by four big "Government Banks" —
The Bank of China, the Bank of Communications, the
Farmers Bank and the Postal Savings and Remittance
Bank. These institutions, with many branches scattered
over the country, hold almost 90% of all C.N.C. deposits.
Then come the foreign banks and in Shanghai possibly
150 Chinese banks — some of them are old established
institutions enjoying good reputations, but the majority
are just hanging on.

I met many of the men running these Chinese gov-
ernmental banks, or their foreign departments, and
found that they are all youngish men and American col-
lege graduates. These men understand the basic prob-
lems thoroughly and wish to do all they can to restore
China's foreign trade. However, they are up against a
lot of very nationalistic minded politicians in Nanking
and they have their troubles.

Various government monopolies have taken over much
of the private business, such as the sale of tung oil, tea
and other export products.

Living conditions in Shanghai, as far as the foreign
colony is concerned, are greatly aflected by the shortage
of dollars. And yet they say that you can buy anything
if you know where to look for it and are willing to pay
squeeze. At the Cathay Hotel where I stayed, there was
no heat at any time — no dollars to buy fuel oil, and coal
is very short. Hot water only in the early morning. But
food seems plentiful and cocktail parties are plentiful.
The people I met were accustomed to taking in two or
three cocktail parties and a dinner party a night. Liquor
and cigarettes are on the prohibited list, but there seemed
to be plenty around. They all live very well with plenty
of well-trained servants — but no heat in the houses al-
though the government is expected to relax the rules
during winter months. Officially, the Nanking govern-
ment has decreed an "Austerity Program" with an 11
p.m. curfew, no horse races, etc., etc., but this policy is
only vaguely working.

Before leaving for Shanghai, several reassuring friends
warned me to stay out because of the anti-foreign feeling
which you might run into on the streets. I had absolutely
no trouble but you do walk circumspectly. You don't
get into an argument with a coolie, there are just too
many of them. In calling on bank and business houses
along and near the Bund, there is no use using a car
because the traffic is too dense and I never did get around
to using a peddicab — a three wheeled bicycle with the
driver up front. Last year there were very serious riots
when the police tried to drive the hawkers and peddlers
off the streets — but the peddlers and hawkers are still
there. During my stay a theater manager tried to identify
the tickets going to speculators and was severely beaten
up for his trouble. So organized rackets are there to stay.

China is really in a bad spot today and the foreign
groups are very discouraged. On the other hand, China is
a very old country and a crisis or two is just a ripple on
the pond.

Manila

(Coniitiued from page 66)
Philippine Government had applied to Washington for
a loan of $200,000,000 repayable in 20 years, but after
careful study the loan has been approved for only S60,-
000,000 repayable in five years. It is hoped that a new-
tax bill will be passed early in '48 which will result in
increased revenues sufficient to balance the budget and
repay our loan. On the other hand, the Manila Railroad
Company has a bond issue now maturing amounting to
Pesos 30,000,000 which they are unable to redeem. "This
government operated railway system has been losing
large sums of money and the government now claims
they have insufficient funds either to continue to carry
these losses or to redeem the bonds which are largely in
the hands of British bondholders. The railroad may be
shut down.

Sometime during '48 the new Philippine Central Bank
is scheduled to open. As the name implies, this bank will
be patterned after other central banks of the world and
in particular after our Federal Reserve System.

On the other hand, the trade picture with respect to
the Philippines is definitely favorable. Admittedly they
have been buying more goods from us than they have
been exporting but there are several favorable factors,
and the Philippines was the only country which I visited
where there is not now a shortage of U. S. dollars. And
their export picture is improving rapidly. Copra exports
have been increasing and the Philippines have been
helped by high prices ( S270.00 a ton a week ago ) . Sugar
exports this coming season will probably exceed 225,000
long tons and should increase sharply during the follow-
ing years. I was told that canned pineapple production
might reach 1,000,000 cases in '48 and double that figure
the following year. Several gold mines are already in
production and others will foUow. In addition, the
Philippines will be exporting hemp, hardwood lumber,
tobacco, rattan furniture and other products. There is
considerable excitement in Manila over the possibility
that oil will be found.

The Philippines are therefore favorably situated to
earn a substantial amount of dollars through the export
of many basic commodities.

The Philippine economy is basically agricultural but
some few steps are being taken towards industrialization.
Not many but a few of our big industries are establish-
ing plants. 'Westinghouse is establishing the Philippine
Electrical Manufacturing Company with a capital of
Pesos 4,000,000. Of this sum Westinghouse is putting
up Pesos 1,000,000, local capital Pesos 1,500,000, and ,
the balance is being raised through a bond issue. West-
inghouse is also installing a hydroelectric power plant
in Mindanao.

E>uring my stay, I had lunch with Frank Waring,
Chairman of the Philippine War Damage Commission.
Up to the present time approximately 650,000 claims
have been received, totalling Pesos 390,000,000. Of these
claims 76 per cent are for less than Pesos 1,000 and these
small claims total Pesos 102,000,000. The Commission
believes that when the deadline on February 29, 1948,
is reached that total claims filed will come to 900,000.
The auditing and checking of these claims entails a great
deal of work and at the present time approximately
1 5,000 a month are approved for payment. These are all
small claims so it can be seen that larger claimants will
(Please turn to page 116)

Page 110

PACIFIC MARINE REVIEW

ocEflnic TRflDina/compflnv

IS PLEASED TO ANNOUNCE THE ASSOCIATION WITH THEIR OFFICE OF

FRANK HOWLAND

MR HOWLAND WAS FORMERLY ASSOCIATED Wl
FOR 21 YEARS; REPRESENTED THE LEND-LEAS
COAST DURING THE WAR AND DURING THE LAS

SAM GAZZANO

IN CHARGE OF INTERNATIONAL FORWARDING
D WITH MATTOON & CO

NY, CUSTOM HOUSE

TRANSPORTATION
lEF OF THE U. S.

ROKERS AND FOREIGN FREIGHT FORWARDERS,
ND WAREHOUSE OFFICER FOR THE PACIFIC
COMMERCIAL. COMPANY IN SAN FRANCISCO.

John J. Gazzano

FOR SALE

M. V. GAY HEAD

Former LSM 286 completely converted to passenger-
cargo vessel. C.G. certified 1947 for 500 passengers. Com-
plete accommodations, full equipment and large inventory
of spares. Superstructure contains passenger salon, sun
deck, tunch bar, purser's office, etc. Freight deck accom-
modates trailer-trucks, autos, and general cargo. Stern
ramp and cargo sideport permit ferry type or dock side
operation. Main engines 2 GM 1800 HP. Hull and machin-
ery all in excellent condition. Stand-by crew on board for
maintenance. Ready for immediate use. Write Massa-
setts Steamship Lines, Pier 9. New Bedford. MassachuseHs.

For every purpose

Specialists in Marine
Canvas for a quar-
ter century.

Life Boat Covers,
Canvas Dodgers,
Deck Gear Covers.

^^^'NG com^^y ;j

Call C. "Flags" Bennett, Mission 7-3085

CENERA L VO YA G£ REP A IRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Complete Welding Fadlifies
CAVANAUGH MACHINE WDRK3

FRANK CAVANAUGH - GENERAL MANAGER
220 East B Street, WILMINGTON. CALIFORNIA Phones: TErminal 4-5219. TErminol 4-5210

ARCH • 1948

Page III

Crane's Wilmington Office
Headed by Roshong

In order to make their line of packings and seals more
accessible to the harbor district, the Crane Packing Com-
pany, Chicago, has opened a branch office at Wilmington,
California, under the management of Ray G. Roshong,
managing engineer. For a number of years they have had
an office and store in uptown Los Angeles.

Crane Packing Company manufactures "John Crane"
metallic and fabric packings and mechanical seals, and is
firmly established in this field throughout the country.
Matching the popularity of the line is the popularity and
engineering ability of its managing representatives, and
right up top is Ray Roshong.

Well known for his part in sponsoring the California
State Professional Engineer Act recently approved by the
California legislature, Roshong has been active in many
movements to raise the standards of his profession. The
California State Professional Engineer Act guarantees
minimum qualifications for engineering practice within
the state and places engineers under a state licensing sys-
tem giving them full professional status.

Roshong is a member of many professional engineer-
ing societies, including the national organization of the
American Society of Mechanical Engineers, the American
Society of Metals, the American Society of Naval Engi-
neers, the American Military Engineers, and the Pro-
peller Club of the United States. He served as president
of the Southern California Section, A.S.M.E., for three
years and is at present serving as chairman of their Re-
gional Membership Development Committee. He also
serves as liaison officer in the A.S.M.E. in their relations
with southern California universities and colleges.

Packing Company's general offices

larine Sales Dcpf.; and Nancy Le*

Mr. Roshong.

e and manufacturing plant af V/ilmington. Cal.,
uthwest territory.

Sun Shipbuilding Book

To better acquaint the public
with their company, the Sun Ship-
building and Drydock Company re-
cently published a book giving a
pictorial presentation of all their
operations. Between these pages
may be gleaned a picture of the

vastness of their shipbuilding, skip
repair and engineering operations
as well as their part in the building
of oil refinery and chemical equip-
ment.

The book begins with a brief
resume of the company's history,
starting thirty years ago, followed
by descriptions and illustrations of
their facilities and operations, with
particular emphasis on some of the

ships which they have built. The
book contains descriptions and pic-
torial illustrations of their passenger
ships, cargo vessels and tankers,
steam and Diesel, and their facilities
for marine repairs with interesting
pictures of unusual repair jobs. Also
included are pictures of their var-
ious departments and shops, and
their engines, machinery and special
equipment.

Page 112

PACIFIC MARINE REVIEW

"i^cu/^ ^<Mfi Sa^ettf ^cd(Ae^

OVERHAULED, TESTED

AND SET FOR

ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

Thomas i\. Short Company

suffer 1-7622

/^gM]j^]llJ]]WSC©.,l

TERCO PRODUCTS CO. — Wesf Coasf Represenfaf/ves
941 Howard Street, San Francisco 3, Calif.

m^ ill

I jDgUMs . low PfUMi

^5^,

Q^

: CIEANINC GUNS t

Offices: San Francisco • Los Angeles • New York

Chicast

Speafy QUAKER

for PACKING ECONOMY

EBONITE
SHEET PACKING

Nonporous . . . withstands highest steam pressures. Will not
melt, harden or carbonize . . . resists ammonia, atr, oils,
gases and acids. EBONITE will retain its life and flexibility
after ordinary sheet packings have broken down. Quaker is
the sole manufacturer of EBONITE.

SERVING ALL TME WEST

168 Second St. ^^^^ 2036 Santa Fe Ave.
San Francisco p^^|n Los Angeles
EXbreek 3880 l^^^l Kimball 2201

Factory: Quaker Rubber Corporation, Philadelphia, Pa.

COMPLETE

SHIP CHANDLERY

SERVICE

Prompt Service — Experienced per-
sonnel, offers choice of right
equipment for every need on all
Deck, Engine & Steward Supplies.

Distributors for
Pabco Marine Paint

MARDEN & HAGIST

Complete Ship Chandlery Service
1705 N.W. 14th, PORTLAND 9, ORE.

H

ARRY R. LEVE
Associates

Resident Buyers

R

111
TErn

N. Marine Ave. (P. O. Box 5 32)
Wilmington. California
Phones: NEvada 6-1921
inal 4-4505; 4506; 5080; 6993

Your PERSONAL Wes! Coast Buying Agent \

Our

services cost you nothing u
we produce-

"'"

nodel I8-T-350

CATALINA ISLAND
STEAMSHIP LINE

Steomer Service to CaiaWna

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
TELEPHONE NUMBERS: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563

WHISTLE CALL FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3802

Member — >tmer/can Waterways Operators

uari

terA at the ..J^uroor I

^

COFFIN PUMPS

THE GARLOCK
PACKING CO.

"On Deck and Below"

LESLIE CO I Preiiure Regulating Valves
LtSLIt (-U. j "Tyfon" Whittles
ATLAS MARINE PAINTS

MARINE ELECTROLYSIS ELIMINATOR
CORP.

NEW YORK BELTING and PACKING
CO.— Air. Fire, Water and Steam
Hose

TODD COMBUSTION EOUIPMENT CO.

TUBBS CORDAGE COMPANY

J i L STEEL CORPORATION, Wire Rope

ALLENCOTE REFRACTORY COATING

DIAMOND POWER CORP.

KOMUL Anti-Corrosive Coating

PAXTON MITCHELL Metallic Packing
ENSIGN Products

J. M. CosTELLO Supply Co.

MARINE SPECIALTIES

221 No. Avalon Blvd., Wilmington, Calif. Phone Terminal 47291

Carrier Corporation
Ships kwi Centrifugal
Compressor

The first centrifugal compressff
for liandling propane on shipboartj
complete with turbine and ahead
mounted on a compact steel base fo.
easy installation, has been shippeif
by Carrier Corporation to Warre.'
Petroleum Corporation at Beau,
mont, Texas.

The 1270 horsepower unit, occu
pying less than 63 square feet o
deck space, will be used aboard
unique tanker that will transpor
propane in liquid form from Texa
fields to the New York City area, i

The vessel is the Natalie Warren'
owned by Warren Maritime Cot
potation, a subsidiary of Warre:
Petroleum, which is being fitted a
the Pennsylvania Shipyards at Beau
mont with 68 huge tanks capable o
carrying 1,300,000 gallons per trif
This can be converted into 400,000.
000 cubic feet of gas.

The Catrier centrifugal compres
sor, known as an 18 T 350, will b
used in unloading operations. Whei
liquid propane is removed from th
ships tanks the resultant drop ii
pressure converts about 266,001:
pounds of each load into gas. Thi'
Carrier machine will evacuate thi
gas and deliver it to a condenser fo
a return to liquid state. Thus noni
of the cargo remains in the ship'
tanks after unloading.

Page 114

PACIFIC MARINE REVIEVS

KOMUL is u u ell-proved
^ "^i"ii,o"w°i <"<>:iling for marine service.
/ • Application to dump sur-

faces first recommended it
for use in spaces subject
I eondensalion of moisture, lis <'<inlinnous Mini and re-
slanc- to flnniicals rcconinKii.led it for use on sleel
ecks under niafinesile. Siinpll<il\ of application has made
larine nn-n want it for liard-lo-«<l-at spares.
'Tecluiieall>, KO.Ml L is an irreversil.le eniulsi.ui of coal-
ir-pileli. rclaining all ihe prote<'li>e characteristics of
Itch in an easil>-use.l form.

An ilhistraled folder and a sample on a steel panel . . .
ir the asking. The i>aiiel yon can twist or bend as you
ill and yon can di{; at the coaling to prove KOMl'L's
Jhesion ami l<iughness.

SELBY, BATTERSBY & COiVIPANY

5235 Whitby Avenue. PHILADELPHIA 43, PA.
J. H. CORDES J. M. COSTEILO SUPPLY CO.

'14 Davis Stfeet. San Francisco 11, Caiil. 221 N. Avalon Blvd , Wilmingtiin, Caill.

GRACE LINE

"SANTA FLEET"

RETURNS TO THE
PACIFIC COAST

S. S. SANTA RITA

S. S. SANTA ADELA
S. S. SANTA FLAVIA
S. S. SANTA JUANA

S. S. SANTA ELIANA

These C-2 fasi freight vessels, three equipped with re-
frigerator space, and limited passenger accommodations,
logether with modern chartered tonnage, will supply
frequent service between —

BRITISH COLUMBIA WASHINGTON

OREGON CALIFORNIA

and

Mexico Central America Panama Colombia

Ecuador Peru Bolivia Chile

SEATTLE SAN FRANCISCO LOS ANGELES
White Building 2 Pine Street 523 W. Sixth

SEneca 4300 SUtter 1-3800 Michigan 7811

VANCOUVER PORTLAND

991 Hastings St., W. Board of Trade Bldg.

PAcific 7271 ATwater 8508

FOR

TOP EfFKIENCY

IH THt BOntK KOOHI!

^®1§)©

• You can count
on Todd Oil Burners
to increase cruising
^ange, minimize
Operating costs and
insure trouble-free
operation !

IIOMBUSTION EQUIPMENT DIVISION

{ TODD SHIPYARDS CORPORATIOK

' 81-16 45th Avenue. Eltnhurst, Queens. N. Y.

IIWVOnK . BROOKLYN • ROCHESTER • HOBOHEN • NEWARK
rWLAOELPHIA • CHARLESTON. S. C. • CHICAGO • BOSTON • SPRINGnELD. MASS.
SALTIMORE • WASHINCTON • DETROIT • GRAND RAPIDS • TAMPA • GALVESTON
"EW ORLEANS • MOBILE • LOS ANGELES • SAN FRANCISCO > SEATTLE
roRONTO • MONTREAL • BARRANQUILLA • BUENOS AIRES • LONDON

VIKING believes in doinq
ONE THING WELL

BUILDING VIKING ROTARY
- PUMPS FOR YOU !

In times when every effort must be put forth to supply
the unprecedented need for industrial equipment, it Is
with pride that the Viltlng Pump Company Is able to
devote its entire energies to building one product . . .
Vllting Rotary Pumps.

The present out-put Is greater than ever before. Em-
ployment is at an all-time high. More new machines
are being used to build good, reliable Vllting pumps
than at any time In the company's history.

We look forward to
constantly Improving
our shipping sched-
ules. Asit for latest
delivery Information
and catalog 47SU
today.

Pump Company

Cedar Falls, Iowa

PACIFIC COAST DISTRIBUTORS
E. E. BURTON DE LAVAL PACIFIC COMPANY

4432 Long Beach Ave., Los Angeles II (I Beale Street, San Frencisco

ARCH • 1948

Page 115

MARINE MARKETING COMPANY

S. L. (ROY) KUYKENDALL, General Manager and Partner

12th and Grand Avenues

SAN PEDRO

CALIFORNIA

WHOLESALE SHIP PROVISIONS
and SUPPLIES

24 Hour Service

CABLE ADDRESS: MARINMART

OFFICE PHONE: Terminal 2-7567

NIGHT PHONES: Terminal 2-8140

Terminal 3-1585

COMBUSTION DEPOSIT STEALS FUEL . . .
PREVENTS EFFICIENT HEAT TRANSFER

GET RID

OF THIS

ROBBER

QAMLENITE

METAL REPLACEMENT

• Removes Combustion Deposit and Slag

• "GAMLENIZEt" Boiler Metal Surfaces*

Gamlenite is the unique dry powder
that is blown into the furnace without
shutting it down. It immediately im-
proves boiler elhciency by reducing
combustion deposits and hard slag,
enemies to effective heat transfer, to a
Huffy powder which is normally car-
ried up the stack by the draft. In
addition, it "Gamlenizes" the metal
surfaces, protecting against corrosion,
and helping to minimize re-accumu-
lation of combustion deposit.

Gamlenite is safe, non-explosive,
can be used in all types of boilers It
is guaranteed unconditionally! Ask
out nearest district office for details,
or send lor Bulletin 454.

1 469 Spring Gorden Avenue - Pittsburgh 1 2, Pa.

195 San Bruno Avenue— San Francisco 3, Calif.

1 1 Broadway — New York City, N.Y.

• Service and Stocks in All Principal Cities and Porti

FOR THE MAINTENANCE

OF YOUR EQUIPMENT USE

FOR YOUR

SOOT ERADICATION

ALLENITE
ALLENCOTE^""^"""

REFRACTORY COATINGS

ROBERT G. ALLEN PACIFIC CO., INC.

8460 So. San Pedr

Los Angeles 3, California

ROBERT G. ALLEN CO.

506 Third Avenue

J. M. COSTELLO SUPPLY CO.

Wilmington. California

JOHN H. MARVIN CO.

Portland, Oregon

Brooklyn 15, New York

JOHN H. CORDES

San Francisco II, California

JOHN H. MARVIN CO.

Seattle 4, Washington

Manila

(Continued from page 110)

Page 116

have to wait for a considerable period of time before
they can hope for payment. Under the PhiHppine Re-
habilitation Act, Congress authorized the appropriation
of Pesos 800,000,000 for the payment of damage to
private property resulting from the war, but the Com-
mission must each year apply for an actual appropriation
of monies. Application was made for Pesos 20,000,000
to be paid in '47, Pesos 140,000,000 in '48, and they ate
asking for Pesos 190,000,000 for ■49.

(Note for our friends who might have claims exceed-
ing Pesos 1,000 — The Act provides that after the pay-
ment of Pesos 1,000, all claims must be written off by
2 per cent of the amount approved for payment ) .

There is one factor which I had not fully realized be-
fore making this trip, and that is the predominant in-
fluence of the Chinese in the business world of the
Philippines. This is resented by the Filipinos. But the
Chinese do control much of the wealth, the shops,- the
copra and hemp industries and all together they are vet)'
much to be reckoned with.

And so the Philippines are moving along the road to-
wards recovery, but there is a lot of work to be done
and there is no use thinking that they can establish in
the foreseeable future a standard of living comparable to
our own. But a lot of people are hard at work and the!
possibilities are great.

"The value of a Merchant Marine to our countn'
aside from its essential support to the Armed Services
does not accrue from the income that is derived from
operation so much as it does in foreign trade develop-
ment and the protection of our foreign trade from absorp-
tion by other nations. It has been repeatedly demon-
strated in the history of the United States that we car
build and operate ships to prosper in world trade; thai
we do so in the future as well as now is essential to oui
welfare and the peace of the world." — Vice Admirjl Earli
II". Mills.

PACIFIC MARINE REVIEVA'

APRIL 1948

i . .tau in our "rou

..TOO

n\onc

I

Wh,

hether a vessel makes her landfall
1 on the Atlantic, Gulf or Pacific coast of

h United States, there is a Todd shipyard nearby, amply equipped
ifi staffed to serve her, with speed and economy. At one end of the
iC;e, is the quick mobile service available for ships at anchor or at
Ickside ... at the other, the staffs of naval architects, marine engi-
lers and other specialists always available to work alone or with
( r consultants. Call on TODD for expert work.

WET SAND BLAST PROCESS of removing scale
from anchor choins or ships surfaces. Super-
ior to chipping, scraping or wire-brushing.

r

iah

m

n

SHIPYARI^^m^ATiOM

r

1

Mill

J

L

^^^■>< CHAKLbSlUN UIVISIUN

^^^P Conveniently located on Atlantic, Gulf and Pacific Coasts

1 NEW YORK BROOKLYN HOBOKEN CHARLESTON. S. C. NEW ORLEA

r GALVESTON LOS ANGELES SEATTLE BARRANQUILLA

NS

'i*

rope > _ ^^,

cof>

,fv<i'

snce-

Wq'

.V^ A^^'

,\\^^

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a\vie

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„^"V^

rORD^^

For mooring and tow lines, speci-
fy SUPERCORE — the outstanding
leader in the marine field.

.^

^^#«

Aiblltker

koCHIE

I A$tMent
r»bllther

^LAS MaeMULLEN

: Sditor

lOCHIE. Jr.

Anitfani
I Manager

hULKNER

i Pacific Caoif
/Idvertliing Mgr.

I. OeROCHIE

Aulitant
Lot Angeltt

[t W. FREIBERGER
4direrN<ln9 Mgr.
San Francisco

ANGELES OFFICE
I 5th Streef, Zone 13
me— Michigan 3129

ft FRANCISCO
ne— GArfield 1-4760

TABLE OF CONTENTS

APRIL, 1948

. . . 35

n'lption rotes:

ye, $2.00; two years.

tee yeart, $5.00; for-
(I ) additional per year;

c ies, 25c.

By H. Gamlen

San Francisco Harbor — By the Grace of God Editorial

By T. Douijlas M.icMulIcii

The General Simon B. Buckner

Our Future American Merchant Marine By Vice Admiral William W. Smith

Serving the Merchant Marine By George Barr

Interior Designs for the S.S. Uruguay

Early San Francisco Shipping (Continued) By Alexander J. Dickie

It's Time the Reber Plan Agitation was Dropped (An Editorial)

New Ship Structure Materials (Continued) By David Maclntyrc

Modern Oil Tanker Design (Continued) By Frank L Pavlik

With the Port Engineers

Port Engineers of the Month: Roy Campbell, Ray Sample
Membership Roster, Society of Port Engineers, Lais Angeles
How to Get the Most out of your Fuel Oil Dollars

Coast Commercial Craft

Flying For Fish

Edna G. Gets New Heart

New Moran Tug Puts to Sea

Pacific World Trade

Latin America Prospect List

Globe Service to Indies

LIndersea Treasure Hunt

Bulk Copra Handling at Oakland and Long Beach

Junior World Trade Association Meeting

Marine Insurance

The London Letter

Admiralty Decisions By Harold S. Dobbs

Withholdint; Seamen's Wages

On the Ways

Tanker To Tanker To Carrier

Steady As You Go! "The Skipper" ....

The Use of the Rude Star Finder
Your Problems Answered By "The Chief"

Gear Ratio for PropuLsion

Running Lights

News Flashes

36
39

41
43
47
49
52
55
58

64

66

74
76
78

80

82

84
92

PUBLISHED AT 500 SANSOME STREET

SAN FRANCISCO 11, CALIFORNIA

\^l^/ the finest yacht on the seas—

At ^^^

4 « » II

Fitte

.rooghout wi

The SOTAVENTO on builders trials— under U.S. Flag

? His Excellency's Ship, SOTAVENTO, designee! and built for President
Miguel Aleman of Mexico by Higgins, Inc., Is todays ultlmote in the building
end fitting of luxury yachts. Higgins chose the best of everything for this croft
... so Columbian Tape Marked Pure Monilo Rope was used throughout.

The clean smooth lines give this yacht distinction of appearance to match
its superlative construction and fitting. Drawing 10 ft. 6 inches, the vessel hos
168 ft. overall length, with beam of 28 ft. Twin Diesels give 1800 HP on the
shaft, providing 17-knot speed. Cruising ronge is 4000 miles. The ship Is
highly electrified, and air conditioned throughout — Including crew's quarters.
Master's end guests' accommodations contain seven double stot.ooms ond
six baths.

That the Higgins Yards put Columbian Rope aboard was only noturol . . .
it Is standard practice on all Higgins vessels to equip with Columbion — The
Rope of the Nation.

COLUMBIAN ROPE COMPANY
400-90 Genesee St., AUBURN, "The Cordage City", N.Y.

Page 34

PACI FIC MARINE REVIEV

• • •

BY THE GHAC[ OF GOO

SOME LOVE OUR HARBORS for their natural beauty, or as gateways to
victory, but to ship operators and traders they are the means of producing most
of their cities' dollars. This may be through a Liirlinc's $250,000 for each
turnaround or a fisherman's harvest, or a yachtsman's play. Many a harbor is
its city's reason for being, and a major asset of the nation. Four thousand miles
of wire is just one item way down on the list of materials that go into the
building of a ship like the Oiieeii Wiiry, and every one of us has a stake in
every ship and every cargo.

But too many people in port cities lose their "port consciousness," and think
of the harbor as an obstacle. Such, apparently, is the thought back of such
schemes as the so-called Reber plan for slicing up San Francisco Bay into a
series of lakes, with all the playroom accouterments of dikes and locks. What
matter the opinion of Army engineers, or the accessibility of Navy installations
when a Great Plan can be preached before civic groups! What matter the
agricultural empire of the delta region, or the shipyards and other industries
built on the water's edge!

Take the Navy, for instance. The San Francisco Bay Area has one of the
world's greatest concentrations of Naval facilities. These include the Supply
Center at Oakland, the Naval Magazine at Port Chicago, the Naval Station at
Treasure Island, the Naval Air Stations at Oakland, Alameda and Moi?ett Field,
the Net Depot at Tiburon, the Naval Shipyards at Mare Island and Hunters
Point, plus all the facilities of the Marine Corps and Coast Guard and the
Naval Hospital. These are the kind of establishments which proponents of the
Reber plan would shut off along with Bethlehem shipyard in San Francisco
and the miles of piers on the Oakland waterfront. More on the Reber plan
elsewhere in this issue.

There are other delusions which attract those who "see double but think
half " which are important to the maritime industry. One of these is that the
steamship people can pay a large part of the bill for national defense by
staking the government to a reserve of ships; and by paying for Panama Canal
defenses. Another delusion is the proposed St. Lawrence Waterway.

To change a harbor so as to increase its shipping is good. But San Francisco
Harbor — by the Grace of God — needs no Reber plan.

APRIL»I948 Page 35

'Tfc (!4eHe%^ Scma«t S ^uc&^e/i

First of The Army's Fully Converted P-2 Transports

I^BKERAl. SIMON BOLIVAR BUCKNER fell in
fjl battle Dii Okinawa but a short time ago, but the Army-
lias already singularly honored him by giving his name to
one of their finest transports. At the rechristening cere-
mony recently held in New York, his widow and their
son, W. C. Buckner, a cadet at West Point, participated.
This 19,000 ton vessel has just undergone an extensive
conversion at the Newport News Shipbuilding and Dry-
dock Company's yard in Virginia and is the first of five
Army-owned vessels to be completely converted by this
firm. The other four are imdergoing conversion at the
present time.

The General Snnon B. B/ickner was built at Alameda
in 1945 at the Bethlehem Steel Company. The vessel is
of the U. S. Maritime Commission design No. P2-SE2-R1,
is 608 feet in length and is propelled by General Electric
turbo-electric propulsion machinery. Her two engine
rooms are two separate plants complete with two Com-
bustion Engineering boilers each, and housing the elec-
tric generating equipment. The propulsion motors are
located in the motor rooms aft of the after engine room,
and each motor may be driven by either or both of the
two generating plants aboard the ship. Each motor is
capable of delivering approximately 10,250 shaft horse-
power and operates on 440 volts of three phase alternat-
ing current.

PARTICULARS OF THE GENERAL
SIMON B. BUCKNER

Length over all 608'11"

Breadth, moulded 75' 6"

Depth, moulded 52' 6"

Gross tonnage 19,766

Type of drive Turbo-Elect.

Total horsepower 20,500

Number of screws 2

Upon completion of the vessel for the Maritime Com-
mission, the Navy Department was assigned as her
operator and continued in this capacity for the first few
months of her career. At this time many features of an
attack transport were included aboard the .ship, then the
Admiral E. IF. Eherlc. Her 'tween deck spaces were
utilized to carry the maximum number of troops and
she "packed 'em in " just after the war finished, carrying
home the divisions from the Pacific Area.

In June, 1948 the ship was turned over by the Navy
to the Army to become a part of the peacetime transport

rieet. and she was converted in a mmor way to accoin-
modate her civilian crew which was placed aboard by
the Army. Many of the wartime features were removed
to enable her to meet the Army's requirements for a
trans-Pacific transport. After a year of this service she
entered the Newport News Yard to undergo the present
conversion.

The standards and policies of the Army Transporta-
tion Corps, Water Transport Division, for permanent
Army transports are not only of interest to shipbuilders
and ship operators but are also of great concern to the
American public. Although the Army is entitled to the
privilege of designating its ships as "public vessels " and
may operate them as such and without any supervision
from other governmental agencies or private regulatory
bodies which concern themselves with shipping, such is
not the policy. Private operators must comply with the
rules of the United States Coast Guard and the American
Bureau of Shipping, and it is the policy of the Army to
protect its passengers in exactly the same manner as
private operators, and further, where deemed advisable.

The principal reason for this conversion of the General
Simon B. Buckner, as with other Army vessels, is to
modify the ships to meet with Coast Guard regulations
and to entitle them to full passenger certificates issued by
that agency. In complying with the Coast Guard rules,
the Army has also met all the requirements of the Amer-
ican Bureau of Shipping so as to permit the vessel to

Wheel house of the General Simon 8. Buckner.

APRIL • 194

^age

37

retiiin her hull .uid inatliincry classificiition.

In order to meet with Coast Guard regulations, it has
been necessary to insure fireproof construction through-

Top: Main dining salon of the General Simon B
Center: Cabin class lounge.
Bottom: One of the six-berth cabins.

out, proper tire zoning, and provision for all necessary
fire detection and fighting equipment of the latest ap-
proved type. All life saving equipment has been replaced
where necessary, and has otherwise been augmented by
new, modern equipment, and additional davits and life-
boats have been installed to increase the boatage capacity
to 2,050 persons. The new davits are of the Welin
gravity type for all boats, whether nested or single with
the exception of the quick operating crescent type davits
for the two aluminum motor lifeboats. All hand-propelled
and motor lifeboats were manufactured by the Welin
Boat and Davit Co., and are as fine equipment as may
be found in this line on any passenger vessel today.

Considerable re-arrangement and re-assignment of
space has been undertaken, and the outcome of this plan-
ning has been to increase the cabin passenger carrying
capacity of the vessel to 471 persons, or nearly twice her
former quota. This re-assignment of space has involved
the use of former troop carrying compartments for cabin
passengers and crew, and the troop capacity has been
effectively reduced. Such a result was necessary, however,
because it was not possible to carry a sufficient number
of boats on board to accommodate the wartime allotment
of troops.

The drab wartime transport of 1941-1945 just got you
there and back again and that was all. There was little
consideration for the comfort of the passenger — and his
safety was insured as much as it was possible to do under
the conditions, but the conditions were anything but
favorable. The General Simon B. Buckner has been pur-
posely fitted to insure comfort and utmost safety for the
passengers under all conditions. Peacetime passengers are
of a different class than those who sail on transports in
time of war. They include military dependents, civilian
workers, etc., and a large percentage of these persons are
women and children. Additional precautions have been
taken for their safety, and furnishings and structure have
been carefully designed to be pleasing to the eye, func-
tional, and safe at all times. An extended effort has been
made to place rounded edges on all furnishings, on all
corners and all protrusions, so that in case a passenger
unused to the movement of the ship should be thrown
off balance, he or she might experience little or no
injury from structural hazards. These furnishings were
carefully designed by the Army's Marine Design Section
in New York with the cooperation of Turk Products.
These furnishings, wall colors, and soft draperies have
been carefully blended together in a simplicity of design
pleasing to tlie eye and rendering the cabins and public
rooms delightful as well as serviceable.

Besides the staterooms on passenger decks there are
several public spaces featured. On the Sun Deck a chil-
dren's play pen inclosed by a five-foot fence has been
installed. On the Boat Deck there is a children's play
room, and a small gymnasium located amidships. On the
Promenade Deck are the Main Dining Salon and the
Main Lounge. The Lounge is built in two sections, each
18 by 60 feet, connected by a Writing Room. Aft of the
Mam Lounge is the Main Dining Salon which can seat
194 persons. Aft of the Dining Salon is a separate deck
house containing a Smoking Room and the Ship's Li-
brary. On "A" Deck there is a small auditorium for use
I PI case tun, t<, page 101 1

Page 38

PACIFIC MARINE REVIEW

Our Future American Merchant Marine

By Vice-Adiniial WILLIAM W. SMITH. U. 5. N.. (Ret.;
Chairman, United States Maritime Cummission

IT IS THE SETTLED NATIONAL POLICY of tlu-
Llnited States, through decLiration by Congress, that
dus auintry shall have a Merchant Marine adequate for
Its deep sea commerce in time of peace and for its
defense in time of war. The LInited States Maritime
Commission is charged with the responsibility for put-
ting such a program into execution.

The policy is sound. It is based upon two important
considerations: ( 1 ) that the United States has always
been, and still is, a maritime nation whose economic
welfare depends to a considerable degree upon the im-
porting and exporting of goods and services, and ( 2 )
that merchant shipping is a distinctive and essential part
of the military establishment in time of war. The policy
recognizes that if the United States is to be able to
mobilize merchant shipping in time of war, it must
maintain merchant shipping in time of peace.

This policy was laid down at a time, 12 years ago,
when it was recognized that the American Merchant
Marine had declined to the point where it was adequate
for neither trade nor defense. As soon as Congress had
acted, the Maritime Commission set about the task of
rehabilitating our Merchant Marine to bring it up to
the standards of the policy set forth in the Merchant
Marine Act of 19,^6.

Those standards are not precise. The Act does ntit
state how many vessels shall comprise the American
Merchant Marine, nor what their total tonnage shall be.
It does not list the various types of vessels that shall
constitute the merchant fleet, nor does it state what
proportion of American flag shipping shall be devoted
to serving our domestic needs or our foreign tr.tde needs.
The Act established the Maritime Commission as the
agency to work out such details under the rules and pro-
cedures that the legislation provides. The Commission
has given a great deal of study to our shipping require-
ments, particularly our postwar requirements, and has
produced a plan which, if fimds are provided with which
to put it into operation, will provide this country with a
Merchant Marine of the size and character which we
believe will fully meet the requirements of our nation.il
maritime policy.

To determine the proper size and character of the
Merchant Marine of a large country like the United
States, with its varied interests and highly diversified
commerce, is a difficult and complex job. It can never
be done to a precise degree. The best that anyone can do

mith at [he request of Pacific Marine Review

Admiral Smith

is to give careful and detailed study to all the factors
bearing upon the volume of cargo to be carried and the
amount of competition to be expected, and come up
with the best possible estimate. This is exactly what the
Commission has done over a period of many months,
and we believe that our estimates are as firm as it is
possible to make them.

When requested to contribute this article I was asked
to forecast the development of our future Merchant
Marine "as I would like to see it." My ideas, of course,
are one with those of the Commission as a whole. In
general, I would like to see an American Merchant
Marine adequate to carry our domestic deep sea com-
merce and a substantial and reasonable portion — say 50
per cent — of our foreign water-borne commerce. I
would like to see this Merchant Marine adequate also
for our national defense.

What Is Adequate?

When I say "adequate," I mean adequate not only as
to the number of vessels, but also as to the types and
condition of vessels that make up the fleet. They should
be of the types that will meet the particular needs of
diflferent trade routes, both foreign and domestic. This
holds for dry cargo vessels, tankers, combination pas-
senger-cargo vessels, and passenger ships. If we provide
ourselves with such a well balanced fleet for our com-
mercial needs, it will also serve us best in time of war.

Since, as I have stated, the United States must assure
itself of adequate shipping tonnage in time of war by

APRIL • 194

Page 39

FUTURE mmm M^Rii

maintaining an adequate Merchant Marine in time of
peace, we must base our calculations largely upon com-
mercial considerations. Merchant tonnage is different
from naval tonnage. You build naval vessels for war
only. You design them to the best of your ability to meet
the needs of war operation as well as those needs can
be foreseen. You build merchant vessels, however, pri-
marily to meet the needs of peacetime operation in com-
petition with the merchant fleets of other nations, in-
corporating into their design certain features considered
necessary to make them most useful in time of war.

Therefore, apart from national defense features to be
incorporated in vessel design, the Maritime Commission
has been guided by the needs of commercial operators
in making its recommendations as to the size and char-
acter of the future American Merchant Marine. You
cannot overtonnage the steamship business. If it is to
operate as a business, it can stand only the amount of
tonnage with which it can operate efficiently and at a
profit. Whatever extra tonnage may be required by the
needs of war must be provided outside the peacetime
operating Merchant Marine. That must be accomplished
in two ways: ( 1 ) by maintaining a reserve fleet of ships
which, in the opinion of our military experts, is sufficient
in size and composition effectively to augment the oper-
ating fleet in time of war; and ( 2 ) by maintaining, under
normal peacetime conditions in the maritime industry,
a shipbuilding plant which can be rapidly expanded to
assume the extra burden of wartime shipbuilding.

The reserve fleet is an accomplished fact. It was es-
tablished under authority of the Merchant Ship Sales
Act of 1946, and upon the expiration of that legislation
it will be "frozen" at a certain number of vessels of cer-
tain types as recommended by the Joint Chiefs of Staff.
Maintenance of adequate shipbuilding schedules to keep
our shipyards in business on a scale adequate to permit
their expansion to handle a wartime construction load is
quite another question. It is a question which can be
answered only by our decision on the whole future of
the Merchant Marine.

New Construction

Ship construction now to provide vessels needed at
once by the Merchant Marine, and a steady schedule of
construction in the future to provide replacements and
keep our fleet modern, are definitely a part of the Mari-
time Commission's plans. It is a weU known fact that
our shipbuilding industry is now facing virtual extinc-
tion, while foreign countries have expanded their ship-
building facilities enormously since the end of the war.
This is a serious defect in our national defense program,
because if our shipyards are allowed to become idle we
will lose not only the yards but the craftsmen on whom
we must depend as the nucleus from which to expand in
time of emergency. If those people are forced to abandon
their trades and take up other work we cannot expect
to find them on call the instant we need them.

Between 19.'^8 and 1947'the number of vessels in our
Merchant Marine increased about 200 per cent and
their total tonnage increased about 270 p^r cent. Of the
4,202 vessels aggregating 44,203,400 tons deadweight

comprising the fleet as of June 30 last, only 1,139 were
of the long-range type built just prior to or during the
war. They represented 27 per cent of the number of
vessels and 32 per cent of the deadweight tonnage of the
fleet. Of the total of 4,202 vessels, 2,581 were of emer-
gency war-built types and 482 were of pre-war types
and mostly obsolete.

Despite the tremendous increase in the fleet due to
wartime construction, less than a third of it, comprising
the long range types, could be considered in drawing up
long-range plans for the Merchant Marine. Only a
relatively small number of emergency type vessels have
been purchased by American operators, and the pre-war
vessels, most of which are over 20 years old. will not
be of service much longer.

The Merchant Fleet

The Maritime Commission recommends that the post-
war American Merchant Marine consist of 1,044 ves-
sels totaling 11,393,000 deadweight tons. This is con-
trasted with a fleet of 1,422 vessels aggregating about
11,800,000 deadweight tons, operated as of June 30,
1938. It is recommended that 144 new vessels are re-
quired, while the remainder of 900 could be made up of
existing vessels built by the Maritime Commission and
others.

Of the total of 1,044 vessels, it is believed that 491,
aggregating 5,132,000 deadweight tons, should be in
foreign trade in order adequately to serve the 31 trade
routes laid out by the Maritime Commission. This would
place the remaining 53 vessels, totaling 6,261.000 dead-
weight tons, in the domestic trades, including coastwise,
intercoastal and non-contiguous.

In making its plans the Commission has given special
attention to the need of passenger ships. In 1939 there
were 127 passenger-carrying vessels, with passenger ca-
pacity of 38,357, operating in our foreign and domestic
trades. Now there are only 34 such vessels, with pas-
senger capacity of about 7,000, under the American
flag. None of them is in the domestic trades, and the
only first-class passenger liner we have in the North
Atlantic is the SS America. Our passenger-carrying ship
requirements are estimated at 96 vessels, of which 58
must be obtained through new construction. The new
ships would replace those now obsolete or which will
become obsolete within the next five years.

The Merchant Marine Act of 1936 was passed, and
the Maritime Commission set up to administer . it, for
the purpose of effecting a complete rehabilitation of the
American Merchant Marine. The Commission set about
the task of accomplishing that objective by building 50
ships a year for a period of ten years, to add 500 new
vessels to a fleet that was fast becoming obsolete. When
the war came that program was lost in the mad scramble
of emergency ship construction which produced more
than 5,000 vessels in five years.

Today, we are faced not only with the old problem of
providing ourselves with an adequate, modern fleet, but
also with the new problem of what to do about the vessels
we have on our hands as the result of the war construc-
tion effort. These vessels have created a mental hazard
(Please turn to page 103)

Page 40

PACIFIC MARINE REVIEW

Serving The ^erciuint llarine

George Bar

Born in Paisley, Scotland, George Barr came to this
country as a young boy and started working as a ma-
chinist for General Electric in Schenectady in 1907.
He has been with the company for 28 years in the San
Francisco engineering division as turbine supervisor
and marine superintendent. During the past two years
he has been consultant for the Federal & Marine sec-
tion with San Francisco headquarters.

A year ago Barr received General Electric's highest
recognition, the Charles A. Coffin Award. Recently
the U. S. Navy awarded him their "Certificate of
Commendation" for services while acting as service
and installation engineer in the West Coast offices of
General Electric.

I HE MERCHANT MARINE OF THE UNITED
J. STATES derives its strength from all its components
— the operators of the Merchant fleets and from the
industries backing them up. The highly competive na-
ture of the merchant shipping business, not only be-
tween nations but within the ranks of the fleet operators,
calls forth the highest degree of operating efficiency in
order to maintain the standards under which the Amer-
ican Merchant Marine is operating today.

One of the prerequisites for a profitable merchant
ship is that it "keeps sailing" with time out for main-
tenance and repairs in excess of normal port time kept
to a minimum. The experienced operator knows that
this can best be accomplished by an organized prevent-
ive maintenance schedule by which lay-up and repairs
can be avoided before breakdowns occur.

General Electric Company has been a supplier to the
Marine Industry for many years and, like all other pa-
triotic groups, has a feeling of pride and responsibility
toward our Merchant Marine. Over the years the com-
pany has built up a marine service organization which
today is nationwide in scope and provides a complete
plan for maintaining General Electric shipboard ap-
paratus.

Warehouse Stock of Marine Renewal Parts

It is well known that, during the first and second
world wars, ma.ss production of ships in the United States

Hy I.KUHIJi; HAHR
liiMiiMiil rinctric rnmpnnv

was made possible by standardizing design but it is not
commonly known that a frozen design of machinery has
made it possible to repair ships faster than ever before.

Before the first world war practically all ships and all
machinery for them was custom-built and practically all
of different design; therefore, each ship was obliged to
carry a heavy load of spare parts or be laid up while
new parts were being manufactured.

Since the innovation of standard types, it is possible
to procure renewal parts from vendors' warehouses. To
maintain mechanical and electrical parts for a vast num-
ber of ships is a difficult task but it is being done and
it is just as easy to procure parts in the West as it is on
the Atlantic seaboard. As a sample of this service we
would cite a recent case of a seriously damaged vessel.
The engine room was flooded to sea level and all Gen-
eral Electric machinery was submerged. Turbines and
generators were rusted beyond recognition and all elec-
trical equipment, under water for months, was practically
ruined. But this machinery was reconditioned with ma-
terial from the local warehouse in San Francisco and not
a single part had to be shipped, from the East. A new
main turbine rotor was installed and all internal parts
of the turbine were replaced but the interesting thing is

George Barr and C. A. Enlow, turbirie leaderman
Electric's Service Shop, San Francisco.

APRIL • 194

Page 41

SERVING THE mmm ^^Kli

that the multi-stage rotor and its diaphragms, packings,
bearings, etc., fitted the original turbine casing as they
would have fitted in hundreds of other turbines of the
same class. The small turbines were beyond repair and
had to be replaced with new units taken "ofif the shelf."
The point is that they were on hand and if they, or the
major parts that went into this repair job, had not been
available the ship would hiive been set aside for an in-
definite period.

Another sample of the value in being able to procure
Standard parts on a moment's notice is the recent pro-
gram of recommissioning a large group of laid-up tank-
ers and cargo ships on both the East and West coast.
Some of them had been laid up on account of heavy
damage; yet none were delayed through inability to pro-
cure renewal parts.

Unit Exchange Plan

These plans cover immediate exchange of AC auxiliary
motors, air coolers, turbine rotors, both main and auxil-
iary for modern ships, and in certain small types, com-
plete turbines ready to install. The system has been in-
augurated to eliminate the loss of time while waiting for
repairs or the cost of purchasing new equipment to avoid
the loss of time. Worn or damaged units are accepted
in exchange for reconditioned units, which carry a 90
day guarantee, and credit allowances are made for the
returned units.

This exchange plan is being shown at its best in the
aforementioned revival of the laid-up tankers but active
ships are also being served with a minimum of delay.
Service Shop

Service shops are maintained for the shoreside re-
pair of mechanical and electrical apparatus and for the
repair of electric meters, instruments, relays and elec-
tronic equipment. Skilled service men are made avail-
able to check and recalibrate instruments, meters, and to
adjust relays, etc. on shipboard. To enumerate the func-
tions of the electrical department of the Service Shop
would consume all of the space which has been allotted
to this paper; suffice it to say that the Service Shop must
be fully equipped to make electrical repairs of any na-

Setting up, in the 60-inch Niles lathe, to h
commutators for generator and

and grind the

ture and in any capacity. The machine shop must be
tooled to handle all mechanical repairs including weld-
ing, metal spraying and other specialized processes;
however, a separate section must be devoted to turbine
repairs in all sizes up to 12500 HP.

One of the most important operations in the Service
Shop is the dynamic balancing of all types of rotors in
all speeds up to 10,100 R.P.M. and in all weights from
24 lbs. to 25,000 lbs. This is being done with every as-
surance that the rotors will run in perfect balance, and
the secret of this success is in the preparation of rotors
for the balancing operation. In other words, the cause
of unbalance must be determined and corrected before
attempting to rebalance a rotor. This phase may consume
two thirds of the overall time. It is, by far, the most
difficult part of the operation but it enables the ship
repair people to reinstall a rotor that they can rely upon
and it is the new approach to an old problem that has
always been a doubtful operation.

Marine Service Engineers

Apart from supplying the necessary materials, the
I Please turn to page 91 1

General Electric Marine Service
Engineers

Standing, left to right: E. A. (Ed)
Reber; H. J. (Bob) Brown; A. S.
(Andy) Jacques; J. (Jack) Donahoo:
E. J. (Ernie) Cambou; C. R. (Ray)
Elfers; W. R. (Bill) Hall; J. K. (John-
ny) Leithold; J. R. (Joe) Breuer, and
R. E. (Ralph) Seeman.

Seated, left to right: J. (Jack) Parker.
L. C. (Lynn) Taylor. C. L. (Whitey)
Knight, D. L. (Don) Watts, J. P. B.
(Johnny) Clark, J. M. (Jimmy) An-
derson, and J. R. (Russ) Schneider.

Page 42

PACIFIC MARINE REVIEW

Interior Designs for the S. S. Uruguay

Formerly with the Department of Interior Design, U. S.
Marifime Commission, William F. Schorn, architect, Marine
Interior Designer, did the interior designs for the Uruguay.

THE S. S. URUGUAY, a 20,000 ton vessel was con-
structed in 1928. Originally named the Ciilifoniiii.
she saw service under the flag of the Panama- Pacific
Line. In 1936, she became the Ur/tguay as one of the
three "Good Neighbor' ships operated between New
York and the East Coast of South America, by Moor-
McCormack Lines. Her length overall is 601' 1 V4".
breadth molded 80' 0" and depth molded to Shelter
Deck is 52' 0".

During the war the Uruguay became a troop trans-
port and distinguished herself in every theater of the
war. Her missions completed, the United States Maritime
Commission decided to restore her as a passenger ves-
sel for operation by Moore-McCormack in her old route.
The commission awarded contracts, therefore, to Joslyn
and Ryan to prepare hull and engine specifications; to
William Francis Schorn to prepare joiner, furniture,
furnishings, deck covering, lighting and painting spec-
ifications. Schorn was also retained to design and super-
vise the interior construction. Federal Shipbuilding and
Dry Dock Company was the successful bidder and was
commissioned to reconvert the vessel.

While her hull and machinery needed considerable
repair and replacement, the major task of reconversion
was in the interior accommodations, which naturally had
suffered much from war use. It was, of course, not pos-
sible to restore her to her previous pre-war condition,
because of laws and regulations which did not exist
when she was originally built. Senate Report No. 184,
the Safety at Sea requirements of the United States
Coast Guard, the sanitation and rat proofing require-
ments of the LInited States Public Health Service, all

required that in reconversion, the vessel be made differ-
ent, better and safer tiian she had originally been. A
considerable amount of structural steel was found by the
American Bureau and the U. S. Coast Guard to be de-
fective. This meant that in replacement, much of the in-
terior joiner work, deck covering, lighting, etc., had
also to be removed. In view of these circumstances, the
interior accommodations are quite different from the
original vessel and are, for the most part, new and
modern in design concept and execution. The interior
designs had to be developed in terms of incombustible
construction, new fire control compartmenration and the
new requirements for rat proofing.

Between the time she left the merchant trade for war
service and her return to Moore- McCormack now, there
have been many changes in union agreements. For one
thing, a larger crew will operate the vessel than pre-
viously. Also crew quarters must be larger and better.
This increase in the amount of crew space could only
be achieved by encroaching on passenger spaces.

The problem, therefore, was to provide adequate
view and officers quarters and to provide for as many
passengers as the vessel formerly carried, but in less
space and within the limitations of all the new govern-
mental requirements.

The liberal use of indirect lighting and continuous
trough lighting, both extravagant of power, was rigidly
curtailed. In their place, pleasant and efficient light dif-
fusion was obtained by means of flush ceiling units
which contain a filter of sheet glass, fibrous glass and
phenolic resin. This filter diffuses the light, shields the

model of the vessel moves on a track and is
noon every day at the proper place on the

ated

APRIL • I 94i

Page 43

light source and absorbs very little of the light rays.

Existing radiators were retained, but by design made
a concealed or integral element of the designs. Existing
ventilation grille locations and controls were also kept
and made as inconspicuous as possible and in many
cases due to the design of the ceilings in the public
spaces, were developed of marine fireproof materials
to hold down noise levels. In the Uruguay, the interior
architect planned for the public address and music
broadcast systems, to employ numerous and small loud-
speakers, generally concealed behind ceilings, in place
of the more usual installation of a few, large speakers.
This method is ideal for keeping an even balanced
sound level. For example, in the Uruguay dining rooms,
one hears music clearly in any part of a room and always
of the same soft volume.

Special paints were developed for the vessel which
are salt spray proof, mildew and bacteria proof and have
a tough wearing surface. The designer also developed
a special textured paint employing fine asbestos powders
for fillers. This material was created to achieve several
purposes; first, to cut down sound "bounce" from the

hard steel o, bestos walls, and second, to provide a
flexible wash finish which would be solt in appear-
ance to serve .-elief and as a foil to all the hard smooth
metallic surfaces which are inevitable in marine in-
teriors. Most of the ceilings and many of the bulkheads
are coated with this material in various stippled and
striated textures. All paints were formulated for color
in the designer's office, manufactured and sent to the
vessel ready for application without the necessity for
mixing tints in the shipyard. This method proved in-
valuable to the shipbuilder in touching up, repainting
due to damage, etc.

The design of staterooms and their furniture on a
vessel the size of the Uruguay is a serious factor. In
spite of the varying sizes and shapes of staterooms, the
furniture must be standardized to a few simple basic
units in order to achieve economical factory runs, to
keep excessive costs down. These units were developed
to practical module sizes to suit all conditions. All such
chests and cabinets on the Uruguay are built-in as an
integral part of the staterooms and are rat proof, vermin
proof, with plastic tops which are acid and blister

FIrsf class dining room of Uruguay.

Page 44

PACIFIC MARINE REVIEW

First class lounge of Uruguay.

proof. All units are equipped with long-wearing ano-
dized aluminum sea rails. 'Hardware and sea rails are
designed so as to make it impossible to employ them
as bottle openers ( a favorite passenger pastime ) .

The central feature of the staterooms is the chiflfochest,
to provide a triple purpose space saving item which
serves as a writing desk, dressing table and storage chest.

The beds are dual-purpose units in that they provide
a sleeping surface at night and a three person sofa during
the day. Hence all staterooms are sitting rooms by day
and bedrooms at night.

Special study was given the chairs in staterooms and
public spaces, insofar as the center of gravity of the
units is concerned. They are designed so as not to tip
even when the vessel is rolling or listing considerably.

All furniture and furnishings in the passenger spaces
on the Uruguay were specially designed and created
for the vessel and were manufactured of materials and
by methods developed over a period of years and found
to be practical and durable in a marine way. Advanced
modern furniture models now finding popularity on
land were shunned due to the fact that they were
either considered too weak in engineering for marine
use, or not sufficiently stable for marine movement.

The Fiesta Room

This room functions as a lounge and card room dur-
ing the day and a night club at night. There is at the
aft end an orchestra platform and in the center of the
room, a dance floor, covered during the day by a dusty-
green sculptured carpet.

The outstanding architectural feature of this room is
the treatment of the dome and .the structurally necessary
stanchions. The tapered stanchions were evolved in order
to lighten their bulk at the deck and still enclose brack-
ets at the ceiling. The effect gained by this taper is one
of height. The dome was architecturally treated with
mirrors in order to give more depth to the sides and
to add to the illusion of height. Flanking the stanchions
are grilles, which serve as ventilation terminals and add
interest. This dome is flooded with lights and serves to
illuminate the dance area.

from the pale yellow of the ceiling to the deep slate
blue of the banquettes, a well balanced fully ranged color
scheme has been sought, striving to attain an easy air
of gayety.

The windows are handled as a continuous band with
Venetian blinds in off-white, accented by embroidered
horizontal striped curtains. The curtains are reminiscent

APRIL • 1941

Page 45

Top: Lounge lobby of the Uruguay, off first '
room and promenade deck.

Center: Cabin class smoking roon

Bottom: Typical passenger stateroo

of the Mexican serape, with a rose background, hor-
izontally striped with yellow, black, green, red and grey.
At the center of the window wall is a built-in banquette
of a slate blue nubby textured fabric, embroidered on
the seat and back with a ribbon-like stripe of rose, grey
and white. Flanking this banquette are ferneries running
the entire length of the room. The greenery adds to the
tropical feeling of this room.

Lounge Lobby

The lounge lobby, which serves as an ante-room to
the Fiesta Room is connected with it by four-fold fully
glazed doors. It is treated in ccjntrast to the lounge with
a few "recall" colors from the Fiesta Room. This room
is long and narrow and in order to improve its propor-
tions, the inboard bulkhead is fully mirrored. Apparently
coming out from the mirrors is a semi-circular arrange-
ment and a semi-circular coffee table, both of which
are flanked by "half" lamps. The effect is that of a large
circular arrangement of furniture. In extreme contrast
to the Fiesta Room, the lounge lobby bulkheads and
ceilings are treated in varying shades of grey, from a
deep slate grey ceiling and one bulkhead, to a light grey
treatment at the doors.

First Class Smoking Room

The first class smoking room is "H" shaped, with the
bar and a row of tables between two long cocktail
room light areas. The bar which is faced with brown
tufted leather, is long and commodious; the back bar
of simple design is fitted with the necessary marine
fiddle-boards for holding bottle and glasses in place
when the ship is in motion. Over the back bar is a
clear mirror wall, in which the skyline mural is reflected
m excellent perspective for those at the bar.

In the outer area an approach to streamlining was used
ui order to tie in the complete "H" shape of the room.
The brown ceiling continues down the bulkhead in a
continuous plane. A contrasting plane of grey is placed
in front of this, almost to the ceiling, with a wrap-
around effect. On the outboard side, curtain pockets
cut in a tapered shape, surrounds the small windows in
order to obtain the effect of greater fenestration. At the
inboard corners at the four entrances of the room are
mirrored recesses to obtain greater width in these narrow
(Please turn to pjge 91 1

Page 46

PACIFIC MARINE REVIEW

S^^ti(fS^M^^i^^tci^caS6l^

Early Steamers

By A. J. Dickie

IN THE FIRST INSTALLMENT of this series we re-
ferred to an Act of Congress passed on April 12,
1848, authorizing liberal mail contract for any firm
that would establish and maintain a regular steamer serv-
ice between New York and Portland via Isthmus of
Panama. Pursuant to this act the Pacific Mail Steamship
Company was formed by New York interests. This com-
pany almost immediately ordered six steamers from
Webb, the famous New York shipbuilder. The first three
of these vessels were to make the run out to the Pacific
Coast via Magellan Straits and the last three were to
work on the Atlantic Coast between New York and
Chagres. The contract called for a monthly service.
The three vessels to run on the Pacific Coast side of

this mail route were 5. S. California. S. S. Panama, and
S. S. Oregon. They were small by modern standards but
quite large and spacious for the date of their delivery.
Each was 200 feet long between perpendiculars. Beam
amidships on deck was 5^ feet for California. 52 feet for
Panama, and 54 feet for Oregon. The great side paddle-
wheels with their housings extended outboard of this
beam. Registered measurement was 1 ,050 tons for
California. 1,087 tons for Panama. 1,100 tons for Oregon.
Deptii of hold was 20 feet for California and Oregon,
and 2 1 feet for Panama. The largest trans-Atlantic steam-
ers built about that time were Cunarder America, finished
in 1848 having a length of 251 feet and a registered
measurement of 1,825 tons, and the Collin's Line 5'. S.
Atlantic, finished in 1850 with a length of 282 feet and

Cabin arrangemenf on Pacific mail steamer John L- Stevens.

^_:^Z

" " ' "

_^- ^

-"h

UPKH S/ILOOH

' [■] 1 '■:•■"'!

]Aj.[.\j.[^

-] \--l-.

■UUWR

T'^'r

^irj ultl^^jq-Jfrp;^:

^HJ-sg^

'1»--.

APRIL • 1941

Paqe 47

1 F'ACIFIC MAIL STEAMSHIP CO^ STEAMER ,1

- ^^4 h 3p a H . :-^- -^-

'.MiiKj^--

r^ )■■■-]■'

'

' ' ' ■ : ^- -:■-■--■'•"■■■■•■■■■ '

Deck plans of Pacific mail sieamer Japan. It is interesting to note the use being made of the space

in the sponsons ahead of the side wheels. On the one deck this space is occupied by a cattle pen.

barber shops and dressing rooms, and on the main deck, by lifeboats. The small print In the upper

corners of this picture read as follows:

Cargo

Capacity

Lower

Hold

forward

Lower

Hold

aft

Orlop

Deck forwa

rd

Orlop

Deck

aft

Cargo

Deck

forward

Cargo

Deck

aft

Bagga

ge Room

Mall fi

oom

Coal Bunker

lowe

Hold

Coal

Bunker

Care

o Deck

Accommodations

251

tons

Dining Saloon

194

tons

Ladies Saloon

285

tons

318

tons

418

tons

After Steerage

520

tons

Standees

122

toBS

27

tons

Women's Steerag

2135

tons

Standees

942

tons

496

tons

Men's Steerage

1438

tons

Standees

18500

gals.

Standees— Main C

a registered measurement of 2,860 tons.

Hull materials on the California and her sisters were
the best live oak, white oak and cedar. The bottom was
copper sheathed throughout. As originally rigged, these
vessels were barkentines with three masts, a straight
stern, and no bowsprit.

The power plant was built at the famous Novelty
Works of New York City, then owned by Stillman, Allen
& Company. If you wanted a large marine steam engine
today, would you go to a novelty shop.'' One hundred
years ago such engines were still novelties. Indeed, a
power plant of the type used in these vessels would
certainly be a novelty if installed in an ocean-going
steamer today.

30 Rooms

98

Berths

20 Rooms

92

Berths

190

Berths

9 Rooms

26
120

146

Berths

13 Rooms

78

17

51
129

18 Rooms

105

78

234

98

294

633

190
146
762

Recept. First Class
Recept. Steerage Aft
Recept. Steerage Aft

Boilers were of the flue type, coal burning with
strong natural draft induced by tall smoke stacks, and
using salt water. They were equipped with a pipe system
for blowing out salt deposits and were guaranteed to
generate steam at 10 pounds pressure above atmosphere.

Engines were single cylinder 71 inches bore and eight
feet stroke driving the paddles through an overhead
(Please turn to page 95)

f s Time Reber Plan Hgitation Was Dropped

(An Editorial)

Rarely does a debater admit being
lonvinced by his opponent of the error
)f his cause. This seems to be so also
)etween nations, political parties, and
riendly neighbors. So it is not strange
iiat proponents of great industrial
ichemes hold fast to their theories. The
jublic, however, does not always have
luthoritative sources of information for
ts guidance.

The so-called Reber plan for San
Francisco Bay is one that permits of
lound engineering analysis, and the pre-
ponderance of opinion is that the scheme
is fantastic in the extreme, increasing the
|Very problem it pretends to solve, and
presenting new problems and disloca-
ions of industry and agriculture — at a
:ost of billions. Happily, city officials in
East Bay cities are presenting to the pub-
lic the reports of the Army Engineers
and those of private engineering con-
Itants and an enlightened public will
.mil the effect of the plan on their

Ihe Reber plan contemplates the
crunon of dams across San Francisco
H.r. ti> form fresh water lakes north and
sd.irh to stop salt water encroachment
I'll ,i!;ricultural lands, create new urban
prtjpL-rty and provide added bay-crossing
t.Lulities. As the drawing shows, it
\MiuKI create a new shoreline for the east
shli of the Bay and cut off from free a.c-
ci^s ro the Bay all of the busy Oakland
w.itcrtront, and that of Richmond, Ber-
kcU\ and Alameda. It would cut off the
<>.ikl.md Estuary with its shipping and
If', sliipyards, including Moore Drydock,
I II I led Engineering, General Engineer-
in l: .ind Drydock, and Bethlehem Steel's
t«'i Alameda yards, at one of which
I invned by the Maritime Commission)
.1 w.irtime fleet of P-2s was built, includ-
inu the new liners President Cleielaiu!
and President Wilson. The Coast Guard
bast IS also on the Estuary, and along
the Bay front is Naval Supply Base, the
Army Ba.se and the cargo piers of the
San Francisco Port of Embarkation. In
the north end of the Bay are many in-
dustrial port towns, the great sugar re-
finery at Crockett, the Benicia Arsenal,
and the Mare Island Naval Base. In the
South Bay Area on the San Francisco
side are many steamship company piers,
Bethlehem's great shipyard, and the
Hunter's Point Naval Base, as well as
lumber and cement ports and the main
salt industries of the West. Access to all
of the above would be through one set of

locks which it would take at least two
hours to pass, placing burdens of time
and expense on all vessels.

It is with the hazard to the shipping
industry and to national defense that this
publication is mainly concerned. We be-

The Reber Plan's obstructions in San Francisco Bay.
The joint Army-Navy Board says "No'"

1 UK.SII WAlHi I

.A—'

J^

^^

1 EARTH AND ROCK DAM
\ bOO n WIDE

4 M.LES LONG

UUllMOND

APRIL • 1948

Page 49

KEBER Piy

lieve that the cities, the entire West and
the nation should effectively condemn
the project.

We have called the scheme fantastic,
and engineers have so reported. But it is
upon the Corps of Engineers, U. S.
Army and the Joint Army-Navy Board,
that we rely for explicit condemnation of
the project for its effect on other phases
of industrial life than shipping.

Damage to the Golden Gate and
Navigation

The adoption or the Reber Plan would
seriously impair the role of San Fran-
cisco as one of the major ports of the
world, since it contemplates the isola-
tion of all of the facilities existing at
present in the middle and outer harbors
of the Port of Oakland with consequent
economic loss and the necessity for the
construction of substitute facilities and
because it would have a definite deleter-
ious effect upon the San Francisco Bar.
The objections to the plan voiced at the
public hearings included the following:

The Reber Plan, by eliminating 85%
of the tidal How through the Golden
Gate, will ruin the ocean entrance by
allowing it to be closed by beach and
bar, and will thus convert one of the
major ocean gateways of the world to
an experimental status.

Through the elimination of tidal
scour, it will greatly increase the future
maintenance of interior waterways.

It will place a burden of expense and
delay on all shipping endeavoring to
serve terminals, existing or prospective,
at any point other than within a rela-
tively small area in north San Francisco
Bay which would be left on salt water.

Coast and Geodetic Survey Chart,
Serial 484, gives a graphical presentation
of the extremely intricate pattern of the
tidal currents in San Francisco Bay. It
can be readily seen that any interruption
in these tidal currents, which through-
out the years have established equilibria
of water depth with the configuration of
surrounding topography throughout the
Bay area would result in silting, and
substantial quantities of money would
have to be spent annually for the mainte-
nance of navigable channels, for the
northerly arm of the bay alone, this
was calculated in 19.V^ for a proposed
saltwater barrier at Richmond at $25,000
per annum during the first 25 years be-
low the barrier and $175,000 above the
barrier.

Transportation

Traffic studies by the Board indicate
that none of the terminal areas in San
Francisco offer a stteet pattern, even
when improved within practical limits,
that could absorb, at a maximum, more
than four additional lanes of cross-bay
traffic in each direction. So, while the
proposed super freeway would provide
some 32 highway lanes, the bottleneck
of the city streets would prevent use
of more than a small number of them;
and while the dam could carry many
lanes of traffic, it would provide no more
lanes that could be used, than a bridge
at the same location.

In order to bring trains on to the
mole consideration must be given to the
ruling grade. The preferred railroad
grade is 0.5 per cent. However, assum-
ing a 1 per cent maximum permissible
.grade with the channel clearances indi-
cated in the plan as submitted, a tunnel
a little less than four miles long (ap-
proximately the width of the Bay at this
point) would be required in order to
carry the trains under the navigation
channel. Such a tube vould start its
descent in the vicinity of Peralta and ""th
streets in Oakland and would come to
grade on the mole about half way across
the Bay. So the main lines of the rail-
roads would make use of only half of
the surface of the mole, and, in order
to clear the navigation channel, would
have to cross a major portion of the
Bay in costly tubes.

From the above, it is concluded that
the Reber Plan would offer no greater
relief to automobile vehicular congestion
than a high-level bridge at the same lo-
cation, but that it would provide railroad
connections into the City of San Fran-
cisco, although at great expense.
Sanitation

The transformation of the upper and
lower arms of the bay into lakes would
present a very expensive problem from
the standpoint of sewage and waste dis-
posal. At present, the communities and
industries contiguous to the bay area
secure a great deal of natural purification
of their wastes by virtue of the large
quantities of water available for dilution
by the existing tidal prism. If this tidal
prism were no longer available, addi-
tional treatment would be necessary.

A change-over from a tidal system to a
stationary lake system for disposal would
require alteration of the existing regional
scheme of bringing sewage effluent to a
few centralized points where tidal fac-
tors are most favorable for dispersion. It
can be expected that, as contrasted with
the few regional sewage-disposal plants
around the bay, now envisaged, the
shores of the lakes would be dotted with
a latge number of exceedingly complex
sewage-treatment plants, consuming large
areas of land that would adversely affect
a large surrounding area.

Vt^ater Conservation

The State Department of Public
Health affirmed that the "construction of
dams across San Francisco Bay to create
large inland fresh-water lakes would
greatly magnify the sewage-disposal prob-
lems of all the communities around San
Francisco, extending at least from Anti-
och on the east to San Jose on the south
and to San Francisco on the west. The
effect would reach inland as far as Suisun
and Fairfield and possibly to Stockton,
and as far north as Napa."

None of the claims of water conser-
vation by the proponents of the Reber
Plan have been documented by mathe-
matical analysis of engineering study.
Sepatate studies by the Board and Ex-
amination of the reports of the State and
Federal agencies confirm the fact that
the Reber Plan would require large
quantities of fresh water from surface
storage elsewhere in order to maintain
the upper and lower arms of San Fran-

cisco Bay as fresh-water lakes.

The Board concludes that the Reber
Plan would misuse fresh water and
would retard the full future economic
development of Northern California.

Land Reclamation and Utilization

The proponents of the Reber Plan
claim that the dams and fill would pro-
vide 20,000 acres of new land, and that,
by creation of this land, shoal areas now
present in the bay would be eliminated.
This latter claim seems to be made with-
out consideration of the suitability of
this material as fill.

In testimony before the Board, the
State Boatd of Harbor Commissioners
and the Commissioners of the Port of
Oakland, indicate that there are pres-
ently available large areas of land for
water-front development and that no
need exists for the lands which would be
created by the Rebet Plan. Large areas
of the San Francisco waterfront are still
undeveloped due to the adequacy of
existing waterfront facilities or the un-
attractive financial returns to be obtained
from developing new facilities. The Port
of Oakland, in its planning, has pro-
jected over the years a major develop-
ment of that Port designed to meet the
needs for more modern and additional
port facilities as they arise. It was stated
that these facilities, coordinated with
existing facilities and setvices already
available, could be consttucted at sub
stantial savings in cost over those con
templated in the Reber Plan. It was fur
ther stated by the Port of Oakland au
thorities that large areas of highly sue
cessful, modern, efficient, and war-tested
facilities would be scrapped by the Rebel
Plan.

The Reber Plan contemplated a water
level in the fresh-water lakes of 9.0 feet
above mean lower low water. During the
public hearings, a great deal of appre-
hension over this featute was voiced by
the representatives of the land owners
in the Delta of the Sacramento and San
Joaquin rivers. The Delta region com-
prises some 500,000 acres of valuable
and highly productive farm land. The
maintenance of the water level of the
Reber Plan would inundate substantial
portions of this valuable land due to the
physical impossibility of providing ade-
quate levee systems on the peat founda-
tions so prevalent throughout this Delta
region. Such a water level would not
only cause inundation and require exten-
sive levees in the Delta area, but in other
areas as well. Throughout the Bay area,
extensive modifications, altetations and
replacements of all existing sewage and
drainage systems would be required
along the shores of both proposed lakes.
The consulting engineer for Alameda
County estimated that funds in the
amount of S240,OOO.0OO would be re-
quired for flood-control measures in the
cities of that county alone. The State
Engineer estimated that, for a water level
of 3 feet above mean sea level, which is
2 feet below the level of the Reber Plan,
5100,000 annually would be required
for additional seepage pumping in the
Delta tegion alone.

The County of Santa Clara, in its pres-

""age

50

PACIFIC MARINE REVIEW

entation. indicateil its present difficulties
'with Hoods in the lower regions of the
(County, and viewed with alarm any in-
crease in water levels and the consequent
more devastating effect ot any Hoods on
chf valuable agricultural and industrial
l.uuK of that county. The City Engineer
ol Stockton concurred in the objections
111 the Delta region to the Rebcr Plan
III I fiotcd the necessity tor increased
piiniprng of sewage and storm waters and
|iciinted out that the large areas of the
( ir\ of Stockton would be subject to
imiridation.-

In one area of the Bay region alone.
ii.iinely. Santa Clara County, the in-
. u.ised expense of waste treatment would
In very high, and, were industry forced
In meet this burden, it would either shift
die bases of its operation or have to pass
on the increased costs to the consuming
public.

I'hc Board concludes diat the Reber
PI. Ill would greatly increase the com-
plex ity and cost of the sewage and waste-
disposal problems throughout the areas
linrdcnng on the proposed lakes.
hulustritfi
The adoption of the Reber Plan
wiuild have a very widespread effect on
existing industries and the existing in
du.strial pattern in the Bay region.

The southern shores of San Francisco
Ba\ have been the scene of a major in-
.ki St rial development based upon the
siil.ir evaporation of salt water. The re-
sult.int salt and allieit industries repre-
sent an investment of approximately
^. Ml, ()()() ,000. These industries would be
eliminated entirely if the lower arm of
the Bay were made into a fresh or brack-
ish water lake. At the public hearings,
.1 ureat deal of adverse testimony on the
Rclxr Plan was introduced by the vari-
ous salt companies through their con-
sultants. The protest by one salt com-
pany expressed the opinion that the eli-
mination of this salt industry would also
Ijhave a dampening effect on the industrial
development of the entire west coast.
\ In addition to the destruction of this
Jmajor industry, as indicated above, the
•Reber Plan would have a definitely ad-
verse effect upon the operations of the
relineries in the Richmond area. The

construction of one element of the Reber
Plan would cut in half the existing re-
hnery of the Standard Oil Company of
Cal.fornia and the north dam would re-
tard the distribution ot its petroleum
products by denying ready shipping ac-
cess to the company's existing facilities.
A similar statement objecting to the
Reber Plan was entered by the Tide-
water Associated Oil Company.
Vnheriei

The Federal and State agencies con-
cerned with the safeguarding of the fish-
ing industry viewed the far-reaching ef-
fects of the Reber Plan on the fisheries in
the ,San Francisco Bay area with alarm
at the public hearings. They stated that
the salmon run would be reduced ma-
terially, if not entirely destroyed. It was
estimated that the construction of the
Reber Plan would result in a loss of
Siri,()()0,000 annually to fisheries alone.
Economic Veaubilily

Estimates of the cost of the Reber
Plan, including the resultant damages,
vary over a wide range. A rough, inde-
pendent study of the major factors by the
Board indicate that the direct cost of
the plan would be at least S4 15,000,000,
mcluding damages to contiguous prop-
erty, amounting to approximately S5(),-
OOO.OOO. The opinion of the Alameda
C!ounty Committee was that the cost
would be as high as SI .500.00(),()0().

In addition to the direct cost of the
project, consideration must be given to
the indirect costs, some of which are
tangible and capable of monetary assess-
ment and others of which are intangible,
but, nevertheless, of great importance.

Appendix No. 1^ assesses a cost of
SI, 000,000,000 to these inherent dam-
ages. A partial list of the items included
are as follows:

(a) Delays to navigation

( b ) Added cost of dredging San
Francisco Harbor and entrances.

(c) Destruction of existing ports and
port facilities.

( d ) Loss of valuable water resources,
(e) Inundation of delta lands and

other low-lying areas.
( f ) Increased protection costs for

non - inundated levee - protecteil

(gj Increased pumping cost of drain-
age and sewage systems in low-
lying areas.

( h J I ncreased cost 6f proper sewage
and waste treatment in bay com-
munities.

( i ) Destruction and dislocation of
industry.

Natioiuil Delense

The Reber Plan sets aside extensive
areas for military and naval installations.
However, no indication was given of
the magnitude in dollar value of the
military installations which would be
eliminated or made ineffectual by the
adoption of the plan. Substantial portions
of the national wealth have been invested
in the facilities of the shipyards at Mare
Island and Hunters Point. These facili-
ties have proved their adequacy in sup-
port of the late Pacific War. If the Reber
Plan were adopted, it would jeopardize
the mobility of any of the Heet units at
either of these shipyards.

In their reply to the Board's inquiry,
military and naval commanders in this
area indicated the opposition to the
Reber Plan and some stated that the ad-
ditional military facilities proposed as
one of the advantages of the plan are
neither necessary nor desirable.

Damage to the locks or dams by
enemy action or sabota.ge would render
impotent ships and shore facilities with-
in the lake areas. No responsible naval
commander could afford to sacrifice the
mobility of his command by basing it
behind dams and subjecting it to the
transit of narrow channels and locks in
the event of a required sortie.

General Conclusion of the Board nilh
Respect to the Reber Plan. Overwhelm-
ing opposition to the plan by State,
County and City authorities, together
with commercial and military interests,
was presented at the public hearings.
After careful consideration of this and
all other factors involved, the Board has
reached the conclusion that the Reher
Plan would result in (he dislocation of
industry, is economically injeasihle and
:s untenable from the standpoint of nati-
^^ilion and national defense.

BOOK mm

THE FRACTURE OF METALS by M. Gansamer, E.
Saibel, J. T. Ransom and R. E. Lowrie, published by the
American Welding Society; 58 pages; Price Sl.OO.

In publishing this report to the Bureau of Ships of
the U. S. Navy, the American Welding Society has pro-
vided means for engineers and designers to intelligently
approach the problem of fracture. The report simul-
taneously is a summary of reviews of the literature and
i direct interviews with outstanding men in the field. As
I such it represents a compilation of the present knowledge
i of the laws and the fundamental mechanism of fracture
! in one booklet for ready reference.

The booklet is divided into two parts. P.irt 1 uicludes

APRIL • 1948

the original survey of the literature and an analysis of
the theories of fracture and applications of principles,
while Part II serves as a supplement in that it uses the
framework established in Part I to clarify new develop-
ments in the theories of fracture and plastic flow. In
addition to the extensive bibliography of approximately
300 references, a recommended research program is
outlined.

This booklet and THE PROBLEM OF FRACTURE
by John HoUomon, which was published about a year
,igo by the American Welding Society, make it possible
to visualize if and how many of the confusing theories
are related to each other.

Page 51

Vew Ship Structure Materials

(Continued from March issue)

By DAVID MacINTYflE

Head Marine Section, Development Division

Aluminum Company of America

ALUMINUM

The commercial history of alumi-
num started in 1886 with the dis-
covery of the electrolytic process for
separating aluminum from its ores,
made almost simultaneously by Hall
in the United States and Heroult in
France. Two years later, the Pitts-
burgh Reduction Company, later to
become Aluminum Company of
America, was founded to develop
the Hall process. While aluminum
is the most plentiful metallic ele-
ment in the earth's crust, it is never
found as free metal. The metallurgist
makes it available from its native
ores by refinement and electrochemi-
cal processes. Aluminum thus had to
await the advancement of science

and modern technological develop-
ments to make the metal available
for use.

It was not long, during the early
days of commercial development,
that aluminum, because of its light-
ness, was adopted for the building
of small boats. In 1891. France used
the metal for yacht construction.
Two years later, a torpedo boat with
an aluminum alloy hull was built
for the French Navy. This 60-foot
vessel, using a 6% copper alumi-
num wrought aUoy, was specified
not to exceed 1 1 tons light dis-
placement and to have a speed of
18% knots on a full speed trial of
two hours with a 3 ton load. Her
engines were triple expansion with

Page 52

a water rube boiler and indicated
275 to 300 H.P. on trial. Actually,
her trial speed averaged 20 ¥2 knots
on a displacement I ton below con-
tract! Building of this vessel re-
vealed the alertness of naval author-
ities to the possibilities of the light
metal for increased speed, armor and
armament of warships. Though this
torpedo boat was a real credit to
naval architects and builders, the
choice of alloy indicated that the
metallurgy of aluminum alloys was
still in its infancy, many of its char-
acteristics unknown and some mis-
understood.

Technical research in the early
days of commercial aluminum was
virtually unknown. Cut and dry
methods were generally resorted to
with aluminum as with other metals.
Technical control was limited sole-
ly to the chemical laboratory for
checking quality. Mechanical test-
ing was performed by outside prov-
ing agencies. Aluminum was used
only where it could be afforded in
marine applications.

An outstanding early example
where the metal's lightness was util-
ized to improve stability and sail-
ing qualities, was in the Herreshoff
designed yacht "Defender," built
secretly as America's contender for
the International Cup Races in
1895. Her alimiinum alloy plates
and shapes were rolled in a steel
mill and cast aluminum fittings were
used above the waterline. Prior to
this time, only a few aluminum
boats had been built in the United
States, principally for Arctic ex-
5. ploration. Launching of the "De-

fender" provoked a series of sensa-
tional stories, describing the failure
of her aluminum strucmre. Gov-
ernment authorities condemned the
metal and her builders and other
experts were involved in endless
controversy. 'While actual structural

PACIFIC MARINE REVIEW

failure had not occurred until long
•ihcr the races were won, salt water
inJ corrosion had finally overcome
.1 construction using bronze rivets
.Hill aluminum plates. Such bad prac-
racs, coupled with adverse publicit)'
and relatively high prices of alumi-
num ( ingot was selling at 55 cents
pi r pound and sheet at 82 cents and
up), confined marine uses of the
iiRial to a bare minimum for a few
n.iwil and other highly specialized
.ipplications. Not until thorough
metallurgical studies had developed
proper alloys, and tests had proved
tiiem could the marine engineer ac-
cept aluminum alloys.

Following the interest in the
novelty and enormously increased
a\ailability of aluminum made com-
paratively cheaply by the Hall-Her-
oulr process, aluminum and alumi-
: num alloys continued to be used for
the building of boats and yachts and
for minor installations aboard larger
of years. Numerous sporadic at-
tempts were made to design and
build speed boats and fresh water
pleasure craft. Vessels such as the
,\quitania," built in 1914, and the
aircraft carriers Saratoga and Lex-
/i/'.;/i)ii, completed just after the
W'.ishington Disarmament Confer-
(.ncL-, successfully used aluminum
tin electrical bus installations.

Ir was not, however, until 1912
that the metallurgist really opened
rhf way to new uses formerly only
1 1 reamed of. In that year, it was dis-
uivered that certain wrought alumi-
num-copper-magnesium alloys were
susceptible to heat treatment pro-
ducing mechanical properties equiv-
alent to mild steel. Original alloy of
this type was trade-named Dura-
lumin in Germany and became Al-
coa 17S in the United States. Con-
siderable research had to be done to
establish the proper constituents and
qualities of this alloy. For example,
it was found that it did not possess
{ the requisite high resistance to sea
t water corrosion, though all alumi-
I num alloys are generally highly re-
I sistant. Aluminum Company of
America, both before and after the
, establishment of its modern Alumi-
num Research Laboratories at New
Kensington, Pa., discovered and de-
veloped many new alloys having
specific properties for which uses
were rapidly developed. In some
cases, alloys were developed for

specific uses. One of this type mar-
keted in 1931, was a non-heat treat-
able aluminum-magnesium alloy, de-
signated 52S, with a remarkably
high resistance to sea water corro-
sion and good mechanical qualities
in sheet and plate forms. About the
same time Alcoa alloy 53S was also
introduced for commercial pur-
poses. Of the aluminum-magnesium-
silicide type, this alloy was heat-
treatable, almost equal to 525 in
resistance to sea water corrosion,
and had higher strength than 525.
It was produced in sheet, plate and
both rolled and extruded shapes,
and was also used for rivets of ex-
cellent characteristics.

The Washington Disarmament
Conference in 1922 imposed restric-
tions on the displacement of war-
ships. In effect, it again forced the
attention of naval authorities to alu-
minum for aid in gaining the ad-
vantages of light weight. With the
introduction of alloys having good
resistance to sea water corrosion and
high strength, structural possibilities
of aluminum became apparent and
attractive to authorities. Full ad-
vantage was subsequently taken of
aluminum in the installations made
aboard the German pocket battle-
ships.

It is interseting to note that ir
was again military necessity which
reintroduced large scale aluminum
ship construction, 30 years after its
first marine debut. Lightness of the
metal aroused the interest of Amer-
ican naval engineers, since the core
of the naval limitations of arms was
the fixed limit of displacement.
Earliest substitutions made were
largely for furniture and for this
purpt)se builders used Alcoa 35, a
non heat treatable maganese-alumi-
num alloy of excellent corrosion re-
sistance but comparatively low
strength. With aluminum only one-
third the weight of steel and the
total weight of furniture aboard a
batdeship exceeding 100 tons, con-
siderable tonnage savings were ef-
fected when aluminum furniture
was eventually adopted as standard.
This apparently minor application
proved the worth of the metal so
that by 1933, when the new U. S.
Naval building prograin was begun
to offset threats of war in Europe
and the Orient, the Navy and Alcoa
were fully prepared to develop the

latest strong aluminum alloys for
structural applications aboard new
warships. Catapults for aircraft car-
ried aboard battleships and heavy
crusiers, and elevators on aircraft
carriers soon led to the use of these
alloys for bridges, deckhouses, masts
and yards on destroyers and cruisers
and for the palisades of aircraft car-
riers.

With experience gained in the
performance of light alloys and the
intensification of naval building as
a part of the guarantee against
threats of war abroad, aluminum
was designed into later vessels hav-
ing regard, in addition to gains in
speed and armament, to the im-
provement of stability and the ad-
vantage of the non-magnetic quality
of aluminum located near compasses.
By 1940, extensive use of aluminum
by the Navy for topside structures
had expanded to almost 100 modern
warships and certain Alcoa alloys
had been standardized for the work.
At this time, an aluminum hulled
U. S. Navy destroyer had been de-
signed, and, but for the imminent
danger of involvement of this coun-
try In World War II and the al-
most complete transfer of the alumi-
num industry to supplying the sud-
denly expanded building of mili-
tary aircraft, would probably have
been built. Actually, the Navy found
itself at the outbreak of war with
many up-to-date vessels whose ex-
cellence was in some measure due
to their use of aluminum alloys.
Many of them served with distinc-
tion. Some saw their finish in glori-
ous action while others today are
ending their careers at the ship
breakers. With naval building cur-
rently in the pause to reconsider the
strategy and logistics of naval war-
fare, of new weapons, and defenses
against them, in the harnessing of
new sources of energy for armament
and propulsion, aluminum alloys
are being given major considera-
tion to again prove their worth in
the Navy of the future.

In the early I930's when the Navy
began to utilize strong aluminum
alloys in warship structures, for-
ward looking minds in the alumi-
num and shipping industries were
contemplating their possibilities for
merchant vessels. Where naval ves-
sels could afford to pay higher pre-
miums for greater efficiency made

APRIL • 1948

Page 53

Ship Structure IHaterials

possible with these alloys, shipping
operators had to ponder well the
magnitude and economics of those
applications for the several types of
vessels considered. Lacking experi-
ence, naval architects and marine
regulatory bodies were hesitant to
introduce or approve aluminum al-
loys, such as Alcoa 52S and 53S,
without adequate test data to sub-
stantiate them.

Unlike other industrial arts, pro-
gress in shipbuilding has always
been properly restrained by estab-
lished practice, but has regrettably
often been retarded by an undue
respect for it. This is understand-
able, since merchant vessels, their
complements and cargoes are not
considered expendable, but must be
safeguarded through conservative
design, construction and inspection
to avoid disastrous results in oper-
ation in the form of costly repairs
or alterations, loss of life, ship or
earning power. Those agencies re-
sponsible for the preservation of
high standards of strength and safety
in merchant ships, are unlikely to
risk their reputations without com-
plete assurance that new ship struc-
ture materials will equal standards
established with long accepted ma-
terials.

On the other hand, failure to
recognize new materials in the con-
struction of ocean-going merchant
ships, could prove as disastrous as
inadequate manning or lack of naval
protection. The internationally com-
petitive character of the business of
water transportation can easily lead
to previous adoption of new ma-
terials and techniques by competi-
tors, with all the advantages occur-
ring to them from such enterprise.

Fortunately leadership exists and
even before the introduction and
enactment of the Merchant Marine
Act of 19.36 to foster American
foreign shipping, practical experi-
mental tests were started by Alumi-
num Company of America to pro-
vide essential data necessary for de-
velopment and approval of their
recommended alloys. Several mer-
chant ships had aluminum struc-
tural installations made. A large size
section of a Coast Guard cutter was
built, using standard shipyard equip-
ment and practices, and moored in
the historic salt waters of Hampton

Roads in 1935 to prove the high
corrosion resistance of marine alloys
52S and 53S. This vessel, the "Alum-
ette," after 12 years of simulated sea
service, has completely justified the
claims of her sponsors. Corrosion of
the vessel, even on the unpainted
areas of the underwater hull, is neg-
ligible and her structural integrity
is unimpaired. Bare steel, with its
progressive type of corrosion, would
long since have been eaten away
through sponging and flaking and
the vessel holed and sunk. The self-
stopping type of corrosion in sea
water peculiar to aluminum com-
pletely arrested itself after slight
pitting within two years. It is an-
ticipated on conclusion of these
tests after a life of 20 years that the
"Alumette" will not exhibit any ap-
preciable further corrosion.

About the outbreak of World
War II, a higher strength wrought
alloy suitable for marine work was
developed, perfected and introduced
by Aluminum Company of Amer-
ica. Designated 6 IS, it is similar to
the aluminum- magnesium -silicide
alloy 535, but also contains Vi^r
copper. It behaves much like its
predecessor under corrosive condi-
tions although 53S is slightly su-
perior to 61S in salt water or ma-
rine atmospheres. Alcoa 6 IS, how-
ever, has much higher strength in
all forms and tempers than 53S and
has slightly better workability. With
a guaranteed minimum yield
strength of 35,000 pounds per
square inch in its fully heat treated
temper, 61S-T6 is stronger than
mild steel. Because of the volume
of aluminum alloys required for air-
craft construction during the war,
6 IS was not used in marine work
except for emergency military pur-
poses. Its war service was so con-
vincing as to all-round superiority
for marine purposes, that it was
quickly adopted for a number of
post-war merchant ship structural
installations. Today, it is accepted
as standard in this country for hulls,
superstructures and much equip-
ment.

The first major aluminum alloy
structural mstallation made in a
merchant ship was carried out in
Denmark in 1939 using materials
furnished from Norway. This in-
stallation, made in the M. V. "Fern-
plant." utilized about 14 tons of

aluminum alloys in the superstruc-
ture, including bridges, replacing 40
tons of steel. The aluminum-mag-
nesium alloy used was similar to
Alcoa 5.2S. "Fernplant" escaped the
Nazi invasion of Norway and Den-
mark and saw considerable service
throughout the world under war-
time conditions. Her almuinum in-
stallation has given such satisfaction
to the owners that they are having
similar installations made in three
sister ships building in Italy to
Norske Veritas Rules and propose
to use 61S-T6 alloy.

This is a change from past ship-
building practice in Europe, where
non-heat treatable wrought alumi-
num-magnesium alloys for ship con-
struction have been used because of
their high resistance to sea water
corrosion and good strength. The
British Admiralty specifies a mag-
nesium content as high as 7'( for
such wrought alloys. It is doubtful,
however, if those alloys with a 5'v
magnesium content or above have
a wide range of application in view
of their susceptibility to stress cor-
rosion after exposure to compara-
tively low heat. The Admiralty also
permits .15*: r copper content in
aluminum-magnesium alloys,
though they express a specification
desirability for none.

Since World War II, several im-
portant merchant ship structural in-
stallations have been made and addi-
tional ones are currently being plan-
ned and carried out in the United
States and Canada. All of these in-
stallations are of riveted construc-
tion and utilize 61S-T6 for plating
and framing with 53S alloy rivets.
The U. S. vessels are designed ac-
cording to American Bureau of
Shipping requirements and the
Canadian vessels to Lloyd's approval.

Three combination vessels, "Del
Norte," "Del Sud," and "Del Mar,"
built in 1945-6 by the Ingalls Ship-
building Company, Pascagoula, Mis-
sissippi, for the Mississippi Ship-
ping Company are equipped with
streamlined stackhouses. Each in-
volves the use of 1 1 tons of alumi-
num alloy in its ".uperstructure.
These vessels, frequently referred to
as the "first of the light tops," have
been in regular service between
New Orleans and the East Coast of
South America since early in 1947.
Their aluminum installations are
(Please turn to page 981

Page 54

PACIFIC MARINE REVIEW

Modern Oil Tanker Design

f Continued from Murch issue)

By FRANK L. FAVLIK
Sun Shipbuilding and Dry Dock Co., Chester, Pa.

Three systems of hull framing are presently employed
in tanker design, viz: longitudinal, transverse and a com-
bination system using longitudinals on the bottom shell
and deck with transverse framing for the wing tank por-
tions.

The longitudinal system is most commonly used m
this country. Continuity of longitudinal at the oil-tight
bulkheads is usually maintained by through brackets.
The span of the longitudinals is limited by practical con-
MJerations to a maximum of 12' 0" by equidistantly
sp.iced deep transverse web frames. The webs are trussed
in the wing tanks, and are two or three in number, de-
pending upon the length of the tank. At the ends of the
vessel a gradual transition should be made from longi-
tudinal to transverse framing, wliere the latter system is
generally used because of much ship form. An over-
lapping or scraping of the framing should be incor-
porated in the structural design. The spacing of trans-
verse bulkheads has gradually increased, so that cargo
t.uiks are now about 40' 0" long. This is approved by
the classificarion societies providing the structure is so
designed as to withstand the dynamic stresses set up by
the surging fluids in the tanks.

The design of transverse and longitudinal bulkheads in
the cargo space employs either corrugated plates or the
plate and stiffener type of construction. The corrugated
construction, some forms of which are patented, results
in a bulkhead of lighter weight for equivalent strength.

Because of the corrosion factor the thickness of the
upper strakes of bulkhead plating should be increased
above strength requirements, in accordance with classifi-
cation society recommendations.

The majority of modern tankers have two longitudinal
bulkheads in way of the cargo oil space, dividing the
hull transversely into a center tank portion flanked by
wing tanks. This arrangement enables a rnore efficient
distribution to be made of the material entering into the
hull girder, simplifies piping arrangements, and facili-
tates loading and ballasting the ship. The longitudinal
bulkheads are usually spaced a distance apart equal to
about one half the beam of the ship.

CofTer-dams located at both ends of the cargo oil space
are required by the classification societies. "They should
not be less than .t' 6" long in order to provide practical
working clearances.

There are arguments pro and con for the location of
cargo pumproom amidships or aft. The amidship pump-
room serves as a coffer-dam, between the forward and

after sets of tanks and facilitates the transportation of
two grades of oil in one shipment. The center of gravity
of the cargo is located further aft with this arrangement;
tlierefore the center of buoyancy must move aft, result-
ing in a more favorable distribution of displacement.
The longitudinal bending moment in the hull is reduced
in the sagging condition with the pump room amidships.
The location of the pump room aft eliminates the
need, at least in part, for the after coffer-dam with the
consequent gain in cargo cubic and saving in weight of
one bulkhead. The pump room can be reduced in size
because the prime movers for the cargo pumps can be
located in the engine room, the shafts being fitted with
stuffing boxes in way of the bulkhead. As a result of
trim, cargo drainage to pumps by gravity may also be
cited as an advantage, together with shortened lengths
of steam piping to pumps.

Accommodations

The hull structure in way of the ends of deck erections,
including shell, upper deck and fashion plates, requires
.idditional strengthening because of high localized stresses
in both hog and sag conditions, and the welding requires
extra attention.

Excessive streamlining of deck house structures is un-
called for. A pleasing appearance combined with appro-
priateness of purpose can be attained without going to
extremes. The "Chinese Wall" effect at bridge and poop
fronts can be eliminated by slightly curving tliem in plan,
and by logically stepping back the hou.ses at each level.
The bridge erection should be arranged to straddle two
sets of cargo tanks so that cargo hatches will be clear of
the enclosure. Because of reduced freeboards, the elevat-
ed fore and aft walkway between erections is a rule re-
quirement.

The use of light weight alloys has not been presently
applied to tanker deck house construction. Although
there is a saving in weight amounting to about 28 per
cent, the cost is more than doubled. The weight of house
structure that might be adaptable to this construction
would be approximately 120 tons on a 500 ft. Ship.

The tanker is at sea about 300 days per year; accord-
ingly the standard for living accommodations should be
above average in order to reduce the turnover of per-
sonnel. Typical gross special allowances for licensed per-
.sonnel are about 90 sq. ft. per man; for crew members
about 55 sq. ft. Many owners favor individual staterooms
and bath for officers, and one or two person staterooms

APRIL • 194

Page 55

for crew members. There is an increasing tendency to
provide recreation rooms for officers and crew. Bulk-
heads in way of accommodations are of light steel or
metal clad asbestos board construction; fitted with hol-
low metal doors. The furniture is usually of metal con-
struction. The trend in heating and ventilation for ac-
commodations on tankers is to install warm air systems,
utilizing the ventilation air for the heating medium, and
providing about a five minute air change.

Pump room ventilation is an essential requirement,
and commonly consists of a liberal natural supply com-
bined with a mechanical exhaust system. The exhaust
duct take-ofTs are located about 18 inches above the
bilges and maintain an average air change of about five
minutes. Fan motors must be spark-proof and must not
be located in the pump room or air stream. Fan impellers
should be made of brass or aluminum.
Hull Fittings

The mooring fittings, scuppers, deck fittings, etc. are
usually weldments or steel castings and should be of sim-
ple and rugged design. Rail stanchions should have an

ample cross section to withstand bending due to nommal
shock and heavy seas, and valve stems projecting above
the weather deck should be protected by suitable deck
stands. Where there is any danger of creating a spark in
the presence of explosive vapors by steel striking on steel,
one of the parts involved should be made of a brass com-
position.

Hatch openings in the upper deck should be cut in
the lighter strakes of plating, and the center tank hatches
should be staggered with respect to the pairs of wing
tank hatches so that in the transverse plane a minimum
of area is removed from the deck section. The hatches
have circular steel coamings, welded, 3' or 4' diameter,
30" high; fitted with hinged flat steel covers or dished
heads made oil tight at the joint by heavy flax or neo-
prene gaskets retained in a steel channel. The covers are
made fast by several dogged bolts or by a strongback
locking bar spanning the diameter, and are fitted with

VAPOR CONTROL system of an oil tanker is shown in drawing.
The vapors which rise tronn the partially-filed cargo tanks emerge
from a vent at masthead where they can be dissipated into the air.

Page 56

PACIFIC MARINE REVIEW

■' ullage covers with spark screens. The covers are raised
mechanically by a lever arm, pivoting about the hinge
pins as a fulcrum and actuated by a screw and nut de-
vice. Some of the companies have used cast aluminum
alloy hatch covers that can be handled manually. An idea
that has been propounded, and has merit, is the fitting of
.1 second and somewhat smaller hatch in each cargo tank

I tor the purpose of providing cross ventilation.

In each tank, coffer-dam, etc. a bleeder plug, prefer-
ably of stainless steel, should be fitted so that the com-
partment can be drained when the vessel is in dry dock.
The use of brass plugs in tankers engaged in the gasoline
trade is not recoinmended because the threads become
corrosively worn away.

The cargo loading and discharging nozzles are usually
amidships and suitable derricks should be adjacently
located for handling the oil hose. Two 2 ton booms should
be stepped on each kingpost so that the hose may be
suspended in a bridle arrangement over the side. The
running rigging should consist of manila rope and wood-
en blocks to eliminate the spark hazard.

Propulsion Machinery

The selection of the power plant for a tanker design
is predicated upon several factors, viz: owners preference,
reliability and simplicity, cost and ease of repairs and
maintenance, economy of operation, weight and space
requirements and capital investment. Each factor must
be considered and its importance analyzed from the
standpoint of making the vessel an economical carrier
for the entire period of its life expectancy. In the last
analysis the effect of all combined factors in reducing
the cost of transporting the cargo in cents per barrel
governs the choice.

A brief analysis of these factors seems in order. Own-
er's preference may be based upon a satisfactory expe-
rience with a certain type of prime mover and that he de-
sires to maintain similar units in his Heet for transfer
of parts and personnel. Reliability and simplicity are con-
sidered as they affect design, materials and construction,
assurance of maintaining schedules and absence of
mechanical failures at sea. The tanker, because of its
short turn-around period, has no time for extensive re-
pairs and maintenance. Economy of operation presently
stresses fuel economy as the major factor, but lube oils.
etc. must be considered. The weight element is reflected
in a loss or gain of deadweight, and similarly space re-
quirements affect cubic available for cargo. An expen-
sive machinery installation may be the cheapest, provid-
ing that a low fuel economy is realized and that low re-
pair and maintenance costs are effected.

Types of tanker power plants presently installed in-
clude: geared steam turbines, turbo-electric, direct Diesel,
geared Diesel and Diesel electric. The first three embrace
the great majority of tanker installations. Gas turbine
installations, although promising in regard to fuel and
weight economics are still in the experimental stage of
development, and nuclear power is the germ of an idea
for the future. The trend in the U. S. A. has been to
favor the steam propulsion plant installations, whereas
in Europe the internal combustion engines have taken the
lead. In the U. S. A. the majority of shipyards purchase
rhc propulsion machinery from a sub-contractor and in-
st.iil it in the vessel. From the angle of installation costs

there is little to favor either the steam or the Diesel job.
As regards operation and maintenance there is a relative
parity between the turbine plant and Diesel plant.

The cross compound turbine plant, using double re-
duction gears, has the advantages of light weight cohi-
bined with flexibility of arrangement and low spacial
requirements. It has steam in abundance for pumping
cargo, steaming out tanks etc. The present practice favors
steam conditions at 450 psi., 750 F. total tempera-
ture, but the trend is definitely upward. The main steam
piping installations have usually been of carbon steel
for the above steam conditions; for steam at temperatures
of 750" F. to 900° F. carbon-moly pipe has been used;
.md above this the practice seems to indicate chrome-
moly pipe as required. In a comparison of weights with a
Diesel installation, the feed water and greater amount of
fuel required must be taken into account.

The turbo-electric installation was brought to the fore
by the manufacturing exigencies created by World War
II. It is a reliable power plant, possesses great flexibility
for maneuvering and can easily meet large steam and
electric port requirements. The source of power is alter-
nating current supplied at 2400 volts to the propulsion
motor, 440 volts to auxiliary motors and 115 volts for
lighting. As compared with the geared turbine job there
are slight increases in fuel consumption, plant weight
and cost.

The direct Diesel installation lias a higher plant weight
due to two factors, viz; increased weight of propulsion
machinery and weight of boilers required for cargo use.
This is more than oflPset by the weight savings effected
by greater fuel economy, reduced water requirements and
the ability to carry a greater cargo deadweight. With
only normal care the maintenance costs are comparable.
The present trend toward higher propeller speeds re-
flects an advantage to the Diesel plant because lighter
and smaller engines can be used to develop the same
power.

The present maximum power requirements for modern
tankers are under 15,000 S. H. P. The power plant is
usually designed as a single screw installation as this
arrangement combines advantages of minimum plant
weight and special requirements together with highest
propulsive efficiency. Auxiliaries driven by electric mo-
tors generally use direct current, 2.^0 volts, but there
are some A. C. installations. The lighting circuits usually
operate at 1 1 5 volts.

Table IV has been prepared on a percentage basis for
comparison of a geared turbine plant (450 psi. — 750°
F. ) and a direct Diesel plant for a 500 ft. tanker, develop-
ing 6000 S.H.P. at about 95 R.P.M., cruising radius of
10,000 nautical miles. The relative fuel economies for all
purposes have been assumed as follows:

Geared turbine plant — 0.59 Ibs./SHP hr.

Direct Diesel plant — 0..^8 Ibs./SHP hr.

TABLH VI

Geared Turbine Direct Diesel

Hull & Outfit 20.1'; 20.19;

Propulsion Machinery 3.0'r 4.69'

Fuel 4.9% 3.2%

Fresh Water, Stores, Crew 1.4'~<' 0.6%

Cargo m6'; 71.5%

{Please turn to pane 75y

APRIL • 194

Page 57

Port Engineer of The Month

SAN FRANCISCO

RAY SAMPLC

DF MATSDN NAVIGATION CDMFANY

A veteran on the seas, Ray Sample has sailed on the
freighters Manukai. Makenu, Maunalei, Maliko, Mauna-
li'ili, Mikiki, Mala, Maui, and Golden Kauri, and on
the passenger vessels, Mariposa. Monterey. .Matsonia. and
Lurline.

Born in Brockton, Massachusetts, Ray began his career
after graduation from the Massachusetts Nautical School
in 1918. He sailed for six years in a licensed capacity in
the engine departments of various steamship companies
on the East Coast and then joined Matson in December,
1925 as Fourth Assistant Engineer on the Manukai.

After serving as Chief Engineer during the war ( 1940-
44), Ray came ashore in March, 1944 as Assistant Port
Engineer. Upon the retirement of Henry Wolters in
February, 1946, Ray became Port Engineer for Matson.

Ray is a member of the Board of Governors of the
San Francisco Society of Port Engineers.

Page 58

--With The

Above, three tables at March meeting o' Port Enqinee-s
Society of San Francisco. Center picture shows, left to
right: Ray Sample, Matson; 1. B. Chapman, American
President L^nes; President Phil Thearle, USAT: Speaker
Harry Gamlen; N E. Walterspiel. Windsor Fuel Co.: and
Ed Graff, Grace Lines. Mr. Gamlen's talk on boiler treat-
ment is published in part on Page 61.

PACIFIC MARINE REVIEW

Port Engineers-

On page 60 of this issue appears a roster of
inembers and officers of the Society of Port Engi-
neers, Los Angeles.

A roster of members and officers of the San
Francisco Society appeared in the March issue of
the Pacific Marine Rcvieir.

The type of higiily informative programs being offered
at meetings of the Port Engineers Societies is suggested
by the following schedule of the San Francisco Society:

April — Sooi Blowers

May — CO, and Radar

June — Combmtuin Control Boards

JUI-Y — Steam and Electric Drives

August — Application of Bottom Faint
APRIL • 1948

Roy Campbell

Port Engineer of the

I.DS ANGELES - LONG BEACH HAHBDH

RDY CAMPBELL

DE CAMPBELL-JACKSON

The sea has always held a fascination for Roy, who
has really been around. A native of Australia, he left
there in 1916. At the youthful age of 15 he went to sea
on the SS Cripple Creek and West ]appa for Frank
Waterhouse and Company. The Hawaiian Islands lured
him in 1920 where he .served his apprenticeship in the
machine shops of the Catton and Neil Iron Works.

Off to sea again in 1921, he sailed on the West Nilus
for Matson.

On Richfield ships from 1927 to 19.t6, Roy served
in all capacities up to chief engineer. He was second as-
sistant on the SS Tamibua ;rhen she went aground at
Pidgeon Point in 19.^1.

Roy served as assistant engineer for General Petroleum
in 19.38 and was with Consolidated Steel in 1941 as
first marine machinist and later as trial chief engineer.
As owner's representative, he went on the maiden voy-
age of Consolidated's first C-1, the /l,c;;r/wo«/e. In 1941
he went on the third C-l, Alcoa Pennant, to Honolulu,
arriving at Pearl Harbor December .30 of that year.

Roy worked under Harry Summers for one year at
the American Bureau of Shipping and under Paul V.
Gaudin for three years as assistant superintending en-
gineer for American Pacific ( formerly Los Angeles
Tankers).

He is now an engineer wih Cam]-)bcll-Jackson Marine
Surveyors.

Page 59

MEHBEIiSHIP ROUEH

SOCIETY OE POHT mmm

m yOELES

Wm. Anderson Keystone Shipping _ 1015 Chestnut St., Philadelphia, Pa.

John R. Black Amer. Bureau of Shipping 106 East "F" St., Wilmington, Calif.

S. F. Boomer Lloyds Register of Shipping 2460 Cedar Ave., Long Beach

R. R. Campbell 222 W. 20th St., Long Beach

Fred Cordes Deconhil Shipping Co 305 No. Avalon, Wilmington

Geo. W. Curran Amer. Pacific SS Co 365 W. 7th St., San Pedro

R. H. Cyrus. Union Oil Drawer 846, Wilmington

Joe Dennis Craig Shipbuilding Long Beach

Dave DeRochie . Pacific Marine Review 816 W. 5th St., L. A.

Dan Dobler Texas Co P. O. Box 755, Wilmington

H. Dreggors . Amer. Pacific SS Co 365 N. 7th St., San Pedro

C. T. Duggan Amer. Pacific SS Co 365 N. 7th St., San Pedro

H. M. Gaither Isthmian SS Co Pier A, Long Beach

Paul V. Gaudin.. Amer. Pacific SS Co 365 W. 7th St., San Pedro

Glen Gulvin Amer. Pacific SS Co 365 W. 7th St., San Pedro

Bert L. Hale ...Marine Solvents Corp 216 -2nd St., Seal Beach

J. T. Hare . U. S. Maritime Commission Ill W. 7th St., San Pedro

Ed. L. Harris Uhlin Machine Works 1435 So. Beacon St., San Pedro

Geo. Hoxie Amer. President Lines Berth 155, Wilmington

C. L. Jackson Jackson-Campbell 2539 E. 3rd St., Long Beach

M.H.Kelly Richfield Oil Co 1400 W. 7th St., Long Beach

Lloyd L Kennedy 2009 Averill St., San Pedro

Ed Lawlor . Amer. Pacific Lines 365 W. 7th St., San Pedro

Ed Markey Union Oil Co Drawer 846, Wilmington

H. W. McEwing. 2174 Magnolia Ave., Long Beach

Geo. H. McCoy Marine Solvents 2427 Pine Ave., Long Beach

Harry Miller 1253 Sunside Co., San Pedro

H. Neergaard Burns Steamship Co Box 247, Wilmington

C.W.Peterson The Texas Co 24413 Deepwater, Wilmington

Carl Reed Richfield Oil Co 1400 W. 7th St.. Long Beach

Tom Rhodes The Log ! 124 W. 24th St., Los Angeles

Lloyd Richardson ; 305 N. Avalon Wilmington

G. A. Robinson L B. Marine Repair 1409 W. 7th St., Long Beach

Wm. Scott Catalina Island SS Co Box 847, Wilmington

C. T. Solomon 106 E. "F" St., Wilmington

C. P. Snively Amer. Pacific SS Co 2181 Chestnut Ave., Long Beach

Harry J. Summers Amer. Bureau of Shipping 1217 So. Leland, San Pedro

J. L. Wosser Matson Navigation Co _ 5530 Telbury, Long Beach

Banning P. Young 810 N. Fries Ave., Wilmington

1948 OFFICERS

Joe Wosser, Preudent
Dan Dobler. Vice President

Page 60

Bl'RT Hale. Secretary

Alex Robinson, Vice Secretary

PACIFIC MARINE REVIEW

How to Cet the Host
Out of Your Fuel Oil Dollars

Hy H. liAMLEN

Nearly twenn' years ago, I stood be-
fore a similar group of San Francisco
Port Engineers, and announced two im-
portant discoveries pertaining to the
fireside of steam boilers, — namely, that
boiler metal, with particular reference
to the radiant heat section, underwent
a chemical change to become a sulphide
of iron; and that deposits of combus-
tion commonly called "soot" were not
carbon compounds, but instead, compo-
sitions of silicon, aluminum, iron and
calcium sulphates, sulphides and oxides.

Today these truths are even more
evident, due to increasingly poorer
grades of fuel, higher rates of combus-
tion, more square footage of radiant
tube surface, and closer spacing of
tubes; and 1 should like to have you
become acquainted with the analysis of
an average sample of oil, and follow

•Paper presented by H. Gamlen, Pres-
ident and Chief Engineer, Gamlen Chem-
ical Company, before the Port Engi-
I neers' Association of San Francisco, Cali-
fornia, March 3, 1948, at the Whitcomb
Hotel.

Notice; The bulk of material con-
tained in this paper was taken from
material covered in prior copyrighted
articles bearing the following notice:
All rights reserved — not to be repro-
duced in whole or part except by writ-
ten permission of H. Gamlen, Gamlen
Chemical Company.

APRIL • 1948

Harry Gamlin giv-
ing talk at Port
Engineers' Society
of San Francisco,
March 3.

its journey through the supply tank, the
heater, the burner, the chemistry of
combustion, the formation of combustion
deposits, theif analysis, and finally con-
trol by chemical means.

A few years ago the National Asso-
ciation of Power Engineers conducted
a survey and showed that approximately
half of the heat value of fuel burned
under boilers was wasted; most of it by
way of the smoke stack. It is, of course,
impossible to convert all of the heat
value of fuel into useful energy, but we
can go a long way toward obtaining
higher combustion efHciencies in many
plants.

For instance, an improperly instructed
fireman may assume that he is doing a
good job in maintaining smokeless com-
bustion, but the fact remains that such
practice may be costing up to 10% of
the total fuel consumed.

High percentages of carbon dioxide in
flue gases can also account for false
economies, but in my experience, one
of the chief losses results from ineffi-
cient or insuflicient combustion caused
by the high interfacial tension of the
oil itself, due to small amounts of
water.

Practically all crude oils produced con-
tain salt water, either in a free state,
or in the form of an emulsion. It is
estimated that of the total of 2,200,000,-
000 barrels of crude oil, over 400,000,-
000 barrels recovered yearly is in a
highly emulsified state.

The primary methods for breaking

up emulsions are the addition of chemi-
cals, by applications of electricity, heat
and pressure, or a combination of these
methods.

Difficulty with fuel oil actually starts
at the well, where the crude is produced,
for as previously mentioned, practically
all crudes produced contain a certain
amount of salt water.

In an emulsion, the internal phase is
the emulsified element.

Figure 1 shows a typical example of
a loose emulsion, which clearly de-
scribes the internal phase. Note that the
droplets are of various sizes. Whenever
the water is free, some of it will sep-
arate on standing. Of course, the gravity
of the mass has considerable influence
on this action. If the emulsion is un-
stable, and it is well to remember that
it can be both stable and unstable, much
of the water can separate out, leaving
the stable emulsion still 'in suspension
in the oil.

Fig.

However, each time the oil passes
through small openings, subjected to
pressure, caused to surge through pump
chambers, or wire-drawn, so to speak,
through partially open valves, a condi-
tion or process is set up which tends to
break the water droplets into finer par-
ticles, and create the condition known
as a "tight" emulsion. It is this condition
that helps to create the sludge with which
we are all familiar.

This sludge and muck accumulate on
tank bottoms and tank sides. The suc-
tion line of the fuel pump collects sludge
and muck. Liver-like substances form in
the fuel pump. Heavy collections of car-
bon compounds form in oil pre-heaters;

Page 61

FUEL OIL mum

strainers become clogged.

When burning this oil, carbon forms
on the burner tips. Frequently there is
excessive sparking, poor atomization, oil
sprayed on side walls, and in many instal-
lations, heavy chunks of carbon form in
the furnace, smoky flames, etc. Of course,
some of these combustion troubles are
undoubtedly due to equipment, and
some to improper handling, or insuffi-
cient knowledge of proper practice.

Oil storage tank troubles are due
primarily to the formation of sludge in
the bottom of the tank. Sediment due to
foreign substances, such as sand, is sel-
dom serious. In cold climates where heat-
ing coils are installed, excess heating
carbonizing and water leakage are also
quite troublesome.

You will remember that practically all
fuel oil contains a certain amount of
water, in either stable ( emulsified, tight ;
or unstable (loose) form. In addition,
tank sweating and leaks after the oil has
been received, plus ballast water, pro-
vides another direct source of water
contamination.

Although it will surprise many, the
analysis of sludge shows that it is a
composition of emulsified oil and water,
with the water content sometimes rang-
ing up to 75% of the volume. Most
sludge, as many engineers are aware,
will not burn, nor is it dissolved by
mineral spirits, kerosene, alkalis, or caus-
tic compounds, etc.

The presence of sludge m a storage
tank not only occupies valuable space,
but constantly provides the opportunity
for loose material to break away, and
enter the suction line, causing trouble
at a time when trouble is least desired.
Sludge and muck in suction lines be-
tween the tank and fuel pump can cause
much trouble. It reduces the capacity
of the pipe, and puts a greater load on
the pump, increasing the necessary pow-
er and the cost to pump the required
amount of oil. Remember, everything
that moves, everything that turns, con-
stimting a mechanical movement, costs
money. Every B.T.U. saved is a B.T.U.
earned.

Oil strainers, of course, are a necessity
in any oil burning plant. Whether or not
we can rightfully include this piece of
equipment into our list of troubles, I
am not sure, since its purpose is to pre-
vent trouble by collecting foreign matter
before the oil enters the burner itself,
preventing a shutdown of the fire.

When carbon formations exist on. the
plate or rube surfaces of the oil preheater,
the rate of heat transfer is reduced in
proportion. Carbon formation in oil
heaters is primarily due to excessive tem-
perature, but the presence of water in oil
plays an important part in causing de-
posits to form in oil preheaters. For
instance, when conducting a flash test
on a sample of oil free of water, the sur-
faces of the oil remains quite still, and
the test is quickly completed. When con-
ducting; the same test on oil containing
a small amount of water, the sample

foams, making it difficult, if not impos-
sible, to conduct the test. Pour a small
amount of water free oil on a heated
plate; it will either smoke, vaporize or
burn, depending on the temperature, but
if it contains water, it will sizzle or spit
depending on the temperature of the
test plate.

The Gamlen Chemical Company start-
ed work in 1935, and by 19.^9 had
formed definite conclusions together with
a practical chart for use by engineers. We
called it the "Viscosir>' Temperature
Chart," and, in 1942, we converted it
mto a direct reading scale in three
columns as follows: Saybolt Seconds
Universal Scale, Saybolt Seconds Furol
Scale, and Fahrenheit or Temperature
Scale.

The Saybolt Scales were used because
most oils used in the United States are
based on Saybolt standards. In 1942, we
dressed up the chart in the form of a
thermometer, as it is now so well known
among engineers. ( Fig. 2. )

In using this chart it is only necessary
to know the Furol viscosity of the oil
delivered and, going up the Furol
column, find the Furol figure. The cor-
rect atomizing temperature for that oil
IS found in the Fahrenheit column di-
rectly to the right of the Furol column.

The faster the process of combustion,
the more efficient the combustion. The
flame should be clean, bright, but soft,
and so designed as to almost completely
fill the furnace. Keep in mind that ap-
proximately 50% of the work done by
a boiler is done in the radiant heat of
the flame. Accordingly, a short blasting

VISCOSITY TEMPERATURE
CHART

type of flame, caused by excess preheat
and pressure, is not conducive to effi-
cient combustion and good radiation. In
general, the faster the process of com-
bustion, the more efficient the combus-
tion. Ordinarily, a flame surrounded by
incandescent refractory with its support-
ing and reflected heat, will be more com-
plete and more efficient than when sur-
rounded by water walls. The average
temperature of a furnace surrounded by
water walls is probably 2200° F. In a
refractory lined furnace, much higher
temperatures are obtained.

The combustion taking place in a
common candle flame presents an excel-
lent comparison to an oil flame. The wax
or tallow is a form of solid hydrocarbon.
When we light the wick, the solid wax
is melted and, by capillary attraction, the
liquid carbon and hydrogen compound
flows toward the heat of the flame. A
chemical process is started in which
oxygen from the atmosphere is rushing
at high speed to combine with the car-
bon and hydrogen. (Fig. i.)

By observation, we note there are
three distinct cones in the flame, brought
about by the destructive distillation and
oxidation, changing the liquid fat into
gases. The first cone is blue and trans-
parent, typical of burning pure hydro-
gen. The second cone, formed almost
completely around and enclosing the blue
cone, except at the bottom near the wick,
is a bright yellow to almost white. Oxy-
gen rushing in from the bottom and
sides of the flame, cannot completely en-
ter the envelope and is not sufficient for
the complete combustion of the inner
envelope.

The bright yellow cone is the carbon
cone and, while water vapor is being
formed at the inner cone, carbon dioxide
is being released at the end of the car-
bon cone. However, due to the cool air
surrounding the flame, there is a loss
of temperature on the surfaces of the

M INSTRUCTIONS

A. Limit of pumping.

B. Limit of easy pumping.

To obtain best atomizing temperature
of a fuel oil, determine Furol viscosm'
from delivery slip and select correct tem-
perature in Fahrenheit column.
Operate with atomizer valve wide open
and control b.t.u. release and load with
oil pressure.

Adjust air supply just sufficient to obtain
a smokeless fire, any excess above this
results in a serious heat loss.
Average Bunker fuel contains 84-86^
Carbon, 10-12% Hydrogen, 0.75-1.5%
Sulphur, plus Oxygen, Nitrogen, Mois-
ture and ash.

To find b.t.u. value, multiply percent of
carbon content by 146, the percent of
hydrogen by 620, the percent of sulphur
by 40. Sum totals b.t.u. content. Ap-
proximate.

Each pound of carbon requires 11.6 lbs.
of air for its combustion. Each pound of
hydrogen requires .34.5 lbs. of air. A
small excess is necessary above this exact
requirement.

Page 62

PACIFIC MARINE REVIEW

CANDLE FL

. AME

k—

-Dirty Tail Fnd5

Outer Envelop
Cooled By Sur-
roudinq Afmos-

A

— Produces
Carbon

Dio;.ide

mm

CarbonCone-

w\

Wm

-Produces

Water

HydroqenCone —

H

1

w^r

*"Aif Oiiyqen

Volatile 1

k
¥■

oGCCa 1941.

H.Gomlen.

outer enveli

Fig. 3

nj Jue lo this loss ot
temperature, all of the carbon is not con-
verted into carbon dioxide. Some of it
is converted only to carbon monoxide.
In fact, the dirty tail ends (smoke) at
the end of the flame indicate that some
carbon has not combined at all.

This candle Hanie is surrounded by
all the oxy,i>cn in the world, but it does
not u.se it. It only uses that which this
amount of carbon and hydrogen can
handle under this specific condition, and
both elements are starved because of in-
sufficient temperature. Combustion was
incomplete and inefficient because the
excess air surrounding the Hame cooled
the envelope and slowed down the speed
of combustion.

I will now follow through the process
of combustion, showing particularly the
characteristics of sulphur during and fol-
lowing the process of combustion.
A Typical Analysis of a Good
Quality Fuel Oil

Carbon 83.9%

Hydrogen 11.0%

Sulphur 1.5%

Oxygen 1.2%

Nitrogen 1.2%

Moisture 1.0%

Ash 0.2%

A Typical Analysis of an Average
Sample of Fuel Oil

Carbon 83.2%

Hydrogen 10.2%

Sulphur 2.4%

Oxygen ... 0.6%

Nitrogen 0.5%

Moisture 1.4%

Ash 1.7%

You will note from this sample a
characteristic change. As the hydrogen
content decreased, all of the other ele-
ments increased in proportion. The
B.T.U. value also decreased. It is highly
important, therefore, when purchasing
fuel oil to have a knowledge of the
values of each element, which makes up
the sum total of B.T.U. content.

In order to burn fuel, we must have
■ ixy.wn wlmh is obtained from the at-
mosphere. Air is a mixture consisting
of 1\'7, oxygen and 79% hydrogen and
one pound equals 1 2.1 cubic feet.

Carbon is the principal element of all
fuels. It ignites at from 1450 to 1650
F., and under proper conditions, burns
to carbon dioxide. In passing, if there
is a lack of temperature and /or a limited
air supply, carbon monoxide is formed.

Each pound of carbon requires 2.66
lbs. of oxygen, obtained from 11.6 lbs.,
or 143.7 cubic feet of air, and burns to
form 3.66 lbs. of carbon dioxide. Each
pound of CO.. produced releases 14,600
B.T.U. s of heat. 126 cubic feet of nitro-
gen contained in that quantity of air, is
heated at the expense of the carbon, and
passes to the atmosphere. The percentage
of carbon content of fuel multiplied by
146 equals the B.T.U. value for that
particular element.

Hydrogen ignites at 1190" to 119"
F. and. under proper conditions, burns
to water or steam. Each pound of hydro-
gen requires 8 pounds of oxygen for its
combustion, obtained from 427.3 cubic
feet of air, and producing 9 pounds of
water. Each pound of water so produced
yields 62,000 B.T.U. s. The percentage
of hydrogen present in the fuel, multi-
plied by 620, is the sum of the value
from that particular element in the fuel.
338 cubic feet of nitro.gen from the air
passes to the atmosphere, taking no part
in the process of combustion, except
to control the release of oxygen.

In technical literature of combustion,
authors seldom give sulphur more than
passing mention. The usual remark is,
quote "Sulphur is also present in fuels,
but in such small amounts and of such
low B.T.U. value, we need not consider
It here," unquote. However, we will soon
see just how important it is to the owner
and operator of a steam boiler.

Instead of usin,g one pound of sulphur,
as we did with carbon and hydrogen, 1
will take 3.2 pounds for greater con-
venience. The combustion of sulphur
requires equal amounts of oxygen.
Therefore 3.2 pounds of sulphur requires
3.2 pounds of oxygen obtained from
2304 pounds or 285.4 cubic feet of
air. It ignites at 450° to 850° F., pro-
ducing 3.4 pounds of hydrogen sulphide.
In doing so, it obtained 0.2 pounds of
hydrogen from the fuel.

Hydrogen sulphide is quite unstable
and it quickly combines with oxygen to
produce 6.4 pounds of sulphur dioxide
and 1.8 pounds of water. Each pound of
sulphur dioxide produced releases 4000
B.T.U. s. The per cent of sulphur in the
fuel multiplied by 40 is the sum of the
B.T.U.s released.

Comhustion of One Ton of Fuel Oil
(Fig. 4)

Before continuing with the products
and deposits of combustion, let us take
a glance at a complete picture of the
results of burning one ton of fuel oil
of a given analysis. The right hand
column shows the elements and percent-
age present in the fuel. The second
column shows the weight of each ele-

:OMBUSTION OF ONE

TON' OF FUEL OIL

».' ^.'I^rfl

•"" '

.■ ■■' ■. -•-.."S-.

c

HI 1,660

Si4P6 .1.1

li.e ?36.

".•■I?

—

s

lA 3-'.

1 ,? ?-i

.4

H

i.e s'-.

• '^

M

-2f •>►

...

Wo

.1 2j

1- 1 1

_ 2.00fl!z7.7E2.9U490jll692i 6ol 76.91 91.91 24i ZlJ

Fig. 4

mem. The third column the amount of
air required. The fourth column the
amount of carbon dioxide produced. The
fifth column the amount of water. The
sixth the amount of sulphur. The seventh
column the amount of sulphurous acid
gas. Column eight shows the total of
sulphuric acid produced from 1 "2 (one
and a half ) pounds of sulphur. Column
nine, the free oxygen, and ten, the free
nitrogen. Please note that no excess air
was included. Also the amount of air
for the sulphur was for burning to SO,
only. Finally, add 79% of the air to
column ten.

In burning fuel oil or any fuel for
that matter, it is not sufficient to bring
about complete combustion of the fuel,
but in order to obtain the most economi-
cal performance, we must have fast, com-
plete combustion with an absolute mini-
mum of excess air. Excess air is a costly
error of operation. It enters the furnace
at approximately 70° F., and leaves the
stack, usually from 350° to 700° higher
in temperature. Not only does this excess
air carry heat units up the stack, but as
in the example with the candle flame,
has a tremendous cooling effect, and
slows down the speed of combustion, re-
sulting in lowered economy.

Returning again to emulsion in fuel
oil, it is found that anything that inter-
feres with the surface tension of the oil.
also interferes with the atomization and
vaporization of the fuel at the burner.
It will be appreciated, therefore, that
having provided for the deficiencies out-
lined under the example of the candle, it
is highly important that maximum vapor-
ization be obtained. If oil can be vapor-
ized completely, but not to the state of
becoming a gas, the better the possibility
of thorough mixing with the air supply,
and obtaining the maximum B.T.U. re-
lease from the fuel.

B.T.U. Value in Oil

The average value of a good oil is
between 18,000 and 19,000 B.T.U.s per
pound. One 42-gallon barrel is equal to
315 pounds or 5,670,000 to 5,985,000
B.T.U.s per barrel.

The average B.T.U. release obtained
on boiler installations is only 55%, or
9,000 to 10,000 B.T.U.s per pound of
oil from a potential of 18,500 per pound.
Because of certain unavoidable losses, it
is impossible to get all of the value out
of fuel, but we should get up to 85% of
it.

Since the average value of a barrel of
oil is 5,827,500 B.T.U.s, and the aver-
age value obtained is 55%, it is readily
seen that it is possible to obtain an in-
I Please turn So pa.i;e 7.i ;

APRIL • 194

Page 63

m€RClflL
CRflfT

FLYIIG FOR FISH

Eagle eyes of war trained combac men will soon be
searching the seas for huge schools of tuna in the newest
effort to catch more fish quickly. A new high in seagoing
aircraft carriers was set at San Pedro recently when the
105 foot tuna clipper Calistar, built two years ago at
Harbor Boat Works in Fish Harbor, Terminal Island,
sailed out of port, bound for Mexican waters, with a
four passenger Republic Seabee plane riding securely on
her stern.

A special steel top built above the bait tank on the
Calistar provides the base for a special cradle which car-
ries the tuna clippers "observation plane." The Calistar's
boom lifts the four place amphibian flying craft off its
cradle and lowers it into the water, then picks it up again
and puts it back atop the bait tank. There is still plenty
of room for fishermen to operate beneath the strongly
built cover, and even with the plane aboard it will not
interfere with fishing activities, once the tuna start biting.

At least such is the opinion of Capt. Oren Dickason,
ex-navy man of San Pedro, who with Fred Taylor, ex-

army man of Long Beach, own the Calistar.

Pilot of the spotter plane will be Alvin Walters of
San Pedro, who spent a lot of years flying for the ATC
in Alaska, India, China, Burma and Europe, which in-
cluded 1300 hours in flying over the hump in China.
Official spotter for the cruise will be Earl Peterson of
Long Beach, a veteran fisherman and another ex-service-
man.

Best spotting altitude, the flying fishermen declare, is
from 500 to 700 feet. From that height they can spot
schools of fish at deeper levels in the ocean, and tell
what kind of fish they are. The plane has a crow's nest
beat many ways because it extends the radius the ship
can cover by hundreds of miles. The plane has a cruising
radius of 680 miles and is equipped with two way radio
so that it can talk with the mother ship constantly.

Captain Dickason said the plane would be used for
spotting both schools of tuna and bait. Once the school
of fish is spotted and the Calistar notified the plane will
return to the ship, be hoisted aboard and Pilot Walters

kw Moran Tug Puts To Sea

Latest addition to the Moran Towing i**,: Transporta-
tion Company's sea-going fleet, the Eugenia Ai. Moran.
143-foot, 1900 horsepower, Diesel-electric, former Navy
tug, heads for sea from New York harbor on her maiden
tow under the "M " flag. The SS Willis Vickery. 523-
foot, 10,684 gross tons, C4-S-A1 type vessel formerly
operated by American President Lines in its Around the
World Service, was towed from Pier One, North River,
to the James River fleet anchorage in Virginia.

PACIFIC MARINE REVIEW

and Spotter Peterson will get ready to help with the
fishing activities.

The Calistar brought in 115 tons of tuna on its last
trip which took 50 days. Captain Dickason and his crew,
mostly ex-servicemen, believe they can fill the 165-ton
capacity holds of the Calistar to the overflowing in a
much shorter time by using the spotter plane.

Planes have been used by several tuna clippers in
the past but experiments have not been too successful.
Captain Dickason and Pilot Walters have the thing all
worked out on an economy and operational basis that
they believe will prove successful. The cradle for the
plane is sturdier and stronger than any ever used before
and the plane can carry sufficient fuel to operate over
areas successfully and keep constant radio contact with
the ship.

Anyway, Captain Dickason and his twelve crew mem-
bers hope to be back in Fish Harbor soon, with a full load
of fish, thanks to the new spotter plane.

Top: Tuna clipper Calistar (105-feet) shown at General

Petroleum Van Camp dock. Fish Harbor, just before sailing

for Mexican waters, with the scout plane, Calistar Scout, a

four place, Republic Seabee, on the stern.

Center: Pilot Alvin Walters is shown hosing off the Calistar
Scout. The plane has a wingspread of 32 feet, but doesn't
appear out of proportion on the stern of the ship. It rests
on a special steel canopy fcuilt above the bait tank on the
clipper.

Bottom: Pilot Walters is shown stepping into plane as

Capt. Oren Dickason points out advantages of having

spotter plane aboard. Tuna clipper's boom lifts plane of^

and onto its resting cradle.

Edna C, Veteran of 50 Years'
Lake Service, Gets New Heart

Edna G., an old lady of the lakes will have a new^ heart
(as marine men call a ship's boiler) when spring breaks
up the ice and she starts back to work. For more than
half a century Edna G., a hardworking Great Lakes tug-
boat, had been supplied with steam power by the same
B & W boiler installed when she was built in 1896.
Within the month, she will be equipped with a new
boiler.

Shipping conditions and boiler design have both
changed and progressed in the fifty years since Edna G.'t
maiden voyage. New ships for Great Lakes service are
heavier and more power is required to handle them.
The tugboat will get this added power from a boiler
which fills the same space conditions as the old one but
furnishes greater steaming capacity at lower cost. The
new boiler is a B & W single-pass, header-type boiler,
with a water cooled furnace, and is designed for a pres-
sure of 250 psi with an operating pressure of 200 psi.

The boat is owned and operated by the Duluth,

Missabe & Iron Range Railway Company, Duluth, Minn.,
and the reboilering job is being done at Knudsen Broth-
ers Shipbuilding and Drydock Company in Superior,
Wisconsin.

Edna G. began her career as a Great Lakes girl, How-
ever, she has gone places. During World War I she made
a trip to Hampton Roads for wartime service on the East
Coast. Equipped with her new boiler, Edfta G. is ex-
pected to go back into Great Lakes service as soon as
the lakes are open for shipping in the spring.

APRIL • 194

Page 65

UieDLD
TRflDf

Reg. U. S. Pat. Off.

Undersea Treasure Hunt

By E. 0. SCHARETG'

y UT OF THE SINKING of the Diamond Knot, the
most disastrous collision loss to occur on the waters
of the Pacific Coast, there has come about a dramatic suc-
cess story of a salvage operation so engrossing that it may
well find a place among the already chronicled adven-
tures of the world's undersea treasure hunts.

The story is dramatic because it portrays the vision
and courage of the underwriters who, after sustaining a
cargo loss of approximately $3,500,000, elected to ap-
propriate a sizable fortune for a hazardous attempt to
recover a portion of their heavy loss and at the same time
restore to the world's critically depleted food markets
as much as possible of this cargo consisting of 7,400,000
cans of much needed Alaska salmon. The story is drama-
tic because it portrays the talent and ingenuity of the
marine engineer, who in the face of seemingly insur-
mountable obstacles, devised and directed an operation
which took from the bottom of the sea a precious food
cargo which otherwise would have been left to rot and
waste away. The story is dramatic because it portrays the
skill, daring and sheer nerve of divers, welders, cranemen
and many more members of a great team who fought
relentlessly against strong tides, vicious currents and other
angry forces of nature which appeared determined to
help keep this precious cargo in its watery grave.

Our story has its beginning in mid-August of the year,
at a time when the irritable waters forming the Straits of
Juan de Fuca were hidden from view by a low almost
imprenetrable fog. On these waters bound for Seattle
was the 5,525-ton MS Diamond Knot. In her holds was
stored a rich cargo of choice salmon that had been taken
from the cold waters of Bristol Bay, Alaska; processed
and canned to make up a catch valued at nearly S3, 500,-
000. Nearby was the outward bound 10,681 -ton freighter
Fenn Victory.

A distress call was received from these somber waters

'Marine Claims Dept., Head Office, Fireman's Fund In-
surance Co.

Page 66

Walter Martignoni of Pillsbury & Martignoni,
rine engineers, who was in full charge of salv
operafions.

A motion picture m color showing the complete
salvage operation was shown at the April 1 meeting of
the Accident Prevention Bureau of the VC'aterfront
Employers Association, San Francisco; at the April 2
meeting of the Northern California section. Naval
Architects and Marine Engineers, at which Mr. Martig-
noni and the author appeared to add technical explana-
tions; and at the April 7 meeting of the Mariners
Club luncheon, San Francisco.

PACIFIC MARINE REVIEW

I' Receiving barge in front and salvage barge in rear.

iat about 2 a.m., August I4th. In an.swcr ti) this call, tap-
Itain and crew of the Mathilda Foss and the Foss 21 , tugs
(of the Foss Launch and Tug Company of Tui^boat Annie
fame, sighted the Diamand Knot and Feun Victory at a
place about six and one-half miles off Ediz Hook. In the
black swirling waters and curtain-like fog, the two dis-
abled ships appeared as monsters locked together in a
death grip, drifting west on a strong current. The Fenn
I'liliiry had rammed and cut its way into the Diamond
Kimi at its starboard side between number two and three
holds. Rescue crews fought to free the Dtamond Knot and
,is the work went on, it was obvious the inflicted wound
was fatal.

Death came fast for the Diamond Knot. She was even-
tu.illy cut free from the grip of the Fenn Victory. Two
\n\\ lines were fastened in an attempt to tow her away
ft I '111 the deep, swift waters of the Straits of Juan de Fuca
to shallow, protective Crescent Bay on the Olympic Pen-
insula. But at 9:50 a.m., the great ship was literally suck-
ed down by the vicious currents that run their course near
Tongue Point reef. In a tragic death scene, the heavily
loaded ship rolled on her side and disappeared from
sight under 1.^5 feet of water. On the bottom she rested
on her starboard side with her mast and tangled rigging
reaching out toward the tranquil beach at Crescent Bay —
not more than five hundred yards away.

A survey of salvage possibilities was ordered imme-
diately. First at hand, however, was the important busi-
ness of indemnifying those assureds who had sustained
iCargo losses of tremendous proportions. Among these
|were some of the world's largest food processors and
Ipackers. Evidence of the good faith and service provided
by the underwriters is recorded as follows: Claim in the
amount of S982,258.55 was paid jointly to one of the
principal assureds by the Sea Insurance Company and
Fireman's Fund who with their reinsurers shared the
business for this shipper. In quick succession a second
assured presented claim to Fireman's Fund and was paid
in full the amount, §2,053, .365.68. Four days later the
third principal assured made claim to Fireman's Fund
and was paid in the amount of §369,767.10. Each in-
stance of payment of these large claims represented the
prompt and wholehearted support of reinsuring under-
:writers.

1 There were some who felt that the death of the Dia-
mond Knot could only have as an epilogue a still more
i tragic story of terrible waste. She had taken her precious
food cargo with her to a place where undersea operations
could only be attempted under the greatest of difficulties.

APRIL • 1948

The fast ebbing tides and running currents off Tongue
Point were the strongest to be found in all of the Straits.
It was here that the Straits narrowed to form a neck
through which the waters raced back and forth from
iheir place in the Straits of Georgia and Puget Sound
.uid the sea. Undersea operations under such conditions
could certainly end in failure.

Some found in these challenging difficulties the fight-
ing chance to take back from the sea a veritable treasure
to be valued not only in money, but in its immeasurable
worth to a world in dire need of food. Among those who
recognized this challenge were Richard T. Saunders,
manager of our northwest marine branch, and Assistant
Marine Secretary Arnold R. Bowhay. At the suggestion
of Mr. Bowhay, the underwriters, with the acquiescense of
all reinsurers, commissioned Walter Martignoni of Pills-
bury & Martignoni, marine engineers, to direct salvage
operations. Martignoni's long, highly successful career
had made him well versed in the ways of the sea, and he
above all, was capable of devising and supervising the
best means of bringing the sunken treasure to the sur-
face.

First task at hand was to securely anchor a salvage
barge over the ill-fated Diamond Knot, from which
operations could be directed. No easy task at best, this
preliminary operation added difficulties when divers re-
ported that the floor stretching out from the rocks off
Tongue Point was formed of gravel. Anchors, no matter
how large or heavy, fretjuendy slip from their places
when sunk in gravel.

Martignoni and his crew supplied by the Foss Launch
and Tug Co., strung from the salvage barge an elaborate
network of steel-wire and iron chains to which there

UNDERSEA TREASURE HUNT

were attached eleven large anchors ranging in weight
from 3,000 to 6,000 pounds. When these mammoth
anchors were dropped into the sea, their wire and chain
lines were pulled taut and made secure by four logging
winches which had been placed on the far ends of the
salvage barge. Obstacle one had been overcome.

The real test of ingenuity and courage remained ahead,
however. Adventurous men with all their strides have
devised few methods of going beneath the sea to grapple
effectively with ill-fated cargoes.

During his career, Martignoni had retrieved sunken
cargo by putting to work the very waters that sought to
hold it. It was with such a scheme he decided to pit
his skill against the turbulent and possessive waters
covering the Diamond Knot. He fashioned two 12-inch
pipes of metal and rubber into which air would be
forced, creating a syphon that would literally suck the
valuable cargo from the sunken ship. Close to the under-
water end of this giant syphon, below a second manifold,
he designed four openings through which water at more
than 1 50-pound pressure would be jetted, to burst on
and rip open the cartons containing the canned salmon.
Once free from these cartons, it was hoped the one-
pound cans would be drawn to the end of the under-
water "vacuum-cleaner" to be pulled up and deposited
on receiving scows held alongside the salvage barge.

There was hope in this plan, but no room for abso-
lute confidence. Martignoni had seen the best designs of
engines made futile by a tenacious sea, and he knew
there remained ahead unforseen and unsolved problems.
Precious coins and other small objects of salvage had
been taken from the ocean's floor by the syphon method,
but would such operation safely raise one-pound cans of
salmon?

Over and above the technical problems that might be
solved in diligent study, there remained to be contended
with, the unpredictable, often destructive antics of
weather and sea. The sky held signs of approaching
winter with its strong winds that would sweep heavy
seas against equipment and men. Calendars for the
months to come showed fast-changing tides that in their
run would buckle and tear the syphon pipe line. There
was no time to lose.

Work became intense. From the Tacoma, Seattle and
Port Angeles yards of Foss Launch and Tug Company,
men and equipment were assembled at Crescent Bay.
From California, material was obtained and hauled from
which the syphon line would be fashioned. Special Navy
patent underwater cutting rods to cut the steel shell
plating and heavy framing of the sunken ship, were
flown from Washington, D. C. To ports throughout the
Pacific Coast urgent calls were sent, instructing the best

lUeitLD
TRflDf

Page 68

available undersea divers to travel by air to the scene
of the disaster. On the salvage barge had been assembled
cranes with giant booms and cables to lower into place
the 140-foot syphon pipes. Mammoth air compressors,
jet pumps, welding machines, illuminating plants, logging
winches — in all, twenty-seven pieces of vital machinery
with gas-driven engines were strategically placed on the
barge.

Under the direction of 32-year-old master diver Arthur
Walter McCray, there were added to the machinery on
hand, decompression chambers, divers' suits and helmets,
miles of air and communication lines, lead belts and
shoes, and all the accessories which make up the gro-
tesque uniform that enables men to breathe and work
under water.

Stakes in the battle were climbing high. More than
5120,000 had been expended on equipment alone. Ex-
penses for each day added steadily several thousand dol-
lars to the amounts already expended. There was much
to lose.

McCray and his divers climbed down the ladder at-
tached on the side of the salvage barge, to drop below
the waters to the upper side of the Diamond Knot. At
Martignoni's direction, a 9x15 foot opening was cut
through the shell plating and web frames covering lower
number two hold, where 38,607 cases of salmon were
stored. Martignoni's "vacuum cleaner" was off the draft-
ing board and held in place between the salvage and
receiving barge. On deck the divers' attendants, with the
communication phones pressed hard against their ears,
transmitted information from the divers below to the
crane operators, who lowered the giant syphon. Below,
the divers guided the end of the syphon into the hole
made in the ship. Inside the ship, other divers had made
their way to the cargo and with stevedore hooks had
ripped open a number of water-soaked cartons.

Then, in the din of noise created by the powerful
motors on the salvage barge, orders were given to re-
lease air into the manifold of the lowered syphon line.
There was anxiety in the eyes of Martignoni and his men
as they watched the great syphon pipeline twist and turn
in the water under the force of air and pressure. Its long
neck stretching out of the water and over the receiving
barge shook from side to side. Suddenly, from this neck
there exploded a charge of water and foam which glis-
tened in the sun as it cascaded to the barge below. Then,
the foam gave way to more water until finally a tremen-
dous flow filled the entire opening of the syphon-line
and geysered over the barge. In the stream were shining,
gold-colored cans of salmon!

Martignoni and his men had won the first round in
the battle against the sea. Ahead were sixty days and
nights of the grim conflict. In the log of Captain Loring
Hyde, former salvage master of the USS Discoverer and
an assistant to Martignoni, were written a score of stories
of the defeats and victories which followed. "...
Tuesday, Sept. 10. Strong S. W. wind and sea made up.
Lines let go on receiving scow to tow into Bay for shelter.
Secured syphon, unhooked cranes, lowered booms. Sat.,
Sept. 27. Tide ebbing, divers forced up. Wed., Oct. 1.
Sixth receiving scow with estimated 336,000 salvaged
cans left for Friday Harbor. Tues., Oct. 7. Sudden blow,
rough sea; west syphon broken. Due to strong ebb, pipe
could not be lifted. Delay of 3 to 4 hours. Mon., Oct. 13.

PACIFIC MARINE REVIEW

Twelfth scow with estimated 300,000 cans left for
cannery. . . ."

The words of Loring Hyde's log were cold and factual,
but the incidents he reported made up the despair of
riggers who would sweat and toil to secure a line only
to have it snapped in two by a rolling, defiant sea; the
anxiety and worry of divers' tenders who jabbered nerv-
ously through communication lines to their wards work-
ing among a thousand dangers under a wall of sea; the
cold and weariness that overcame crane operators who
sat in their place through long nights of piercing winds
and he;ivy rains; the courage and stamina of barrel-
chested divers who, after being forced too quickly from
the sea by raging currents, were rushed into decompres-
sion chambers to escape the "bends," their most dreaded
disease; the exhilaration of those who saw the fighting
sea relax momentarily in battle permitting the giant

syphon to pour out 200 gallons of water and 1,000 cans
of salmon per minute.

Each day and night of the conflict brought Martignoni
and his men closer to final victory. A second syphon was
lowered into number three hold to suck at its cargo.
S(X)n the port side of tlie Ditimoiid Knot was almost cut
away and the two great syphons were moved from hold
to hold to take from the sea the precious cargo of food
which it had almost come to regard as its own.

The vision and tlie courage of the underwriters were
rew'arded when finally two-thirds of the choice salmon
was taken from the sea and hauled to canneries at
Seattle, Friday Harbor in the San Juan Islands and
Semiahmoo near Blaine, Washington. Under the strict
supervision of pure food authorities the rich, choice
salmon was recanncd to be released to the world's de-
pleted food markets.

Latin America Prospect List

Twenty-two thousand new names of firms in L.itin
America have been added to the 1948 edition of the
l.atHi America Sales Index, published by Dunn & Brad-
strcct. Inc. This publication, in its tenth year, now
hsis more than 160,000 enterprises in Mexico, Central
.md South America and the West Indies.

li.ich listing contains the firm's name, full address,
pniikicts or services provided, type of business, and
c.ipital rating which indicates financial size and buying
capacity. Bank and port facilities, population, and eco-
nomic activity are listed for each town in the 29 coun-
tries of Latin America.

Clobe Service to Indies

Cilobe Wireless Ltd. opened radiotelegraph service to
the Dutch East Indies, French Indo China, Macao and
M.il.iy States on April 1. Messages are sent from San
Fr.mcisco over Globe's highspeed radiotype circuit di-

rect to Manila and then transferred to Eastern Extension
Cable Co. for delivery in these Far Eastern countries.
The company's vast expansion program contemplates
extension of service to other Oriental countries as rapid-
ly as trade justifies it.

Globe Wireless pioneered in Transpacific radio com-
munications and before World War II handled traffic to
all Oriental points. Manila and Shanghai installations,
lost to the Japanese when hostilities began, were re-
built and service restored in 1946. Other points have
been added as fast as conditions permit and with this
latest tariff amendment approved by the Federal Com-
municaitons Commission, Globe Wireless radiogram
service is now available to the Hawaiian Islands, the
Philippines, China, Hongkong, Macao, Indo China, Java
and Malaya, including Singapore. Globe also operates to
Havana, Cuba.

Left to right: Harold Champlain, Chairman; Harvard P.
Stewart. Vice Chairman; Soule Knapp, Executive Committee;
Leslie White. Secretary-Treasurer; George Crow, Executive
Committee. Not shown are Moritz Jaehnc and William
Warren, both on the Executive Comittee.

I At the Naval Architects meeting in San Francisco April 2, at which the complete salvage operation de
I Treasure Hunt" was shown in a colored film, the above officers were elected.

PR I L • 194 3

Page 69

BULK COPRA
FACILITIES

D im

The Metropolitan Stevedore Co. pioneered the use of
the suction method of handling copra in Long Beach in
1929. Metropolitan has now a fleet of 10 blower ma-
chines, four of which are all electric and six powered
with 8 cylinder Buda Diesel engines, developing 160 H.P.
each at continuous service. The four electric blowers are
mounted on solid rubber-tired chassis. The 6 Diesel
driven blowers are mounted on 3 axle trailers and are
capable of obtaining a road speed of 40 M.P.H. The
overall load rating being 51,000 lbs. These blower ma-
chines were built by the Sutorbuilt Corp. at 2008 E.
Slauson Ave., Los Angeles, which firm is headed by Mr.
Robert S. Clark, one of the original designers of this type
of equipment.

Work has been recently completed by the Metropolitan
Stevedore Co. for six pipe lines into which the copra is
delivered at the Spencer-Kellogg plant located on Cerritas
Channel adjacent to the Ford Ave. Bridge, Terminal
Island.

• AT LONG BEACH

Top to bottom:

Conveyor line running to warehouses.

Typical product recovery unit ennptying into a dry con-
veyor which enables the copra to be dropped wherever

desired.
From the common garner bin through rotary seal valve

and into conveyor line.
Pipe nesting in dock warehouse.

Page 70

4_,oprd being blown into the three product recovery units
and then dropping down into the garner bins.

PACIFIC MARINE REVIEW

H

i;

BEHCH unm

The idea of rhe pipe line, which is 10" Penflex ilexible,
is to deliver the copra from the exhaust side of the port-
able machines into three product-recovery units, located
at the top of the scale house, situated adjacent to the
wharf. The copra then passes from the product recovery
units into three garner bins and is then dropped into
scales located on the top floor of the scale house at which
point it is weighed. After weighing it is then dropped
into a common garner at the bottom of which are two
vane-feeders or seal valves, ( also manufactured by Sutor-
built Corp.) which deliver the copra into a pair of 14"
pipe lines and is then blown into the warehouses some
400 to 500 feet away.

Each pipe line is constructed to handle up to 80 tons
per hour.

An expansion program at Spencer-Kellogg plant is
nearing completion and it is expected that this plant will
crush between 400 and 500 tons of copra daily.

AT OAKLAND ^
Top to bottom:

The Trein Maersk of the Fred Olson Line discharging copra
at the Seventh Street Unit of the Outer Harbor Terminals.
Workmen feeding copra bulk to the pipes of the Port of
Oakland copra blowers in the hold of a ship at the Seventh

Street Unit of the Outer Harbor Terminals.
Port of Oakland copra blowers at work discharging a ship

directly into railroad box cars.

Port of Oakland copra hopper receiving copra at the side

of a ship for loading onto trucks.

Robert S. Clark, one of the original designers of this

method of unloading copra. Mr. Clark is head of the

Sutorbuilt Corp.. Los Angeles.

APRIL • 1948

Page 71

Junior Foreign Trade Association Meetings

LOS ANGELES

B

f: \ 1

W-' _?^S

^K^

>iJrV|

k^^^^B

At the March 9th meeting of the Junior Foreig
Trade Association of Southern California, Gordon Beh
Manager of the Japanese Division of Yaras & Compan
spoke on "Trade and Industrial Reconstruction in Japan
In his talk Behr pointed out the lack of major ra'
materials m Japan necessary for her rehabilitation. Bi
cause of this lack of raw materials, Japan's industri,
chemicals are in short supply and her textile industi
very greatly hindered. Her pre-war sources of suppl
imported from other countries of Asia, are no longi
available since those countries are nearly as destitute ;
Japan. Behr stated that one of Japan's greatest obstacle
to her rehabilitation is her tremendous population c
some 80 million people.

A record crowd attended the meeting. At a recei
meeting of the Board of Directors. Miss Toni Uri;
was voted into membership in the Association, becomir
the second woman member to join.

At the speaker's table, left to right: Brae Loveless, Pacific
Far East Lines; Gordon Behr, speaker; Ed Austin, Yaras &

Co.; George B. Spain, George B. Spain & Co.

Lower picture: Another table at the meeting.

Top picture, below: W. Kendrick, Edwin Harry Pentland,
Ken Hollingshead, Dennis M. Piper, Mel Johnson, Mitchel

J. Simuns, and Arthur G. Schade.
Center, left to right: Irv Augur, Art Anderson, Pat Mc-

Faull, Ed Myers, Herb Porter, and Glen Middlesworth.

Bottom picture: W. F. Ranken, Sudden & Christenson; R. A.

Andersen, S. & C. Overseas Corp.; J. A. Liautaud, Kerr

S.S. Co.; L. J. McCormick, S. & C. Overseas Corp.

SAN FRANCISCO

PagD 72

PACIFIC MARINE REVIEW

FUEL uiL mim

(Continued from page 63 J
crease of 1,500,000 B.T.U.s per barrel
and still fall short of obtaining 85%.
85% value equals 4,953, 3"5 B.T.U.s per
lb. — What we can get. 55% value equals
3,204,125 B.T.U.s per lb.— What we
are averaging. Difference. 1, "^49,250 pos-
sible savings.

All of the moisture that enters into
the process of combustion must be evapo-
rated at the expense of the furnace. Since
most fuels commence a combustion cycle
at about "0° F. and leave the stack at
approximately 400° F., 1200 B.T.U.s arc
wasted for each pound of water in or
with the fuel. In addition, vaporization
of water with the atomized oil inter-
feres with the process of combustion,
preventing efficient combining of the
elements entering the process. As engi-
neers, we know that %vater expands six
thousand times when changed to super-
heated steam. Accordingly, one drop of
water released from an oil burner tip
can cause considerable interference. Some
engineers have the impression that steam
used in the atomizing process, affects the
flame to produce higher temperatures.

To obtain the maximum efficiency
from fuel, particularly fuel oil, it is
very important that combustion be com-
pleted within the cone of the flame,
without any loss of time. It is not only
necessary to effect good atomization, but
also necessary to convert the minute fuel
particles into a gaseous state before com-
bustion can be completed.

If we improve atomization, we auto-
matically accelerate conversion to a
gaseous state, increase the speed of com-
bustion, resulting in more perfect com-
bustion. Reduced interfacial tension, pro-
duced by the use of our fuel oil treat-
ment, is the easiest approach to this end
result.

If sulphur is present in the fuel, as
it always is, it will react with the boiler
metal to form sulphur compounds at
the expense of the metal. The deposits
of combustion will also be compounds of
sulphur.

As the rate of combustion increases
with a relative increase in temperature,
the carbon content of combustion de-
posits decreases rapidly. With modern
firing methods and subsequent higher
furnace temperatures, to find ^% of true
carbon combined in the deposits even
in uptakes and breechings, is considered
excessive. In fact, it is an exception to
find any carbon at all. With these high
furnace temperatures, new combustion
deposits are now formed on boiler heat-
ing surfaces, and they are far more diffi-
cult to remove than those formed by
burning fuel at lower rates of combus-
tion. Much of the deposits which form
on the heating surfaces of modern boil-
ers are such that they cannot be re-
moved by the use of soot blowers alone.
The hard deposits which form on radia-
tion and superheater tubes, and in many
cases which bridge across from tube to
tube, sometimes even nece.ssitate the use
of bars and sledge hammers to dislodge
from between the tubes.

Certainly these products are not
"soot," as defined by Webster. From
personal experience and observations on
some of our most recently installed boil-
ers, deposit removal is quite serious.

While all oil fired boilers do not
create deposit problems to the extent of
plugging tube spaces with rock-like de-
posits, there is hardly an oil fired job
that does not produce a "cornflake" type
of deposit, commonly called fire scale, on
radiation tubes. I doubt if there is an
engineer who has not observed this type
of deposit, given it a snap analysis and
labeled it "carbonized oil."

My analysis of this deposit constituted
one of the principal reasons for the work
we are still doing. I found these "corn
flakes" to be a composition of ferrous
sulphide, ferric oxide and ferroso ferric
oxide (magnetic oxide).

This corn flake structure of deposit is
also one of the principal causes of failure
of refractories installed on furnace floors.
As most engineers are aware, small
amounts of iron hasten destruction of
the best refractories. Unfortunately, there
is no way to prevent the pieces from
falling from the tubes. We can, however,
help to prevent their formation by chem-
ical means, and by so doing, increase the
life of refractories.

As all engineers are aware, when start-
ing a boiler from "cold," the boiler
metal sweats, and considering the char-
acteristics of the gases, and the products
of combustion previously given, we know
that CO,, does not condense. The product
of hydrogen being water or steam will
condense on the cold boiler metal.

Steam and sulphur dioxide combine
quite rapidly during the process of com-
bustion to form another product known
as sulfurous acid. In so doing the 1.8
pounds of water and 6.4 pounds of sul-
phur dioxide obtain 1.6 pounds of oxy-
gen to form 8.2 pounds of sulphurous
acid gas.

During the period of raising steam
in a boiler and bringing up the inside
temperature, the tremendous metal sur-
face acts as a condenser. Sulphurous acid
has a dew point of approximately 309°
F., so you will see that condensation
goes on for quite a long time.

But we are not yet finished, for water
is also condensing with the H^SOa to
produce 9.8 pounds of sulphuric acid
from the original 3.2 pounds of sulphur.
Analysis indicates the final concentration
to be 2H .O— : 2H.,SO,. This continues to
form until the temperature of the metal
exceeds the dew point.

As the boiler is brought up to operat-
ing temperature, the moisture content of
the acid is evaporated, leaving a black
sticky gum deposit on the tubes' surfaces.

Formation of Sulphur Compounds
(Fig. 5)

The liquid acid compounds and gum
drip from tube to tube, reacting on the
metal to form another group of sulphur
compounds.

Sulfuric acid plus iron yields ferrous
sulphate, releasing hydrogen. Regardless
of the type of boiler, if there is sulphur
in the fuel, you will find this characteris-
tic grey-white deposit directly on the

FORMATION rf SULPHUR COMPOUNDS

a The oc.'d K>on
sti'eky Mi bs fane*.

cont«ntoflh* scid
voporatinq, lh«

wfftol •% changed to

of th# a*f*cted f

5S.00^lb».toop.

(.ro*i.rotely 7.000

Fig. 5

metal, and under any othei deposits that
may form.

Now as a further chemical process
continues, the ferrous sulphate loses its
oxygen to form ferric sulphide, silicon,
aluminum, and calcium from the ash
content combine with this product to
form various sulphates, sulphides, and
oxides.

When subject to radiant heat on that
part of the boiler heating surface ex-
posed to the fire, the final reaction of
sulphur is to combine with the surface
metal, to form ferrous sulphide. The
degree of this reaction, and the speed
and extent vary greatly from boiler to
boiler. We do not wish to scare any
engineers or to convey the impression
that your boilers are about to fall to
pieces. One set of boiler tubes may de-
teriorate from sulphur reaction in a
year or two. Another set of tubes may
last 25 or more years. We can prove
definitely that the reaction occurs and
that the combustion deposit formation is
directly proportional to this sulphur re-
action.

It is the opinion of many engineers
that blisters are caused by oil or foreign
matter on the water side of the metal.
However, please note that the position
of many blisters is remarkably coinci-
dental with sulphur dripping from wbe
to tube from the baffle above, affecting
a local area on the radiation tubes. (Fig.

6.)

Rg. 6

It is the opinion of many engineers
that cross checking is due to constant
expansion and contraction of the metal.
That, because the tube is fastened to
the drum at both ends, the bend is the
weakest section. Analysis and observation
also indicate that the lower part of the
bend is the logical position for sulphur
compounds to collect when falling or
draining from upper tubes. In any case
(Please turn to page 106)

j APRIL • 194

Page 73

Marine Insurance

The London Letter

By Dur United Kingdom Cnrrespondent

Chamber of Shipping Report

The portion of the annual report of the Chamber of
Shipping of the United Kingdom which most directly
concerns marine insurance people is that which refers
to the Comiti" Maritime International. The reconstitution
of the "Comite," which held its first post-war Conference
at Antwerp in September last, was, indeed, one of the
most notable events of the year. Its re-establishment,
after a break of 10 years, as the organization composed
of shipowners and other business interests and maritime
lawyers qualified to deal with questions of maritime
law was, in itself, sufficient justification for the confer-
ence, which opened under the chairmanship of the
acting-President, Lord Justice Scott.

Amongst the important matters dealt with at the
Conference, and now commented upon by the Chamber
of Shipping, was the Convention on the Immunity of
State-owned Ships. This Convention, which was drawn
up over 20 years ago but not generally enforced, aims
at international uniformity in providing the same legal
rights in the case of State-owned ships engaged in com-
mercial trading as exist in the case of privately-owned
ships. So far as the Courts in Britain are concerned, this
has now been provided for by the Crown Proceedings
Act, "but the Convention is still necessary," the Chamber
reports, "to enable British private owners to sue foreign
State-owned ships in our Courts and vice versa."

With regard to the rate of interest in connection with
the York/Antwerp Rules, it is now recorded in the
Chamber's report that British underwriters urged the
adoption of a fixed rate of interest not exceeding 4 per
cent, instead of the "legal" rate provided in the Con-
vention (or 5 per cent , if no legal rate exists). The
Conference agreed that the reference to "legal rate"
should be deleted, but did not express any concluded
view as to the fixed percentage which should be adopted.

Air/Sea Salvage is also discussed in the Chamber's
report. The British representatives at the Antwerp Con-
ference urged the need for a clear definition by the air
interests of the nature of assistance which can, in prac-
tice, be rendered by ships to aircraft, before proceeding
with any Convention on this subject, and to the de-
sirability of co-ordination with the Inter-Governmental
Maritime Consultative Organization in the likely event
of this matter being referred to them. On the legal as-
pect, they made it clear that British shipowners would
oppose any provision for compensation for saving life
apart from salvage of property. The matter was referred

to a sub-Committee for fuller study in cooperation with
the Governments and organizations concerned. The
next conference of the Comite Maritime is provisionally
fixed to take place in Amsterdam in 1949.

Uddress Before Liverpool Institute of Export

In an address which he delivered before the Liverpool
Branch of the Institute of Export, Mr. Harold H. Mum-
mery, underwriter and manager of the marine depart-
ment of The London Assurance, dealt with the question
of the theft and pilferage of goods in transit. After
pointing out that there are sitting, at the present time,
a number of individual committees, "studying the ques-
tion of packing, studying this all-important matter of
theft and pilferage, and how the latter can be avoided,"
Mr. Mummery said:

"The secret of combating this evil of theft and pil-
ferage is that an adequate system of supervision should
be set up at all stages of the journey. Thieves are active
during packing, and en route from the shippers' ware-
house to the port; they are active in the area of the port.
In certain instances goods have been stolen whilst on
board the carrying steamer; they have been stolen at
ports of transhipment; and thieves have been active at
the port of destination.

"I would like to couple with my proposal in regard
to the matter of supervision a suggestion that the market
should once again introduce the Institute Theft, Pilferage
and Non-Delivery ( Shipping Value ) Clause. By so
doing, we should throw upon the consignee a greater
sense of responsibility to see that he makes every effort
to take despatch, as provided for in the Institute Cargo
Clauses ( "Wartime Extension)."

Irish Institute

There is a newly-formed underwriting organization in
this part of the world — to wit, the Irish Institute of
Marine Underwriters. The inauguration of this body is
regarded as a valuable adjunct to the British marine in-
surance market — indeed, to the world market. The In-
stitute was created by the three Irish companies, but the
12 offices of British companies operating in the Dublin
market quickly sought membership, so that it is now a
thoroughly representative body. Mr. Carl Briner, pres-
ident of the International Marine Insurance Union, has
sent a congratulatory message to the new Irish Institute
on its formation.

International Marine Insurance Union Meeting

Fourteenth September, 19l8, has been fixed as the
date on which the next annual meeting of the Inter-
national Marine Insurance Union is to be held — the date,
of course, being subject to no change having to be
brought about owing to unexpected circumstances in this
troubled post-war world. The meeting will this time be
held at Noordwyk, in Holland.

Page 74

PACIFIC MARINE REVIEW

OIL mm mm

(Continued from page 57)

Cargo Pumps and Piping

One of the must important features in a tanker is its
cargo pumps and piping. Where a vessel tan dock or
leave without restriction, tiie turn-around period is fixed
by the time required to discharge the cargo; assuming
that all ships' business can be transacted in this time.
Therefore, it is an asset to handle the cargo as rapidly
as possible. For economical operation of the vessel, the
type of pumping equipment should be complementary to
the propulsion machinery installed. The determination
of pump capacities and pipe sizes is often influenced by
the owner's shore facilities, and in many cases the dis-
charge rate of the tanker installation is greatly in exces.s
of the dock systems to which they are connected. The
time interval for handling a full carge varies from ten
to twenty hours. The discharge pressures vary from 90
psi to 125 psi.

The location of the cargo pump room has been pre-
viously discussed. The present trend in the selection of
pumping machinery is to use centrifugal pumps for the
main units, and rotary or reciprocating steam pumps for
the strippers. The main pumps are usually driven by
steam turbines or electric motors. With the midship
pump room arrangement, the electric motors are mount-
ed vertically in a separate gastight enclosure on the
Upper Deck in order to minimize the spark hazard. The
motors are usually of the totally enclosed rype. With the
pump room located aft, the motors or turbines can be
located in the propulsion machinery space, driving the
pumps which are located in the pump room by means of
horizontal shafting through the bulkhead. Totally en-
closed waterproof motors are normally used in this case.
Variable speed controls are installed in both cases.

The cargo lines are usually standard black steel pipe,
maximum diameter 14 inches, with welded flanges. The
joints are made up with trunk board gaskets and are
bolted. Bulkhead connections are weldments consisting
of short lengths of extra heavy pipe penetrating through
the bulkhead and welded to it, with flanges welded at
both ends. Expansion in each line is taken up by some
form of patented or stuffing box coupling or expansion
bend. If a relief valve is fitted on the discharge side of
the cargo pump the valves and other fittings may be of
cast steel. Suction castings are made of cast iron. The
tank valves are commonly gate valves, brass mounted,
fitted with non-rising bronze spindles. 'Valve operating
rods should be of cold rolled steel, have greater strength
than the valve stem, run in straight vertical leads if
possible, be fitted with a universal joint in the line and
be rigidly braced at frequent intervals. Each rod should
pass through a stuffing box at the deck over which is
mounted a fabricated steel deck stand fitted with open
and shut indicator.

The arrangement of cargo piping is dictated by the
trade requirements of the owner. A tanker carrying a
straight cargo requires a simpler system than one that
transports many grades. In any case, cross over connec-
tions should be provided so that cargo may be handled
by any line in any tank, and that simultaneous pumping
can take place with at least two grades of cargo. A pre-

liminary piping arrangement should be prepared in the
early design stages to insure clearances of bulkhead
stiffeners, webs, etc. Suction is facilitated by having the
pumps and suction lines as close to the bottom of the
vessel as is practicable. Main suction lines are usually
laid at the level of the top of transverse floors in the
tanks and stripper lines are reeved through the floors in
way of manhole openings. Stripper lines are usually 4"
or 6" standard steel pipe.

The main loading and discharge connections are
usually located on the Upper Deck, about amidships,
Port and Starboard; in addition some vessels are fitted
with a cargo line over the stern. Hose connections should
be arranged several feet inboard of the rail to provide a
working clearance for handling oil hose.

Tank venting and vacuum relief systems should be
fitted in accordance with the requirements of the U. S.
Coast Guard and other regulatory bodies.

To satisfactorily pump cargoes of heavy oil, it is
necessary to preheat the oil by means of heater coils in
the tanks. Heater coils add weight, increase cost, com-
plicate tank cleaning and cause trouble through freezing
and bursting; therefore they are not recommended as a
routine installation for all tankers. The coils should be
installed at a level of about 6 inches above the bottom
of the tank, and proportioned at the rate of about one
.square foot of heating surface to 125 cubic feet of tank
volume. Steam is usually supplied at 125 psi. The coils,
consisting of 1 ''2 inch extra heavy seamless pipe, are
fabricated by welding.

The hazard of an explosion resulting from the ignition
of hydrocarbon vapors can be minimized by the installa-
tion of an inert gas system that blankets the tanks with
COj, eliminating support of combustion thereby. The
COm is extracted from the flue gases in the boiler up-
takes, passed through a scrubber and cooler, and pumped
into the tanks while the cargo is being discharged. In
the loading operation, the CO_. and accumulated explo-
sive vapors are vented off through a flame arrestor
located at the mast head. Positive pressure is maintained
in the inert gas system through all phases of operation.

All cargo and fuel tanks must be fitted with steam
smothering connections for fire extinguishing in accord-
ance with U. S. Coast Guard Regulations; iVa" steel
pipe is commonly used and the minimum steam pressure
is 100 psi. The machinery spaces and cargo pump room
are commonly protected against fire by the installation
of CO^ systems.

When it is necessary to clean tanks, they are washed
down by jets of hot salt water ( 200° F. ) sprayed by a
special machine at a pressure of 175 psi against deck
heads and bulkheads, removing oil residues together
with accumulations of scale and rust. The tank cleaning
machine is inserted into the tank through a .special deck
plate. It consists of a small turbine driving rotary and
opposed nozzles mounted on a .shaft. The hot salt water is
supplied by the fire mains which are designed to serve
the dual purpose of tank cleaning and fire fighting,
heaters being installed in the line.
Conclusion

The scope of this paper is inclusive of many of the
phases of tanker design. The author has taken the liberty
of presenting only the general aspects of each phase in
(Please turn to page 96 1

APRIL • 1948

Page 75

Admiralty Decisions

By HAROLD S. DDBBS ''Z ^^^ Francisco Bar

WITHHOLDING mmn mm

As a part of the duties of the master while at sea and
in foreign ports, he has the additional responsibility of
keeping complete and accurate accounts of seamen's
wages, drawings and "slop chest" accounts. (Slop chest
is a colloquial description of a ship's commissary.)

Congress has seen fit to enact many laws to protect
the seiiman with respect to the payment of wages and
any other sums due for overtime or allowances of one
kind or another. They must be paid at certain times and
under certain conditions, failing which the master sub-
jects himself to certain lines and penalties.

The case of Shilman v. United States of America and
Grace Line, Inc. decided by the United States Circuit
Court of Appeals of the Second Circuit in the latter part
of 1947, has come to my attention and I believe presents
a most interesting review of the law of rights and lia-
bilities of both the shipowner and the seaman in the
matter of wage demands and forfeitures and penalties.
In the Shilman case, the libellant sought the recovery of
two hundred dollars in wages earned by him as a mem-
ber of the crew of the merchant vessel Eli Whitney. In
the lower court, libellant was unsuccessful, and he ap-
pealed to the United States Circuit Court of Appeals.
The Eli Whitney was owned by the United States and
operated by Grace Line, Inc. as agent, pursuant to the
usual agreement. The libellant was employed on the
vessel as a wiper, and while so employed, earned the sum
of approximately $406.00 as wages between May 25
and August 1, 1943.

One day, during the period of time that the vessel was
in the Port of Tunisia, North Africa, then an active
theater of war, the libellant was arrested by personnel
of the United States Army for stealing an adding ma-
chine from the office of the French Navy. He was tried
before a Special Court Martial, found guilty and sen-
tenced to pay a fine of two hundred dollars to the United
States and to be confined at hard labor for three months.
He served his prison sentence but never paid the fine.
Grace Line paid him the sum of $206.00, which repre-
sented the net sum after deducting the fine of two
hundred dollars. The position of respondents in the
lower court was simply that the United States was en-
titled to the two hundred dollar fine and therefore they
deducted it from the sum due libellant. The Circuit Court
of Appeals reversed the decree as against the United
States and affirmed it as to Grace Line, Inc.

It seems clear from the statutes applicable to sea-

men's wages, that the United States cannot lawfully with-
hold any part of a seaman's wages because of a fine such
as was imposed upon the libellant in the instant cause.
A seaman making foreign voyages is entitled to his
pay within twenty-four hours after the cargo is dis-
charged, or within four days after the seaman is dis-
charged, whichever happens first. Failure to pay without
sufficient cause subjects the master or owner to an extra
payment of double wages for each day's delay. 46 U.S.C,
96, R.S. 4529.

In port, a seaman is entitled to demand one-half of
his unpaid wages, and when his employment is at an
end, he must receive the remainder of the wages due.
So important did Congress feel this provision was, that
the section was expressly made applicable not only to
American seamen, but also to foreign vessels in United
States harbors. 46 U.S.C. 597, R.S. 4530.

Except as expressly provided by law, a seaman cannot
give up any right to wages, or any remedy for the re-
covery of same, even by agreement. A6 U.S.C, 600, R.S.
4535.

His wages are not subject to attachment or arrestment,
even by court action, except that a court is given the
limited power to order wages withheld, only for the sup-
port of a wife and minor children; and no advance as-
signment of wages is valid, except for payment of an
allotment to a relative made out in the manner authorized
and prescribed by law. (46 U.S.C, 601, 38 Stat. 1169
(1915).

Section 682 {A6 U.S.C), R.S. 4580, provides that
where a seaman is discharged in a foreign port, it must
be in the presence of the United States Consul, and,
even before the actual signing off, the master must make
"payment of the wages which may then be due said
seaman."

Section 683 (A6 U.S.C), R.S. 4581, provides that if
the consul fails to require all the wages to be paid to
the seaman when there is to be a discharge in a foreign
port, the consul himself becomes liable to the United
States "for the full amount thereof."

Section 685 (46 U.S.C. ), R.S. 4583, requires the con-
sul to make sure that there is paid at the time of dis-
charge all wages which are due (plus extra wages, in
the event of certain violations of the seaman's contract ) .
The above sections look toward payment to the sea-
man by his employer, at the termination of the employ-
ment, of all of his earned wages, without any deductions
except those which are expressly authorized by statute.
The section prohibiting "attachment or arrestment"
of seaman's wages came before the Supreme Court for
consideration in Wilder vs. Inter-Island Navigation Co..
211 U.S. 239- There a judgment had been rendered
against a seaman in a local court of Hawaii and it was
sought to reach his wages in proceedings in aid of an

Page 76

PACIFIC MARINE REVIEW

execution upon the judgment which had been returned
unsatisfied. The Supreme Court in an opinion by Mr.
Justice Day, after discussing tiie authorities, held that the
act apphed and that the wages could not be seized under
the statute of the Territory. In reaching this conclusion
the Justice said:

"But we are of opinion that this statute is not to be
too narrowly construed, bur rather to be liberally inter-
preted with a view to effecting the protection intended
to be extended to a class of persons whose improvidence
and prodigality have led to legislative provisions in their
favor, and which has made them, as Mr. Justice Story
declared, the wards of the admiralty.' Harden vs. Gordon,
2 Mason, 541, Fed. Cas. No. 6, 047 (C.C Me.).

"We think, too, that the section is to be construed in
the light of and in connection with the other provisions
of the Title, of which it is a part. * * *

"Section 4536, therefore, has the effect of not only
securing the wages of the seaman from direct attachment
or arrestment, but further prevents the assignment or
sale of his wages, except in the limited cases we have
mentioned, and makes the payment of such wages valid
notwithstanding any 'attachment, incumbrance of arrest-
ment thereon.'

"It seems to be clearly inferable from these provisions
that wages which have thus been carefully conserved to
the seaman were not intended to be subject to seizure
by attachment, either before or after judgment. * * *

"'We think that these provisions, read in connection
with sec. 4536, necessitate the conclusion that it was
intended not only to prevent the seaman from disposing
of his wages by assignments or otherwise, but to preclude
the right to compel a forced assignment, by garnishee
or other similar process, which would interfere with the
remedy in admiralty for the recovery of his wages by
condemnation of the ship. These provisions would be
defeated if the seaman's wages, to be recovered at the
end of the voyage, could be at once seized by an execu-
tion or attachment after judgment in an action at law.
The evident purpose of the Federal statutes, that the sea-
man shall have his remedy in admiralty, would be de-
feated, and the seaman, in many cases, be turned ashore
with nothing in his pocket, because of judgments seizing
his wages, rendered, it may be, upon improvident con-
tracts, from which it was the design and very purpose
of the admiralty law to afford him protection."

You have undoubtedly heard the expression that a
seaman discharged in a foreign port is entitled to re-
ceive his wages "without any deduction whatever." A
literal translation of the expression does not satisfy the
rule as it has been followed in practice. For example,
when a seaman refuses without reasonable cause to join
his vessel or absents himself therefrom without leave,
the expense of hiring a substitute may be deducted from
his wages. Other grounds are available to the master for
the imposition of penalties and forfeitures where a sea-
man fails to abide by the statutory requirements.

The appellees cited a number of cases in support of a
set-off of two hundred dollars. An examination of these
cases revealed to the court that they properly fall under
the category of expenses incurred on behalf of the ship

in connection with the voyage. Sometimes they have
related to hiring a substitute for a deserting seaman, or
for securing his return, and other miscellaneous reasons.

In the case at bar the respondents are not seeking to
recover any expenditure caused during the course of the
voyage, or for the benefit of the ship, but to avoid pay-
ment to a seaman on his discharge of the wages he had
earned which the statute says must be then paid. There
is no evidence that the ship or her owner suffered any
lo,ss by reason of the stealing of the adding machine from
the French Authorities which indeed, according to the
statement made at the time of the argument of the ap-
peal, was returned to the owner on the same day. It
seems evident that under the statutes the libellant was
entitled to the payment of the full amount of the wages
he had earned on August 1, 1943 when his employment
terminated and that no authority existed which justified
withholding any part of the wages in anticipation of a
court martial fine which was subsequently imposed, or
to assert a set oft in the present suit for the balance of
libellant's w.ages.

The reason the decree of the lower court dismissing
Grace Line, Inc. was affirmed is that libellant, as a seaman,
sought recovery on a contractual basis of employment,
and whereas in this case the IJnited States was a dis-
closed principal and Grace Line indicated its capacity
as agent, the shipping articles must control and therefore
the agent must be released from any liability. An exami-
nation of the shipping articles quickly revealed that the
United States was disclosed as owner and Grace Line
as agent for the owner.

Some time ago, I reported the interesting case of Hust
V. Moore-McCortnack Lines, 328 U.S. 707, in which the
court permitted recovery under the Jones Act against
the agent or operator of the vessel where the damages
claimed were those for negligence which were imputed
to the operating agent. Libellant, in the instant case,
felt that his claim was one that would be properly assessed
against the agent as well as the United States. However,
as I said before, the basis of libellant's case is contract
and the Hust case is negligence of the agent.

You may also recall the case of Caldarola v. Eckert,
332 U.S. 155, reported to you not too many months ago,
in which a stevedore sued the general agent for injuries
caused by a defective boom on the vessel on which he
was working and the court denied recovery from the
agent.

In other words, the court in each case failed to hold
the agent to be owner of the vessel.

Therefore, in the Shilman case, as a practical matter,
the United States was prevented from bringing a suit
against Shilman because the funds which were still in
their hands were not subject to attachment, arrestment
or garnishment. Because of the nature of the seaman's
possessions, it would be extremely difficult and probably
more expensive than the sum involved, to attempt to
follow the seaman's assets and obtain payment.

A fellow doesn't last long on what he has done. He's
got to keep delivering as he goes on. — CARL HUBBEL.

APRIL

1948

Page 77

Oft tAc 7i/acf4^

Tanker to Carrier to Tanker

With a notable war record behind her, the SS
Sangamon, recently purchased by Hillcone Steamship
Company of San Francisco, is now undergoing recon-
version for use as a commercial tanker just as she was
in prewar days when owned by Standard Oil Company
of New Jersey. She was then the Exfo Trenton. The ship
is being reconverted by the Alabama Dry Dock and
Shipbuilding Company, Mobile, Alabama.

Known as one of the "Old Indispensables" because of
her war record as an Escort Aircraft Carrier, the Sang-
amon was decommissioned by the United States Navy
October 24, 1945. At that time her officers and crew
and accompanying air groups were presented the Pres-
idential Unit Citation "for extraordinary heroism in ac-
tion against enemy forces in the air, ashore and afloat. '

The manner in which the Sangamon was seriously
damaged in the Battle for Leyte Gulf was described in

Navy news releases as follows:

"Although seriously damaged when struck by a Jap-
anese suicide bomber plane on May 4, the Sangamon suc-
ceeded in retiring to a rear area under her own power.
Her outstanding record of destruction to the enemy s
vital ships, planes and emplacements is evidence of the
Sangamon's fighting spirit and the gallantry and skill
of her officers and men which enhance the finest tra-
dition of the United States Naval Service."

The Sangamon's carrier-type acoutrements such as
landing decks and hangars are being removed, and the
ship is being refitted for use as a commercial tanker.

The Esso Trenton was one of the original "national
defense" tankers built in 1939 by Federal Shipbuilding
and Drydock Company. She was 553 ft. overall with a
cargo capacity of 146,024 barrels and a pumping rate
of 8,000 barrels an hour. She was twin screw of the
Cimarron class with a speed of 18 knots.

The Moran Towing & Transportafion Company's

Page 78

an-going tug. Joseph H. Moran II, pulls the Sangamon into Mobile port.

PAG IFIG MARINE REVIE

M

The Sangamon viewed from all sides while in Mobile River en route to the Alabama Dry Dock and Shipbuilding Company.
Top left, the starboard side looking aft; top right, starboard quarter looking forward. Bottom left, port view looking aft; bottom right,

port side looking for-ard. 1/7 />/;„/,.< .,.«;/.s.v ■•/■,ii. & A'l"

Another Cruise Ship for Pacific

The veteran cruise ship George Washington at the Todd Hoboken yard prior to being fully reconverted for the Seattle to Alaska run.
Recently purchased by the Alaska Transportation Company, she was built in 1924, is 390 feet long overall, 54 feet wide, and 17 feet
in depth, with accommodations for 250 passengers, and is expected to be in her new service by May.

• P R I L • 1948

Page 79

KnOUILEDCE IS THE STRHICHT
COURSE TO RDURniEinEnT

by "The Skipper"

Questions Welcomed. Just Address "The Skipper," Pacific
Marine Review, 500 Sansome St., Son Francisco, California

The Use of the Rude Star Finder

Most all deck officers are familiar with the use of the
Rude Star Finder in its most common usage — that of de-
termining the altitude and azimuth of stars prior to ob-
servations or that of identifying stars by their altitude
and azimuth after observation has been made. Such
cases present no problem if the Star is one of the 55
major navigational stars which are tabulated in the
Nautical Almanac. However, we sometimes make ob-
servations of stars which are not listed as major naviga-
tional stars and after failing to identify them on the
Rude Star Finder, throw away the observation. This
is not necesary and in reality indicates one of two things
— either the navigator is quite possibly not too am-
bitious or he lacks some knowledge which is necessary
for the efficient navigator. A little study will reduce these
possibilities to one.

First, let us consider the principle upon which the
Rude Star Finder is constructed. In the center, we have
the Elevated Pole. Around the Pole are equidistant
circles of Latitude or Declination for every ten degrees
out to zero degrees. Outside of this we have a larger
circle graduated in degrees from zero to three hundred
sixty. This outer periphery with the symbol for the First
Point of Aries at the zero degrees mark is set up for
the local hour angle of the First Point of Aries which
we find from Tables 1 and 2, or if you use the Air
Almanac the L. H. A. of the First Point of Aries may
be determined by merely applying your Longitude to
the G. H. A. of the First Point of Aries as tabulated
for the G. C. T. of observation.

If neither of the above methods is available, the
L. H. A. of the First Point of Aries may be determined
by finding the Local Siderial Time and converting it to
arc, using the tables found on Page 2 and 3 of the
Nautical Almanac. These tables are separated into two
groups; the first giving the Greenwich Siderial Time
for zero hours Greenwich Civil Time or the R. A. M. S.
plus 12 hours, and the second giving a correction for
the difference in the speed of the sun and the speed
of the stars for the number of hours past zero hours

Greenwich Civil Time that the observation is made.
(NOTE: Here is where the greatest number of errors
are made in using these tables as this second table is
named Correction for Longitude.) Make sure you pick
out the correction for the G. C. T. and don't stop then
and total up the R. A. M. S. plus 12 First Point of Aries
and the correction for the G. C. T., but add to these
figures the G. C. T. as well. Then total them all and you
have the Greenwich Siderial Time or if you convert
this time to Arc, you have the G. H. A. of the First
Point of Aries. If you apply your Longitude in Time to
Greenwich Siderial Time you, of course, have Local
Siderial Time or if you apply your Longitude to the
G. H. A. of the First Point of Aries, you have the
L. H. A. of the First Point of Aries. REMEMBER THIS:
the G. S. T. and the G. H. A. of the First Point of Aries
are the same except that one is expressed in time, the
other in arc. So also are the L. S. T. and the L. H. A. of
the First Point of Aries the same.

As an example to aid in clarifying the above ex-
planation, let us assume a position in Latitude 20 degrees
North and Longitude 120 degrees West on June 1, 1948
at 0500 L. C. T. or 1300 G. C. T. On pages 2 and 3
of the Nautical Almanac we find: In the first table
Siderial Time of Zero hours G. C. T. In the second
table correction for 13 hours G. C. T. or

h m s
R.A.M.S. + 12'' = 16. - 37 31.8
Corr. for 13^

G. C. T.= 2 08.1

G. C. T. of

observation= 13 00 00.0

29
24

39 - 39.9

G. S. T. = 5 39 -39.9 or

G. H. A. of the First Point of Aries = 84°
Longitude in Time 8 00 00.0— L.120°
L. S. T. =

54'
GO'

58.5"
00.0"

21 -39 -39.9

35°
360°

05' -01.5"
00' -00.0"

L. H. A. of the First Point of Aries=324° 54' 58.5"

Page 80

PACIFIC MARINE REVIEW

In my opinion a simpler and more valuable way of
determining the I.. H. A. First Point of Aries is to
throroughly familiarize yourself with an equation which
should be in the mind of every efiicient navigator. The
'equation is this; The G. S. T. or G. H. A. First Point of
Aries = to the Right Ascension of a star plus the
G. H. A. of that star. So also is the L. S. T. or L. H. A.
First Point of Aries = the Right Ascension of a Star
plus the L. H. A. of the star. This equation is valuable
in more than one phase as far as this article is con-
cerned as you will see as we progress. All that is re-
quired is to take out the Right Ascension of any star
as it is tabulated in the Nautical Almanac for a given
month. Convert this to Arc. Add to this the G. H. A. of
that particular star for Zero hour G. C. T. and the cor-
rection for the G. C. T. of observation as is tabulated
on pages 214, 215 or 216 of the Nautical Almanac. The
total of these is the G. H. A. of the First Point of Aries.

As proof and explanation, let us use the same data
that was given for our previous example. June 1, 1948
0500 L. C. T. Longitude 120 degrees West and at Ran-
dom use the Star Rigel —
h m s
R. A. 5 12 01.4 == 78° 00' 21"
G. H. A. for Oh G. C T. = 171° 22' 36"
Corr. for IS'' G. C T. = 195° 32' 00"

444° 54'
360

57"

G. H. A. First Point of Aries 84° 54' 57"
We differ from the previous example by l."5 — do any
of you navigate to a closer extent than that?

The value of this equation was really the motive for
this article. As previously mentioned many good sights
are thrown away because of being unfamiliar with this
equation and not knowing what to do with a sight which
doesn't seem to work out.

Again as an explanation let us use the data used in
the previous examples, June 1st, Latitude 20° North
Longitude 120° West 0500 L C. T. An unknown star
was observed to bear approximately 060° at an altitude
of 41°. With our Rude Star Finder we set up the 20°
Template with the cross in the center of the template
on the 20° circle with the 0° 180° line passing through
the pole in the center of the Star chart and the degree
mark on the outer periphery of the chart equal to the
L. H. A. First Point of Aries which we found in the
previous example to be approximately 325°. With our
template thus set up looking along the 60° bearing line
at an altitude of 41°, we see that there is no star shown
there. The most common thing to do now is to discard
this sight; but wait, let's use a little common sense. We
know we observed a star at that altitude and approx-
imately that bearing so there must have been one there.
So — by looking at the point of intersection of the 60°
bearing line and the 41° altitude curve we see on the
star chart under the template that if a star had been
plotted there, its declination would have been about
35° North. Now by placing a straight edge of some
kind on our template so that it passes through the Pole
in the center of the Chart and the point of intersection,
we read on the outer periphery of the chart approximately
19°. This is the Right Ascension in Arc. Converting

this to time, we have a R. A. of 1'' 16"". So now we
know our unknown star had an approximate declination
of 35° North and an approximate Right Ascension of
l*" 16™. With this data we can look on page 217 or 218
of the Nautical Almanac and find a star which has ap-
proximately this R. A. and Declination. Here we see
that the star Mirach on Jan. 1, 1948 had a Right As-
cension of 1'' 06"" 48.7* with an annual variation of
-|- 336 seconds or on June 1st, its Right Ascension to
the nearest second was l*" 06"" 50^ and its Declination
on the 1st of Jan. was 35° 20' AA" and increasing at a
rate of 19.1 annually, or on June 1st its declination to
the nearest second was 35° 20' 52" N. So this must be
the star we observed. Now going back to the Equation —
L. H. A. First Point of Aries = R. A. of a star plus the
L. H. A. of the star, we can .see that if we subtract the
R. A. of this star from the L. H. A. First Point of Aries,
we will have the L. H. A. of this star which we need to
work out our sight. So with the L. H. A. First Point of
Aries of 324° 54' 58" that we found in the first example,
we can work as shown here —

L. H. A. First Point of Aries = 324° 54' 58"

R. A. Mirach in Arc = 16° 42' 30"

L. H. A. Mirach = 308° 12^ 18"

360° 00' 00"

"t" East of Mirach = 51° 47' 42"

So, with this Meridian angle and the Declination, we
can solve our sight as we would any other sight and
with an equal degree of accuracy.

The lengthy explanation of this method of using the
Rude Star Finder for the identification of the less prom-
inent stars which are tabulated on pages 217 and 218
of the Nautical Almanac may cause some navigators to
pass it up deciding that this requires too much effort.
However, with just a little practice it becomes quite
simple and at times on some rare occasion, this informa-
tion may be deemed almost invaluable.

In order to get the most from this article, the reader
should have available and use a Rude Star Finder and
a 1948 Nautical Almanac as he reads to check up on
what is actually being done.

Merchant Marine Officers deeded
For hXm Duty

Merchant Marine officers, who are members of the
Naval Reserve, may now apply for one year's active
duty starting July 1, Naval Reserve Merchant Marine
cpresentative in Twelfth Naval District has an-
lounced.

Applicants will be interviewed by Captain F. W.
and lieutenants (jg), preferably without previous
active duty, with deck and engineering classifications
to serve on combat ships, amphibious craft and Naval
transports.

Applicants will be interviewed by Captain F. J.
Wauchope, USNR, Merchant Marine Naval Reserve
representative, 235 Federal Office Building, San Fran-
cisco.

APRIL • 194

Page 81

U&u^. fhtrUtmi Gnum^uL

by "The Chief"

"The Chief's" department welcomes questions — Just write "The Chief," Pacific Marine Review.

CHALK TMKS" M UPPLIED MATHEMHTICS

Blackboard figures I to 4 mentioned in the text.

Gear Ratin For Propulsinn

THE SUBJECT OF THE PROPER GEAR RATIO in
any mechanical or electrical application is as im-
portant as any major factor in the design, yet little will
be found on the subject in the text books or elsewhere.
Its selection is just as critical as the piston diameter and
more important than the selection of the steam pressure.
A 5'r error in the gear ratio gives us a 5'/ error in
the performance. In this CHALK TALK we would like
to make this clear even though the Marine Engineer can
do little if anything about it. He can of course, recognize
improper gear ratio and call it to the attention of the
Port Engineer and Naval Architect.

First, let us make it plain what is meant by gear ratio.
While this is the common term used, a more proper
term is speed ratio. This is because increase in gear
ratio means decrease in final output speed for any speed
reducer mechanism, while increase in speed ratio means
increase in final output speed. Notice that high gear of
the automobile is the lowest gear ratio. To avoid confu-
sion we will use the term speed ratio to mean output
or propeller speed divided by turbine speed. It will be
a fraction such as 120 480. Or if in even numbers it
will be, for instance, 1 to 4 instead of 4 to 1 as is
customary.

The speed ratio is just as important to the ship or

Page 82

PACIFIC MARINE REVIEW

locomotive as it is to the small boy and his bicycle where
the speed ratio is a compromise between that low value
needed for the hills and a high value for the level or
down grade. Every one of our readers, we are sure, has
at one time in his career pushed his bike up a hill
and wondered why he could not ride it up just as he
can walk up. It is all a question of speed and torque
and their product horse-power.

We must start this study from the speed-torque
curves of the engines. Fig. 1 shows these curves for the
engine and the turbine. They are different because of
the different principles involved. In these curves the
abscissa (horizontal calibrated line) are marked oft in
speed units or RPM or N as shown, and the ordinate
is calibrated in torque T pound-feet. (The ordinate is
the vertical calibration.) Therefore, by very definition of
horse-power the area under the curves is numerically
equal to the horse-power at any specific point on this
speed-torque curie. A point taken at rated HP and speed
is indicated and the corresponding area marked out.
The engine curve is difficult to mark out because it must
be taken at a constant cut-off and at a speed ( rated )
much less than it could probably run. Note the limita-
tions, however. As an upper limit of torque we have
the steam pressure and mechanical strength. We must
not increase torque to the point of twisting the shaft
to a permanent set. The area of the piston also limits
torque. Also, we have a limit in speed beyond which
we might wreck the engine. And finally with wide open
throttle and full cut-off as the speed increases we find
that the steam cannot get through the pipe and valves
fast enough to keep the pressure up on the piston, and
torque is reduced.

Similarly with the turbine we find that is surrounded
with limitations. At full steam at the wide open throttle,
the torque at standstill will be in the general neighbor-
hood of 1 Va to 2 times full load normal torque. And
roughly the fullstream runaway speed would be about
twice the rated value. It would burst from excess cen-
trifugal forces long before it reached this speed which
gives rise to the safe sped limit indicated on the chart.

Notice that both the engine and turbine have some
excess HP over and above the rated value to take care
of, providing rated HP at reduced pressures or other
variables.

Now if we were to select several points along the
speed-tnrcjue curve and calculate the corresponding
horse-power we could again plot these values in a curve
which would then be the hp-speed curves. These are
shown in Fig. 2 for both the engine and the turbine.
By nor marking any numbers on the abscissa and or-
dinates we are indicating that these curves indicate
trends only and are to be taken as mathematically correct.
The rated and speed limit lines are shown. Note that
we apparently have limits to the HP. If the reader re-
calls statements made in CHALK TALKS in previous
issues to the effect that we can increase HP with speed
on any engine he may question these limits. With the
engine we can increase HP with speed as long as the
engine stands the stress and we can get the steam out
of the boilers through the pipe and the inlet and ex-
haust valves. With the turbine we will have to increase
the pressure to keep the steam jet velocity up to the
usual value of about twice the wheel blading velocity.

Finally, in Fig. 2 we find the hp-speed curve of a ship.
We call tliis curve the hp-knots curve because the ab-
scissa is plotted in knots of ship speed. Our problem now
is to superimpose the hp-speed curve of the engine or
tuibine on the same abscissa and ordinate's as the hp-
knots curve. If we are careful to plot the knots ship
speed and RPM shaft or turbine sped to an adjusted
scale so that for any particular speed ratio or propeller
pitch any particular RPM coines at the same point on
the abscissa scale as the corresponding knots, then in
plotting both HP-Speed and HP-Knots curves, the curves
will intersect at the point of operation. Note that a differ-
ent HP-Speed curve is necessary for each different
throttle opening, and that the ship operates at the
point of intersection of its HP-Knots curve and the
HP-Speed curve for the particular throttle setting.
Fig. 3 shows these curves superimposed on each other.
The heavy double line is the ab.scissa for the ships
HP-Knots curve. There are three other abscissa for the
turbine HP-Speed curves, one, the upper marked curve
A is for the rated and design condition. The next marked
curve B is for a condition of too low speed ratio or
too high geared. The last is marked curve C and is
for a condition of too high speed ratio or too low-
geared.

Assume that 4000 RPM is the rated turbine speed
and 4400 is the maximum safe speed. Then curve B
with the speed ratio too low finds us up to 4000 RPM
with ship's speed low and ship's required HP low leav-
ing considerable HP capacity in the turbine unused.
In fact, we have to throttle the turbine to keep it from
overspeeding.

And curve C with the speed ratio too high or too
high geared finds us running at only .3200 RPM and
unable to develop the necessary HP at this speed to
bring the ship's speed any higher. Both conditions are
deplorable and inefficient and the only difference is the
gear ratio or speed ratio or propeller pitch. We could
well afford to drydock the ship and change propellers.

The distance line X between curve B and the HP-
Knots curve is excess available HP, not used because of
the speed limit on the turbine. The horizontal line X
is corresponding lost ship's speed. The distance lines Y
show lost HP and ship's speed because of the limit in
the turbine at this too high speed ratio.

Fig. 4 shows a plot of speed-ratio to knots and in-
dicates how critical the selection of this ratio is. We can
definitely lose speed with the wrong ratio. Note that
with a foul bottom we must use another ship's HP-
Knots curve as shown in Fig 5. Here we not only lose
speed but also horsepower that would otherwise be
available. This accounts for the very marked speed re-
duction due to a foul bottom. We would lose only a
part of this speed if we could change the speed ratio as
the bottom becomes foul. In other words a variable
pitch propeller as used by airplanes would be good for
a ship. ( It has been tried and really works but is com-
plicated and expensive. )

Our next article will di.scuss these principles with the
automobile, showing the need for more than one speed
ratio and illustrating the fact that the automobile can
make more speed in conventional gear than it can in
overdrive. The article will also discuss how to recognize
wrong speed ratio in a ship and what can be done about it.

APRIL • 194

Page 83

^oamma ^c^^tA

\mmm% president vmm

VISITS PUCIFIC COUST

Vincent McMurdo. Pacific Coast Manager (left), and James Sinclair, President, Luckenbach S.S. Co.

On an extended visit to the Pacific Coast, Mr. Sinclair told of his company's plans for weekly scheduled operations
intercoastal with its new C2 and C3 vessels, some of which are now being converted in western shipyards.

Page 84

PACIFIC MARINE REVIEW;

in Visits Detroit Diesel Distributor

( Cicnn, Cicnenil Sales Manager. Uetrou Diesel
n lie Division, General Motors Corporation, on a brief
IS In the Coast last month included a visit to the new
)< .if the West Coast Engine and Equipment Com-
i nil Ashby Avenue in Berkeley, the newest distrib-
' Detroit Diesel Engines.

iff photographer met Mr. Genn at the Si\n Fran-
. rport for this picture as he was leaving for the

V. C. Genn, General Sales Manager, Detroit Diesel.

ikey Machinery Founder Dies

arine executives — men of every station who "go
n ro the sea in ships" — were shocked to hear of the
en death, February 29, of C. H. Markey, president
founder of the Markey Machinery Company, of
tie. Mr. Markey died of a heart ailment, after only
ek's illness. He was 70 years old.
, H. Markey came to Seattle 46 years ago from Mil-
cee, Wisconsin, where he was born in 1878. He and
associates built a schooner. The Alice, and for four
s they traded with the natives along the Alaska
it as far north as Point Barrow, bringing back furs.
e founded the machinery company which bears his
e in 1906 and was active in the management of it
intil the week of his death.

uring the recent war, Markey Machinery — a name
idy known throughout the Seven Seas — did much
c for the Navy, designing and producing marine
ary machinery. The founder's son, William Markey,
iversity of Washington engineering graduate, who
been associated with the business for the past two
des, will become president of the Company.

'Ommenting on the Kooistra paper were, left to right, be-
iw: Lester L Westling, Matson Navigation Co.; Marshall
.T. Garlinger, Asst. Marine Supt.. ATS; Walter W. Sand-
sit, York Ice Machinery Corp.; John Marsh, George Swett
& Co.

Naval
Architects

and

Marine
Engineers

Hear

kooistra

on Marine

Refrigeration

(His paper will be
published in a future
issue.)

John F. Kooistra, Carrier Corp.

, P R I L • 194:

Page 85

Pictures taken at the first meeting of the Southern Callfor
Speaker's Table, left to right: Art Pegg, International Paint;
Bureau of Shipping; W. M. Laughton, speaker, General Mar
building Div.; Karl French, Marine Surveyor; Morris Weitiner

nia

C^

apter of

Nav

al Ar

chitects a

d Marine Engin

eers.

W.

P

Warren,

Prin

cipal

Surveyor

of Pacific Coas

t, Amer

aqe

r,

Pacific C

oast

Dist

, Bethlehe

m Steel Compa

ny Ship

5P

ea

er. Chief

Eng

neer

Bethleherr

Steel Shipbulld

ng Div.

At the right

Herb Pickering, W. H. Wickersh,
e of the new officers. Left to ri

im & Co.; Jack Gllbride, Todd Shipbuilding,
jht: Jack Gilbride, Art Pegg, Karl French,

ind Harry Sur

Vew Southern California Chapter,
Vaval Architects & Marine Engineers

With an attendance of approximately sixty members,
the first meeting of the Southern CaUfornia Chapter of
Naval Architects and Marine Engineers on March 2
was a memorable success foreshadowing a bright outlook
for its future program.

The elected officers of the chapter were Karl French,
chairman; Harry Summers, vice chairman; Arthur Pegg,
secretary-treasurer; Herbert Pickering, John Gilbride,
and Kenneth M. Walker, executive committee.

Karl French spoke on the preliminaries to the first
meeting of the organization, and Art Pegg, as secretary-
treasurer, gave a report. The advantages of the society
were outlined by Morris Weitzner, a past president of
the Northern California Chapter, who touched on the
importance of mutual exchange of knowledge, the com-

Around the table are: R. C. Rogers, Marine Interests, Inc.;
Wayne A. Johnson, San Diego Marine Construction; Joe
Hare, USMC; J. C. McKnight, American Bureau of Ship-
ping; Elmer Powell, Bethlehem Steel; John Black, American
Bureau of Shipping; B. C. Knerr, Consolidated Steel.

mon language and common problems facing all members
of the profession, the educational value of speakers for
the organization and the value of group fellowship, and
the benefits of such a group to the Marine industry as
a whole. He also mentioned the problems confronting a
new society in getting capable officers and good speakers.
The success of the Northern California Branch was at-
tributed by him to the assistance of all local marine men
and the publication of the Society's technical papers.
Organizing of the Northern California Society and
the problems incurred in that organization were told to
the new society by past president of the Northern Cali-
fornia Society, William B. Warren. W. Miller Laughton,
another speaker from the Northern California Society,
urged the new Southern California Chapter to remain

Left side of table: Paul Hiller, Paul Hiller Co.; Ed McKen-
lie, C, F. Braun Co.; Sid Griffes, Shell Oil Co.; Tom For-
ster, Forster Shipbuilding Co.; Bill Lambie, Lambie Co.

(end of table).
Others at the table are William Crawford, Crawford Navi-
gation School; C. W. Lapworth, Merle J. Davis & Associ-
ates; Lt. Comdr. Cochran, San Diego Naval Station; Colin
Davies, Consulting Engineer; C. Bruce Newby, Clinton
Newby, Jr.

professional rather than social, and to keep well organ-
ized for united action in their field. He, too, stressed the
importance of technical papers and interchange of knowl-
eilge within the organization.

A paper titled Obsolete Navigation in a Modern
World" was read at the meeting, and the meeting ended
with the reading of the by-laws which were voted on and
accepted.

Top picture, left side of table: W. P. Crawford, Technical
Speaker. Crawford Navigation School; H. B. MacLeod, Re-
tired Commander. USN; Paul V. Gaudin, American Pacific;
Burt Hale. Marine Solvents Corp. End of table: Benjamin
Reed, Naval Architect and Marine Engineer. Right side of
table: Burt Pegg. Marine Solvents Corp.; Pat Ryan, Joshua
Hendy Bill Harrington, Bethlehem Steel; C. J. Aguinaldo.
M<irine Engineer; Phil Finlielstein. Long Beach Naval Yard;
W. C. Harris, Long Beach Naval Yard.

ctur

kins Engln
Hoblit. Lockheed
Johnson. San Diego M
Geary, Long Beach Na
Boat Co.; Art DeFever.
Long, Daii

left side of table: R. J. C
ng Co.; V. W. Hird. Un

md, Ralph Par-
Oil Co.; Fred
Right side of table; Dean B.
Construction Co.; L. E. (Ted)
Architect; Mylos Redos. Harbor
al Architect, San Pedro; Dair N.
Long 4 Associates.

Frank Groves Company E\pan(is

The Frank Ciroves Company re-
cently announced the expansion of
their San Francisco branch. They
li.ive moved to a new, larger build-
mi; at 144 Spear Street, San Fran-
Lis(.(). The company is engaged in
the manufacture and distribution of

Gigy and keays Form hvi Company

M. J. Gigy & A.ssociates, a new organization at 110
Market Street, San Francisco, has just been formed by
M J. Gigy and V. R. Keays both of whom were formerly
with Carswell Marine Associates and Cargocaire En-
gineering Corporation.

They will function as direct agency representatives
on the Pacific Coast for the following companies: Aj-
drich Pump Company, Lake Shore Engineering Company,
M. L. Bayard & Company, Inc., Hydraulic Supply Man-
uf.icturing Company, Piezo Manufacturing Corporation,
7 he Tregoning Boat Company, and Seaboard Machinery
Corporation. Their line of marine equipment will in-
clude pumps, cargo and topping winches, both D. C.
and the new A. C. "Magi \Vinch" and "Siporter" ( Side
PORT loadER), sliding watertight doors and control
mechanisms, metal hatch boards, steel booms, deck boxes,
anticipating governors, rolling hatch beams and several
specialty items.

A large quantity of component and repair parts for
use in connection with this equipment is available and
the company will provide complete engineering service.

power, marine and industrial en-
gineering specialties.

Mdrich Pump Company

M. [. Gigy and Associates,
Market St., San Francisco,

110
and

Arthur Forsyth Company, 3150 El-
liott Ave., Seattle were recently ap-
pointed new representatives for the
Aldrich Pump Company of Allen-
town, Pa., manufacturers of high
pressure pumps for the marine field.

V. R. Keays (left) and M. J. Gigy.

APRIL

194 8

Page 87

The San Francisco Propeller Club Meeting March 17

Twentieth Ann

ual Bilge Club Banquet held in Los Angeles

February 21. Addition

>l pictures

of this group will appear

next

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Page

PACIFIC MARINE REVIEW

International Cementers
Open House

(

\

^MCBp^Ka

1

i

^

i

1

G. S. McLaren (right) was in charge of preparations for

the Open House of International Cementers, assisted by

F. M. Carlisle (left).

At the Open House, top picture, lell i^
right: V, E. Dyckman, The Dow Chemical
Co.; J. D. Chesnut, Executive Vice President
and General Manager, International Ce-
menters: Frank Smith, California Division
Manager. International Cementers; Fred E.
Lusk, The Dow Chemical Co.

Center, left to right: E. P. Hollywood, Ad-
ministrative Supervisor, International Ce-
mente.s; C. F. McMahan, Chemical Super-
visor, International Cementers; Jack S.Smith,
Vice President and Manager of Operations
and Sales, International Cementers.

Bottom picture shows John Petty, Inter-
national Harvester Co., and Jack Smith with
some of the guests.

A gala "open house" party was held recently by In-
ternational Cementers, Inc., to celebrate officially the
opening of their new general offices and service build-
ings in Long Beach. The event was attended by a crowd
estimated at twelve hundred customers, suppliers and
other well wishers from all over the state.

The Long Beach District warehouse, garage and offices
for their cementing and chemical services, completed in
July 1947, and the new laboratory building and ad-
ministrative, accounting and California division offices,
just recently completed, were all open to the public.
All the executive and general offices and the Southern
California service facilities arc now at one central lo-
cation for more efficient handling of their large service
business.

The district service buildings are of coated corregated
iron over steel framework and are well distributed for
efficient storage and maintenance of the massive truck-
ing units, office and laboratory buildings are of con-
temporary design with construction of concrete block
with steel sash. The reception hall of the main building
is a high ceilinged unit from each side of which extend
long low wings which contain private offices on one
side and the general offices, vault, conference room and
utility rooms on the other. The offices are colorful and
well lighted with the outside done in pastel shades of
green and rust, and light and dark green and birch wood
paneling within. An important part of the International
Cementers service is the import pre-job testing which
is conducted in their new modern, compact laboratory.
Perliter and Soring were the engineers for the new
building.

On display at the "open house" were some of the
latest cementing trucks and auxiliary equipment set up
to demonstrate how they perform their important work
in the oilfields. One of the new PL-7 trucks with the
massive pumps capable of developing sustained pres-
sures of ten thousand pounds per square inch and over
was hooked up to a new model "aerated" bulk cement
truck which delivers the cement from the rear of the
container on "ribbons of air." Also shown were export
models of cement equipment and plastic cementing
units. Of more interest to the marine, trade were the
large chemical cleaning units which are extensively
used in the marine field for cleaning boilers and steam-
ship pumping equipment.

New building of International Cementers.

APRIL •

948

Page 89

Duke's Packing Company Opens San Francisco Office

Ronald H. Mercereau, managing
partner of Duke's Packing Company
of Wilmington, announces the
opening of a district office at 400
Drumm Street, San Francisco.

Duke's Packing Company spe-
cializes in marine and industrial
packings adapted for the marine
trade, and in repair and service of
galley ranges which they began
after recently acquiring the Pitts-
burgh Sales Company of Wilming-
ton.

The Southern California Branch
of the Company at Wilmington, of
which L. W. O'Bryan is manager,
maintains 24 hour service and sup-
plies parts at Los Angeles Harbor.

Both the Los Angeles and San
Francisco offices are distributors for
Quaker Pacific Rubber Company,
and the Los Angeles office is a dis-
tributor also for Durametalic Pack-
mgs, Sea-Ro Packings, Rains wood-
metallic packings, Navalon (Ra-
mie), and Stern Tube and Pump
Packings.

The Company expects to extend
range work to their San Francisco
office in the near future.

Left, Ronald H. Mercereau, managing
partner, Duke's Packing Company.

Below, Lawrence T. Mersereau, manager,

San Francisco branch of Duke's Packing

Company.

L. W. O'Bryan, manager, Southern Ca
nia branch of Duke's Packing Co.

Page 90

PACIFIC MARINE REVIEW

mm THE ^[IICH^^T M^RIi

iConliiiued from page -iJi
machinery manufacturer must at all times be in a posi-
tion to furnish men who are fully experienced in marine
installation and repair work, survey mechanical and elec-
trical equipment, conduct tests, and furnish engineering
reports to the ship owners and to their own employers.
For instance if a rotor has wiped a bearing and scored
its journal, the journal will be resurfaced and the bear-
ing remetalled to suit, but the new dimensions of the
journal and bearing will be placed on record at the
factory and distributed to all marine superintendants
and marine warehouses.

The service engineer accompanies the owners rep-
resentative on board new arrivals, his mission being to
advise the owners on the operating condition of the
machinery, to recommend refinements for higher effi-
ciency, or to suggest repairs. This service is highly ap-
preciated by the owners and it is a boon to ships' en-
gineers to know that they will be met upon arrival where
they may freely discuss the operation of their plant.

Service engineers must also be available to supervise
electrical repairs on shipboard and make complete sur-
veys of all electric apparatus. This service is particularly
necessary on account of the switch-over from steam to
electric auxiliaries and on account of the large fleet of
electric-driven tankers and passenger vessels.

The Service Man like the proverbial "Horse Doctor"
must be able to diagnose ailments without the slightest
hint from the patient. He must depend upon his ther-
mometer, his listening device and his pressure gauge, but
above all he must be able to draw upon a fund of ex-
perience which masquerades under the name of wisdom.

Interior Designs For Uruguay

(Conlinned from page 46)
alcoves.

Over the center section is a dome, used in this case
as a main source of illumination for the bar area. The
lighting of the dome emanates from a light trough on
to an off-white sand finish, an excellent reflecting sur-
face. Supplementary to this lighting in the outer areas
of the room are square flush lighting fixtures set into
an accoustical ceiling.

The furniture showwood is a pale rift oak. The ban-
quettes, easy chairs and some arm chairs, are upholstered
in a blue textured fabric flecked with black and white.
Other easy chairs are upholstered in chartreuse top grain
leather. The curtains are white, embroidered in a lineal
overall pattern in rose and grey. The decking is black
rubber.

An unusual feature of the room is the snack grille
where cocktail canapes are prepared. A special cabinet
was designed for the purpose and to permit the cooking
and other utensils to be stored out of sight when not in
use.

Punte Del Este Club — Veranda Cafe

The Punte del Este Club is located at the aft end of
the promenade deck house and overlooks the Lido Court
and swimming pool. Stainless steel doors that open the
aft end of the room completely to the outdoors, creates
a lanai affect. In keeping with the outdoor feeling, the

furniture of this room is treated in a veranda-like fashion
with rattan chairs and tables.

The rather small marine type windows at the sides are
framed picture-fashion with rift oak mouldings framing
the sea vista. These windows pierce an overall painted
wall decoration, executed by Helen Treadwell, of tropical
junglesque patterns. This decor is rendered in three tones
in keeping with the general color scheme; background
of warm brownish-grey with flora and fauna in blue,
with highlights of white. All upholstery in this room
is a bright red plastic-coated fabric.

The small intimate bar is faced with a tufted front
of top grain leather in the same tone as the background
of the decor. The ceiling is silver leaf to catch and
softly reflect the strong accents of the room. The only
curtains in this room are in way of the aft folding doors,
in order that the area might be apparently clo.sed from
the "weather" on stormy days and nights.

The decking is a terrazzo of black marble chips set
in black magnesite.

First Class Dining Room

In the center area of the room, a large round, remov-
able smosgasbord table is located. When this table is re-
moved, large circular area is left to be used as either a
space for entertainment, or a small dance floor.

When motion pictures are to be shown, a concealed
screen is lowered from the lighting trough just in front
of the sculpture. Over the central arrangement is a
curved dome from which the color mood of the room
can be changed at will, for in the lighting trough are
banks of colored lights. These colored lights are equally
balanced primary colors which, when used in full in-
tensity, add up to a brilliant white light and can be, by
dimmer control, changed to any color of the rainbow.
Concealed also in this dome are spot lights, accenting
the smorgasbord table; the captain's table; and the
sculpture.

The flexibility of this room should allow it to be one
of the most useful on the Uruguay.

The ceiling is a dead white marine type accoustical
tile with the dome area in sand finish texture, an off-
white of high reflective quality.

The showwood of the dining room furniture is ebon-
ized. Serving table tops are black plastic and table tops
are black linoleum. All tables are equipped with adjust-
able and removable sea rails. The upholstery mohair is
a green grosgrain.

The outboard linings are equipped with glazed win-
dows in front of the airports. These windows are lighted
from behind and add an outdoor glow to the room. The
windows are equipped with off-white Venetian blinds.

The curtains are green with a lush embroidered pat-
tern in a design which may have been inspired by butter-
fly forms. This embroidery is executed in heavy chenille
in brown, white and yellow.

The decking, which follows the pattern of the circu-
larly arranged tables, is a magnesite terrazzo in two
colors; one, black marble chips with black magnesite;
the other, Verde antique green marble chips in grey
magnesite.

Cabin Class Dining Room

The cabin class dining room is an interesting example
of the blending of old and new. The original mahogany
(Please turn to page 95)

APRIL • 194

Page 91

n [ Ul S FLASHES

SHIP BUILDING REVIVING IN A BIG WAY

Out of the rumors of new ship construction programs come announcements as

follows :

The U. S. Lines has submitted plans for a 48,000 ton liner, and the Mari-
time Commission will seek a special appropriation to cover its construction.

The American Export Lines has invited bids for construction of two 23,000
ton liners, and the Maritime Commission has asked for new bids on the five V-
2000 13,500 ton liners for "Around the World Service." These bids are return-
able April 30 and all five vessels may be built in one yard.

On April 5 Bethlehem's Quincy Yard closed a contract with the Texas Com-
pany for four 595 foot super tankers, and Bethlehem's Sparrow Point Yard has
closed orders for four 18,000 ton tankers and three 28,000 ton tankers.

Navy plans for 49 passenger ships and 104 fast tankers are still in the

rumor stage.

:)c * * * *

MORE ON THE U. S. LINES NEW LINER

The ship designs were drawn by Gibbs and Cox and call for a vessel between
900 and 1,000 ft. in length with accommodations for 2,000 passengers and a crew
of 1,000, speed to be 28'/2 knots. In emergency the soldier capacity would be
12,000 as compared with 8,000 on the America. The Maritime Commission likes the
plans and will presumably ask for a special appropriation and call for bids
about June 1.

UNITED ENGINEERING DEAL DISCUSSED BY MATSON AND TODD

Negotiations between Todd Shipyards Corp. of New York and Matson Naviga-
tion Co. toward purchase of Matson' s subsidiary United Engineering Co. of Ala-
meda are still in progress and probably will "drag on another two or three
weeks." This was the reported comment of John E. Gushing, president of Matson.

*****

TEN NEW FERRIES FOR PUGET SOUND

Nickum & Sons, naval architects of Seattle, have been commissioned to pre-
pare plans for 10 steel auto ferry boats by the Washington State Toll Bridge
Authority for the State. Six are to be 100-car and four are to be 60-car capac-
ity. They are to be of steel, Diesel electric, 16 knot speed, and costing a

total of $8,000,000.

*****

NO SHIPS TO BE TRANSFERRED UNDER MARSHALL PLAN

House action, deleting from the Marshall Plan Bill authority to charter
American ships to foreign nations, was hailed by West Coast shipping as
"apparently removing one big obstacle in the path of long range planning for
American shipping."

Another amendment, by Representative Bradley (R. , Calif.) was adopted re-
quiring that 50 per cent of all ERP cargoes move in American ships.

*****
NEW S. S. AGENCY

A general steamship agency, to be known as Commercial Marine Company,

Page 92 PACIFIC MARINE REVIEW

Inc., has been opened at North Bend, Oregon, to cover the Coos Bay Area, Capt.
W. J. (Whitey) Wilkinson is secretary and treasurer and general manager, and A.
P. Patten, marine surveyor, is president of the new firm.

Capt. Wilkinson spent twenty-two years with the Alaska Steamship Company
and five years with the Nelson Steamship Company. He was the first marine super-
intendent for the Luckenbach Steamship Company in Seattle.

Over one million dollars is expected to be spent in dredging out the Coos
Bay Area so that lumber can be shipped on large ocean-going ships.

STEEL FABRICATING PLANT ESTABLISHED IN RICHMOND

Establishment of a Richmond branch plant of the Butler Manufacturing Com-
pany to offer the West fabricated steel products was announced through the In-
dustrial Department of the San Francisco Chamber of Commerce.

The firm, whose home office is in Kansas City, is located in 12'/2 acres
leased from Santa Fe Land Improvement Company. The new plant will represent an
investment of almost a half million dolllars in building and equipment.

:|e :^ :f: :{: :{:

CHOICE OF SAN FRANCISCO FOR CONFERENCE AFFIRMED

GENEVA, Switzerland (ILO) — The ILO ' s Governing Body, at its December meet-
ing here, affirmed its decision of last July to hold the 1948 session of the In-
ternational Labor Conference at San Francisco.

The session will begin June 17, and will last about three weeks.

EASTERN INDUSTRIALIST PURCHASES S. F. FIRM

Reflecting the increasing interest of eastern industrialists in San Fran-
cisco Bay Region industrial opportunities, Richard F. Bellack has acquired the
Butte Electric & Manufacturing Corporation of San Francisco, according to
Forrest Tancer, Manager, Industrial Department of Sutro Ic Co. , who negotiated
the transaction.

MARITIME AGENCY JOINS FIGHT OVER RAIL-WATER RATES

The Maritime Commission has joined with intercoastal carriers in asking
the Interstate Commerce Commission to continue its inquiry into water-competi-
tive rail rates, regardless of the outcome of the railroad petition to in-
crease rates generally throughout the nation.

DEL MONTE BECOMES NAVY POSTGRAD SCHOOL

The Navy plans to shift all of its advanced study programs to Del Monte,
Calif. , during 1951.

If Congress grants the Navy |26,000,000 during fiscal 1950 for Del Monte
expansion, postgraduate courses at Annapolis, Newport and Anacostia will be
moved West the following year. That sum is in the Navy's fiscal 1950 budget,
officers told a House committee. Purchase of the Del Monte Hotel property has
been completed by the Navy.

:f: :^ :^ :(; :f:

NAVY PLANS

A report from Washington on April 1 states that the Navy has agreed with
the Budget Bureau that plans may proceed for a 80,000 ton aircraft carrier and
the conversion of three others. Said to be included also are undersea tankers
and other experimental types.

COAST GUARD BASE AT LOS ANGELES

Coast Guard headquarters at San Francisco announces plans for a $1,000,-
000. base at Los Angeles Harbor.

INDUSTRIAL DEVELOPMENT IN SOUTHERN 0ALIFORNIA

During the month of January, 19 new factories were established in Los

APRIL • 1948 Page 93

Angeles County with a total investment of $1,448,000. Thirty-one (31) existing
plants were expanded, calling for an additional investment of $2,299,000, and
creating a total of 543 new industrial jobs.

For the year to date, 234 new factories were established with a total in-
vestment of 171,300,000, and creating 8,502 new jobs, 448 existing plants were
expanded, calling for an additional investment of $57,258,500 and creating
14,078 new industrial jobs.

Total investment for the year to date in the 682 new and expanded units
was $128,558,500, creating a total of 22,580 new jobs.

REVERE COPPER & BRASS INCORPORATED, Rome, New York, has purchased over 12
acres at the southwest corner of Slauson and Garfield Avenues in Los Angeles on
which it will construct a plant to make seamless copper and alloy tubing and
brass rod.

KAISER COMPANY, INCORPORATED, Iron and Steel Division, Fontana, has begun
operation of its $7,000,000 steel pipe manufacturing plant. Production of black
and galvanized pipe will be 145,000 net tons annually.

INDIA PLANS INDUSTRIAL DEVELOPMENT PROGRAM

The United Provinces of Indif Government is planning a program of in-
dustrial development in connection with which it desires to obtain American
technical assistance, as well as quotations on required plant and equipment,
according to a report from the American Embassy in New Delhi. This program calls
for installation of the following: Two each; Textile mills, including power
generating plants; contact sulphuric acid plants, electrolytic caustic soda
plants and one acetate rayon plant ; as well as the development of heavy and
medium engineering industries, and manufacturing of ammonium nitrate and urea,
viscose acetate rayon, plastics, and heavy chemicals. It is also planned to ex-
pand and modernize the following industries: Cotton and woolen textiles, al-
cohol, glass, vegetable oils and soap, leather goods and paper and woodwork.

ONE WEST COAST YARD'S
Vessel

USAT DAVID C. SHANKS

MV ALGORAB

USAT FRED C. AINSWORTH

MV HILO

USAT FREDERICK FUNSTON

SS HAWAIIAN CRAFTSMAN

SS COMET

USAT JAMES O'HARA

USAHS COMFORT

DREDGE TEXAS

SS HAWAIIAN CITIZEN

SS SILVERMAPLE

SS GENL. W. H. GORDON

SS CAPE STEPHENS

SS SANTA JUANA

SS PRESIDENT WILSON

l^; :^< ^ :*: *

OPERATIONS

Owners or Repre-
Agents & sentative
U. S. Army Trans. Corps
Pillsbury & Martignoni
U. S. Army Trans. Corps
Pillsbury & Martignoni
U. S. Army Trans. Corps
Matson Nav. Co.
U. S. Lines

U. S. Army Trans. Corps
U. S. Army Trans. Corps
J. M. Allen
Matson Nav. Co.
Kerr S.S. Co.
American President Lines
Pillsbury & Matignoni
Grace Line
American President Lines

* * * * *
U. S. MERCHANT FLEET AS OF MARCH 1
Table I-U. S. Flag Privately Owned Fleet

Total

Dry Cargo
Tanker

Page 94

Remarks

Conversion

Conversion & Engine Repairs

Conversion

Survey

Conversion

Repair & Alterations

Recondition Survey

Conversion

Conversion

Miscl. Repairs

Repairs & Alterations

Miscl. Repairs

Main Steam Line

Drydock & Damage Repairs

Renew Heater Tube in Boiler

Drydocking & Hull Cleaning

Jan.

1,

1948
1,003
643
360

March 1,

1948
1,072
657
415

PACIFIC

MARINE

REVIEW

niiiriur Designs tor Uruguay

t Continued from page 91 )
iepplewhite sideboards, Queen Anne chairs and fine
lahogany tables were found to be in excellent con-
ition at the time of reconversion; the room itself was
ot. The designer, therefore, created a restrained modern
oom as a background, selected new chair upholstery
abrics of blue mohair and designed special drapery
abrics of dyed plum with a bold abstract pattern in
'hite and blue.

The deck is covered with polished breche marble
hips with brass inserts. The walls and ceilings are off-
'hite, while the doors are painted in white with con-
rasting plum colored patterns. The principle architec-
jral feature of the room is the central illuminated glass
eiling which give a feeling of height and openness to
pe space.

Cabin Class Cocktail Room

The cabin class smoking room located in a separate
ouse at the aft end of "A" Deck is an attractive room
rith windows on three sides.

It is equipped with a generous island bar faced with
added leather. Deep comfortable banquettes, covered
nth a nubby sage green fabric, add a bright note of
olor. Small cocktail tables flanked by armchairs of
ellow-grey wool serge, provide comfortable facilities
or card playing and pleasant conversation. The deck is
lack rubber, which contrasts pleasantly with the warm
rey walls and green ceiling. One of the features of the
pom is the specially designed drapery material of beige
nth maroon and blue embroidery inspired by the
luma and bird motifs of Indian textiles. Furniture is
med-oak. A rippled glass screen helps to creat an at-
mosphere of coziness, as well as forming a separation
rem the bar proper.

Cabin Class Lounge

The cabin class lounge on "B" Deck, unlike the cabin
lass dining room, was found to be in excellent con-
ition architecturally, but with all furniture and furnish-
igs gone. Here the designer has modernized the back-
rounds by the judicious use of color and specially de-
gned draperies.

The deck is entirely covered with a grey duratwist
irpet; the walls are the deep warm grey-brown of old
lather. Blond mahogany furniture provides an interest-
ig contrast to the burnt coral, and smoky brown up-
olstery materials. The draperies are a natural lines

ilor with stylized Peruvian bird designs, in shades of

■ey and black embroidered on them.

The aft bulkhead of the room features a large mir-
)red section flanked by mirrored doors to which have
een applied jewel enamelled plaques by James Lindsay
IcCreery.

arly San Francisco Shipping

(Continued from page 4S)
cam and athwartship crankshaft. An intermediate con-
ectmg rod from this beam drove the feed pump for
le boiler and the circulating pump and the air pump
ir the condenser.
Side paddles on these vessels were 26 feet in diameter

^PR I L • 1948

and they operated at 13 to 15 rpm., approximately 1,225
feet per minute surface speed of the paddle wheel, or
a ship's speed (allowing no slip J of 12 '.i knots. Best
day's run of the California on her run from New "Vork
to San Francisco was 285 nautical miles or an average
speed of 11.87 knots. In 42 days steaming she averaged
208.33 miles per day, a speed of 8.68 knots. Considerable
trouble was had with the salt blowing system of the
boilers so that steam pressure was irregular, causing de-
lays. Stormy weather, however, was the principal cause of
delay with the old side wheelers. 'Weather that sent the
clipper ships roaring along at fourteen to sixteen knots,
rolled the paddles out and kept the side wheel steamers
floundering and limping along at five to seven knots.
Often the paddles would roll six feet clear of the water
on one side and be smothered in water on the other
causing a tremendous strain on the engines and much
vibration and racking strains throughout the hull.

Cabins were fitted to take care of about sixty first
class passengers, and standee berths in between deck
spaces forward to take care of about one hundred steer-
age passengers. The first class cabins had three com-
fortable berths, a small settee, a chair, a mirror on the
bulkhead and a few hooks for hanging personal effects.
Some of these cabins opened into the first class lounge
and some on deck. The long room between the port
and starboard cabins was used as a dining saloon on
the lower deck and as a lounge on the upper deck.

Space on the sponsons forward and aft of the paddle
wheels was used for various rooms. Cattle pens and live-
stock rooms were usually fitted in these spaces; also
barber shops and men's and women's rest rooms. There
was but one galley fitted and the rule was two meals a
day both in cabin and steerage. Cabin passengers ate at
table and were served by waiters. Steerage passengers
formed themselves into mess groups of twenty to twenty-
four persons and elected a mess captain. This individual
secured from the galley hot liquids in one large tin
container and hot cooked solid foods in another and
dispensed these to the mess group.

In this connection there is an interesting story about
the Oregon, second steamer to reach Panama and there,
like her sister the California, finding a great crowd of
California-bound gold seekers clamoring for passage.
Robertson, her commander, realized that with the extra
crowd his galley would be greatly overtaxed. He found
two resourceful Americans in the crowd and told them
that if they found him a ship's stove and would operate
it as cooks, he would give them a free passage to San
Francisco. They remembered an old negro who was dis-
pensing hot food about half way between Panama and
Chagres and they backtracked to his shack, bought his
stove for S300 and had it carried by Indian porters
down to Panama. They installed it on the forward deck
of the Oregon partly fastened with wire, rigged a can-
vas over it to partially shut off the weather, and dis-
pensed hot victuals to the steerage mob all the way to
San Francisco.

Those who came in sailing ships were mostly in the
so-called "companies," or loose organizations of men
who had banded together for the purpose of mining in
the California diggings. They would either buy, charter,
or build a sailing ship and in many cases work that ship
(Please turn to page 96}

Page 95

Early San Francisco Shipping

{Continued from page 93)
themselves. Naturally after anywhere from 125 to 300
days at sea, they would be very tired of the ship and on
reaching San Francisco would be impatient to get away
to the mining districts. So they would sell their surplus
goods and sell or abandon their ship and strike out for
gold, afoot, on horseback or on a river steamer.

Consequently the bay soon became a forest of masts
and ship's hulls, drawn up on the mud flats which be-
came hotels, stores, lodging houses or manufacturing
establishments.

As the steamers began to be more regular, "Steamer
Day" or Eastern Mail day became a great institution
and the growing city turned out en masse to greet the
chugging side wheelers as they steamed in under the
lee of Clark's Point.

Conditions were very primitive both for the pas-
sengers and for voyage repairs and turnaround of the
steamers. There were no dry-docks and no machine shops
or foundries. However, there was a very large rise and
fall of tide in Panama Bay and a convenient sandy beach
at Taboga Island. Here the steamers at high tide steamed
up on the sand and at low tide they were high and dry.
All crews in those were handy men and under the di-
rection of the ship's carpenter they made all ordinary
hull repairs while the engine room crew reconditioned
engines and boilers.

Late in 1850 Central "Wharf was built out south of
Clark's Point to water deep enough so that these steamers
could tie alongside. A little later the Pacific Mail built
machine shops at Panama and shops and a floating dry-
dock at Benicia.

All the steamers carried live stock, beef cattle, sheep,
and pigs, which was slaughtered by the cook. The staples
were hard bread, salt and jerked beef, rice, beans, yams,
potatoes, coffee and tea.

Other and smaller steamers made the long trip around
through the straits of Magellan and took passengers on
at Panama for San Francisco. The captains could prac-
tically make their own rates at first. After the service
became steady, these rates were $300 cabin, $100 steer-
age. Among these smaller craft were two interesting
river, steamers, the McKim and the Senator.

S. S. McKim was a river steamer of 327 tons register.
Her owner fitted her out at New Orleans and sailed via
Magellan for Panama. Here he picked up 113 passengers
at his own rates and arrived in San Francisco October 3,
1849. Shortly after arrival he sold the steamer for $60,-
000 to San Francisco interests who put her in the San
Francisco-Sacramento run where passengers were wait-
ing in crowds to pay $30 for the fourteen hour trip with
meals extra.

S. S. Senator was another shallow draft-side wheeler
of 750 tons register and on her arrival on October 27,
1849 she was bought by the same interests and put into
the Sacramento river trade alternating with the McKim.
Senator, a comfortable carrer and a good earner, was
later in the coastwise trade for many years, her last ar-
rival in San Francisco being on May 8, 1882. Her ma-
chinery was then removed, and she was rigged as a
bark and sold to Oakland interests. By the end of 1851
there were twenty-one steamers operating out of San

Page 96

Francisco on the Sacramento river run. Several of these
ships were built in San Francisco Bay shipyards.

The original three steamers of the Pacific Mail Steam-
ship Company had long careers.

5". S. Panama ran regularly in the coastwise route to
Panama until 1865. Her machinery was then removed
and her hull sold to Central American interests who con-
verted it into a warehouse for the coffee trade.

5'. S. Oregon was sold to a San Francisco lumber firm
in 1869- They had her machinery removed and her hull
rigged as a bark which sailed as a lumber drogher on
the Puget Sound-San Francisco run for several years.
She was finally wrecked.

S. S. California ran coastwise until her last arrival as
a steamer at San Francisco from San Diego November
17, 1875. She was then bark rigged, after removal of
machinery, and operated for many years in the coal
and lumber trades. She was wrecked on the rocky coast
of Peru near Pacasmayo and abandoned as a total loss.
Lumber cargo was valued at $3,000, vessel at $5,000.
All hands were saved.

Oil Tanker Design

(Continued from page 75)
order to contain the subject matter within reasonable
limits.

To the Sun Shipbuilding and Dry Dock Company and
the Sun Oil Company who have generously permitted
the use of statistical and technical data, etc., the author
wishes to express his thanks.

The modern tanker is an economical and efficient
carrier. Further improvements in design, construction
and operation will result from experience gained with
present ships, from continued experiment and research
and from the application of improved materials and
techniques. The tanker field has been so highly developed
that it is difficult to foresee the possibility of achieving
any phenomenal gains in efficiency or economy; pro-
gress is more likely to be reflected as a gain in the
range of fractional percentages.

BOOK REVIEW

CORROSION HANDBOOK, edited by Herbert H.
Uhlig; published by John Wiley & Sons. Price $12.00;
1221 pages; 5%"x9"".

A comprehensive new reference work of major im-
portance to chemists, metallurgists, and engineers, this
book was prepared under the auspices of the Electro-
chemical Society and the Society's Corrosion Division,
and incorporates the work of 102 leading scientists and
engineers. The editor, Herbert Uhlig, is Associate Pro-
fessor of Metallurgy at the Massachusetts Institute of
Technology.

The book provides a condensed summary of informa-
tion covering all phases of corrosion, including a cross-
section of scientific data and industrial experience. The
main emphasis is on corrosion prevention and the be-
havior of metals and alloys in various environments and
at both ordinary and extreme temperatures. The impor-
tance attached to the practical aspects and applications
of quantitative knowledge rather than qualitative is
stressed.

PACIFIC MARINE REVIEW

Now— Two Types of GAMLENOL

To Help You Get More Heat and Power

From Every Gallon of Fuel Oil

GAMLENOL— Regular

Pour a small amount of this
marvelous fuel oil freatnenf
into the fuel tank, through fill
line or sounding pipe. In a
short time, sludge is dissolved
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GAMLENOL— Dual Purpose

A new Gamlen development
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deposit removing properties
of famous GAMLENITE. In

other words . . . GAMLENOL
Dual Purpose dissolves sludge,
improves combustion, and
keeps the fireside of the fur-
nace free from combustion
deposit.

For further informafion on f/iese products
contact our neorest representotive or write:

GAMLEN Chemical Company

1469 Spring Garden Avenue — Pittsburgh 12, Pa.

195 San Bruno Avenue — San Francisco 3, Calif.

11 Broadwray — Newr York 4. N. Y.

Service and Stocks in All Principal Cities and Ports

ATTENTION — Diesel Engine Operators

DIESELOL is a fuel oil trea+ment
specifically formulated to im-
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It eliminates sludge throughout

the fuel oil system, improves
combustion, and keeps the ex-
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Paae 96-A

" f^'j "rut ni'^'>y

Turn to ICI Chemical
Service for quick, sure
preservative oil removal ilf,
from complete main
and auxiliary steam
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Why waste time experimenting when the use
of ICI Chemical Service assures you of best
results? Whenever you find preservative in a
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■'age

96-B

[czaaaB)

Tug "ALERT"
Operating in
San Francisco

Type TMSF Towing Winch

A TOWING TIP

Experience and Know How" were the answers
when we inquired into the phenomenal rise in
popularity of Markey Towing Machines in the
Bay Area. "We find it more econonnical to
use wire rope, especially for harbor work. We
save plenty in material, manpower, and over-
all operation."

There's a tip in that for you. Be wise —
investigate the Markey Towing Machines . . .
Cut operating costs . . . Enjoy the benefits of
great flexibility and absolute dependability.

Wrife for descriptive literature, without obligation, giv-
ing any information that will enable our engineers to give
you the full benefit of Marlcey's sea-tested experience.

Towtng Machines • Capstans • Windlasses
Holsfs ' Winches • Steering Cnglnes

Repraented by
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J. H. Menge Soles Co., New Orleans

"Let's keep our Merchant Marine —

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MARKEY

f^yifY/z^^xr/Mk

SEATTLE, WASHINGTON

Testing Laboratories

general

^ei^ea/icA

Starting in 1887 with the fundamental question -
"what makes packing pack?"— Garlock has extended
its research from year to year until the newly con-
structed building shown above is now rccjuired to
house Garlock's research activities. Garlock products
are developed, improved and refined in these com-
pletely modern chemical, physical and rubber-com-
pounding laboratories; thoroughly tested in the
iully equipped test department and processed in the
pilot plant before ever reaching the production de-
partment. This Quality Control is your assurance of
uniformly high quality in every product sold under
the Garlock name.

THE GARLOCK PACKING CO., PALMYRA, N. Y.
San Francisco • Los Angeles • Seattle • Portland

Compounding Laboratory

Garlock

APRIL • 1948

Page 97

LUNKENHEIMER
I ^J^l^ VALVES

for MARINE SERVICE

In every port of coll
there is a

LUNKENHEIMER
DISTRIBUTOR

equipped to serve you.

ESTABLISHED 1B62

IiiILUNKENHEIMER£2:

CINCINNATI 14, OHIO. U.S. A.

BOSTC
EXPORT DEPT, 318

125 lb. S.P.
Iron Body Gdte

|IKMN:i:i:MI!N:mViUV

BRONZE, IRON, STEEL AND CORROSION RESISTANT ALLOY VALVES, 125 TO 2500 LB. 5. P.;
BOILER MOUNTINGS, LUBRICATING DEVICES, AIRCRAFT FITTINGS

HARRY R. LEVER
Associates

Resident Buyer-,

111 N. Marine Ave. ( P, O. Box 5 32)

Wilmington. California

Phones: NEvada 6-1921

TErminal 4-4505; 4506; 5080; 6993

■our PERSONAL Wen Coail Buying Agent

Our services cost you nothing unless

we produce.

Ship Structure Materials

(Continued from page 34)
giving satisfactory service. ii

Alcoa Steamship Company's three il
new combination vessels "Alcoa ■'
Cavalier," "Alcoa Clipper" and "Al-
coa Corsair," converted Victory
Ships, were also placed in service
early in 1947. The former has been
placed on the New York-Caribbean
route, and the latter on Alcoa Steam-
ship's New Orleans-Carribbean run.
These vessels are equipped with
aluminum alloy structures above the
sun deck, including houses, bridges
and smokestack enclosures. Each
ship utilizes 27 tons of aluminum
in these installations for a total of
55 tons each, including lifeboats,
davits, boat winches, airports, bridge
and promenade enclosure windows,
joiner bulkheads, doors, interior
decorations, handrails and hatch
covers. All of these installations are i
reported to be giving excellent serv- ■
ice.

Currently building or converting i
on the "West Coast are five large pas-
senger vessels with extensive alumi-
num alloy superstructures, houses
and equipment. American President
Lines passenger ship. President
Cleveland, was completed at Bethle-
hem-Alameda Shipyard, Alameda, ij
California, late last year and has ^
been placed in the West Coast-
Orient service. The Clevelatid and
her sister ship. President Wilson.
are equipped with two deck mid-
ship houses, bridges and twin
smokestack enclosures, utilizing
about 50 tons of structural alumi-
num alloys. Together with such •
equipment as aluminum lifeboats,
davits, winches and fittings, includ-
ing airports and windows, they
utilize approximately 125 tons of
aluminum. Performance of exposed
aluminum installations in these ves-
sels is awaited with considerable in-
terest since careful laboratory and
field testing work has been carried
out in connection with their design
and construction.

Matson Navigation Company s
passenger liner Lurline has been
equipped with aluminum deck-
houses in her extensive recondition-
ing by United Engineering Cora-

Ship Structure Materials

pany at Alameda and San Francisco.
Moreover, the joiner bulkheads in
the elaborate passenger accommoda-
, , tions will be aluminum-faced. The
i Grace Line passenger ships Santa
[,Rosa and Saiila Paulu. placed in
\ South American service early in
1947, are also equipped with alumi-
num-faced joiner bulkheads through-
out the passenger accommodations.
Two Great Lakes motor ships,
the Redjern and Rcdriver, have
been equipped with aluminum alloy
poop, bridge and smokestack struc-
tures. Redfern's installation was
completed in 1946 and Redriver
was finished last year. The two bulk
carriers, owned and operated by
North American Transports, Ltd.
,are presently in service between the
Lakes through the St. Lawrence
river and canals to the Gulf. Use of
aluminum in these applications has
enabled them to carry additional
deadweight through these restricted
w.iterways of the original fall load
draft.

Other marine aluminum construc-
, tion being carried out in Canada to-
iday includes the building of 9 river
I vessels for freight and passenger
service. They will be owned by the
Ming Sung Industrial Co., Ltd.,
Shanghai, China, and will be oper-
ated on the Yangtze River. Three of
these vessels are 270 ft. long B. P.
; and are building at the George T.
Davie & Sons, Ltd., yard at Lauzon,
Quebec. The other six are 160 ft.
long B. P. Four are building at the
St. Lawrence Metal and Marine
Works, Ltd., in Quebec City and
two at the Davie yard. All will have
complete aluminum alloy superstruc-
tures, bridges and smokestacks, to-
gether with aluminum lifeboats,
|i lined bulkheads and other equip-
ment.

Since the war, plans for two alumi-
num hulled ore carriers have been

prepared and construction of one
of them is contemplated. These ves-
sels were designed for Alcoa Steam-
ship Company and will be used for
the transfer of bauxite ore from
mines located upstream on two of
the rivers in Surinam, S. A. One of
the proposed vessels will be 400 ft.
long B. P. with a 60 ft. beam and
28 ft. depth. She will displace 10,280
tons, have a carrying capacity of
8,400 tons deadweight, be powered
by an oil-fueled steam turbine and
cruise at 1 2 knots. The other will be
330 ft. B. P. with a 56 ft. beam and
27 ft. depth. She will have a dis-
placement of 6,800 tons, a dead-
weight capacity of 5,400 tons, and
use diesel propulsion at an estimated
12 knots cruising speed. Both ves-
sels have been approved for special
survey and classification by the
American Bureau of Shipping.

Because of these recent installa-
tions and proposals current interest
in marine uses of aluminum alloys
is high, both in the United States
and abroad. It has been part of the
purpose of this article to place these
aluminum installations in their true
historic perspective with regard to
the introduction of new ship struc-
ture materials as they have been de-
veloped over the past century. Alu-
minum, like other metals, has had
to furnish proof of its technical and
economic advantages prior to gen-
eral acceptance by shipbuilders. In
this respect information covering
the development of specific alloys
and some of the practices for alumi-
num shipbuilding, exhaustive and
perennial laboratory and field test-
ing referred to herein, and brief
resumes of the naval and merchant
ship installations made to date and
tested in service, should be of value
in assessing the advantages of alu-
minum in ship structures.

Use of topside aluminum appli-
cations to improve stability, reduce
(Please turn to page 104)

CATALINA ISLAND
STEAMSHIP LINE

steamer Service fo Cafalina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
TLEPHONE NUMBERS: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563
_ WHISTLE CALL FOR TUGS; 1 long — 3 short ~

«[ERAL OFFICE: Catalina Termmal, P. O. Box 847, Wilmington, Calif
Phones: Termmal 4-5241; Nevada 615-45; Long Beach 7-3S02
Member — American Waterways Operators

IRIL

1948

MANUFACTURED BY AMERICAN MARINE PAINT CO
San Francisco • Wilmlneton • Portland ■ Seattle

FORSTER SHIPBUILDING CO., INC.

SHIPBUILDERS • ENGINEERS • MARINE WAYS • REPAIRS

All types of diesel and hull repairs

CONSTRUCTION OF ALL TYPES FISHBOATS

PLEASURE CRAFT AND BARGES

WOOD OR STEEL

TErminal 2-4527 • Ferry Street

P. O. Box 66, Terminal Island Station

SAN PEDRO. CALIFORNIA

Los Angeles Harbor

Formerly
Gorbutt & Walsh

^^■■^^H

For Your Precision Job

^^ Jli^l^HMN

We have every facility to do the work better

. . . our own heat-treating equipment imnnediately

^^r ^M' '^'' 't^JHiiu^^l

adjoins our tool room . . . large furnace (left) is

adapted to the carbonizing and heat treating of a

i 'H '^'%iii ^1 T^^ nl

large variety of products. . .. This gas unit is

1^ '191^^ iB^v>-'*!^^?^y^^ 'j^MJi^ ^ ' 1^1

equipped with automatic temperature control . . .

Ih^^ 'W^^^^^B^ .J^SMid

after machining, wrist pins, gears, cams, reamers,

^/SOg/^r^^^^^-__jf^^^^^^^K^

cutters and other tools are carburized or surface

^^^^^^^^^^HjiK- '^-''^'i^BV^^^^^^^^^^^^^B^^^^I

hardened before grinding.

^^^^■h^^^^^^HH^

Complete 100-page book in color, showing facilities.

^^^^^^^^^^^^F^m

upon request.

^^^^^^^^^^Hj^^l

GENERAL ENGINEERING

^^^^^^^^^^^^^^^^^^1

AND DRY DOCK CORP.

^^^^^^^^^^^^^^^^^^^^1

GArfield 1-6168

^^^^^^^^^^^^^^^^^^^^^^^M

Executive Offices

^^^^HH^HH

1100 SANSOME STREET, SAN FRANCISCO. CALIF.

^ liable

A t?(J»^^ LARGE QUANTITIES

^ ILG AND HUNTER

Portvente Fans

Dahl-Becic

ELECTRIC CO.

lis VOLT D. C.

118 MAIN ST SAN FRANCISCO. CALIF.

Page 100

PACIFIC MARINE REVIEW

BULK COMMODITY TERMINAL

REDUCES

For shippers of: Coal, Coke,
Sand, Cement, Potash, Salt Cake,
Sulphur. Gravel, and othqr
bulk commodities.

LOADING TIME 400%

One of our modern facilities for shippers is the Bulk
Loader Conveyor which will load and trim 250 tons of
coal ])er hour. The conveyor handles any other bulk com-
modity not exceeding 150 pounds per cubic foot, or not
more than 14 inches in size.

Bottom-dump hojiper cars drop the material on an endless
conveyor belt which lifts to another belt carrying to the
hatch, where the automatic trimmer has a reach of 36 to
49 feet.

The ho|)per bins accommodate two carloads at a time;
the wharf handles 50 cars and approaches provide for
150 additional cars. An electric vibrator
quickly shakes cars clean when dumping. ./^.v»» -

AMERICAS MOST MODERN P(/rT ^ ^ JJ^ %m^ i" O R 1^ I #%

{Continued from page Si")
as a chapel for the daily religious services held on all
Army Transports. In the evening this space is used for
showing the ship's movies. Also on "A" Deck is the
latest surgical, X-ray and laboratory facilities. The bed
space is broken down into small, semi-private rooms.
Another feature of the hospital is the three baby nurseries,
one for isolation cases, one for general medical cases and
one known as the "well baby" ward. The latter is used
in the event that a mother becomes hospitalized. The
baby is immediately placed in the "well baby" ward
until such time as the mother is well enough to care for
it again. All cribs in the baby wards are removable so
that the space may be converted into adult hospital area
if needed.

"C" Deck is the troop deck, with accommodations for
1,242 enlisted personnel. The troops are berthed in vari-
ous dormitory spaces with adequate area which includes
increased space for the stowage of luggage. In addition
to the berthing space, there is a troop recreation area on
"C ' Deck and a troop mess on "B " Deck.

Two noteworthy structural alterations have been made
to the ship, the first being the filling-in of the well deck
forward between the amidship bridge and the forecastle,
and the second being the addition of two new pairs of
kingposts, one pair forward and one pair aft.

The extension of the Boat Deck forward to the Fore-
castle Head presented an unusual problem due to the
fact that when the ship's lines were originally laid down,
no attempt had been made to fair in the line of the fore-
t.istle with the amidship bridge as this was not necessary
when the structures were widely separated by open deck.
I'lie knuckle at the Main Declc in way of the bridge did

not appear in the forecastle, hence had to be carried
forward with the new structure until it could vanish
imperceptibly into the fliare of the bows. The difference
in deck height between forecastle and amidship bridge
necessitated a step-down to the Forecastle Head which
is, however, concealed behind the bulwark rail. It is im-
possible to fair these deck lines together in profile with-
out a double reverse curve appearing. The rather lean
look to the foredeck is also the result of the lack of re-
lationship between the lines of the two-deck superstruc-
tures involved, which, although inconsequential in the
original design, posed an interesting problem which re-
quired much deliberation to produce a fair and shipshape
result.

The additional kingposts were added between Hatches
Numbers 1 and 2 and Numbers 8 and 9. When the
vessel was constructed, these hatches were not provided
with any cargo gear of any kind. The Army has con-
verted the holds at these compartments into stores and
cargo spaces and has furnished them with cargo gear
complete with five ton booms, separate winches, etc.
New independent topping lift winches were installed on
all kingposts, both old and new, to facilitate the operation
of topping lifts.

Although purposefully not the equal of trans-Atlantic
luxury liners, the vessel affords recreation space for both
crew and passengers. Contrary to wartime operation,
portlights are provided in all spaces, and besides adding
to the passengers' comfort and enjoyment, do much to
enhance the appearance of the ship. Although the con-
version plans were laid down in New York and the
work was accomplished at an Eastern shipyard, the Gen-
eral Simon B. Buckver is to be permanently assigned to
the San Francisco Port of Embarkation and her red,
white, and blue funnels will be a familiar sight in both
(Please turn to page 103)

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA
S. S. SANTA FLA VIA

S. S. SANTA LEONOR

These C-2 fast freight vessels, equipped with refrigerator
space, and limited passenger accommodations, together
with modern chartered tonnage, supply frequent service
between —

BRITISH COLUMBIA
OREGON

and
Mexico Central America

Ecuador Peru

WASHINGTON
CALIFORNIA

Panama
Bolivia

Colombia
Chile

SEATTLE SAN FRANCISCO LOS ANGELES
White Building 2 Pine Street 523 W. Sixth

SEneca 4300 SUtter 1-3800 Michigan 7811

VANCOUVER

991 Hastings St., W.

PAcific 7271

PORTLAND

738 Mead Bldg.
CApitol 1013

FUEL .». WATER LEVEL
INDICATION

WITH A LIQUIDOMETER
DIAL TYPE TANK GAUGE

Direct Reading » Remote Reading

HYDRAULIC, HYDROSTATIC
OR ELECTRIC TRANSMISSION

•

For complete information, prices and
delivery dates, write or phone

THE LIOUIDOMETER corp.

Marine Division

41-s737th ST.. LONG ISLAND CITY 1. N. Y.
STillwell 4-U40

Specialists In Marine
Canvas for a quar-
ter century.

Life Boat Covers,
Canvas Dodgers,
Deck Sear Covers.

-^^^'NG COMPANV ^

Call C. "Flags" Bennett, Mission 7-3085

Courtesy purchase privileges on garden furniture and camping equipment

SY ' /^jyZ/t^' INDUSTRIAL

AND MARINE

AWNING COMPANY

PUGET SOUND
BRIDGE & DREDGING COMPANY

SINCE 1889

Shipyard Division

SHIP REPAIRING AND CONSTRUCTION

COMPLETE FACILITIES

DRYDOCK AND GRAVING DOCKS

1500 FT. DOCKAGE. WHIRLEY CRANES

AND ALLIED SHOPS

STEEL FABRICATORS AND ERECTORS

GENERAL CONTRACTORS

ELIot 2072
2929 - 16th Ave. S.W. Seattle 4. Wash.

LET US BE YOUR PACIFIC
NORTHWEST REPRESENTATIVE

for

YOUR PHOTOGRAPHIC PROBLEMS

From land, sea or air
over 8000 ship photos in our files

WILLIAMSON S'
MARINE SALON PHOTO SHOP

81 -A Morion St. Viaduct. Seottle. Wash.
ELiot 3533

I

)eneral Simon B. Buckner

iConliiineJ from page 101)
lan Francisco and Seattle. Her first scheduled run into
Ian Francisco is set up for May 31, 1918 when this
|ueen of the transport fleet steams under the Golden
jate Bridge to be acclaimed by her followers in her
lome port.

i lie President Cleveland of American President Lines
^ .iLso of the P-2 type, and was built at the same West
o.ist yard — Bethlehem- Alameda.

\\mm MURii

I Continued from page 40)
br many people when they think of the future of the
\merican Merchant Marine. It should be borne in mind
hat only a small portion of them — 710 long range types
nd 115 emergency types — are considered suitable for
ncorporation in the postwar fleet. The American Mer-
hant Marine could not possibly utilize the vast amount
i tonnage left over from the war. In the first place, most
if the vessels are not suitable for competitive operation,
nd in the second place, a fleet built within a space of
ive years will become obsolete all at once in the same
pace of time.

If we are to build a postwar Merchant Marine adequate
or both trade and defense we must remove the mental
azard of the war-built fleet. The only sensible thing to
o is to take from it the ships we can use and go into new
onstruction to provide ourselves with new vessels on a
onstant year-by-year replacement schedule. This will
isure that we will always have a modern fleet, that its
lips will become obsolete and be replaced gradually in-
read of at one time, and that our shipyard workers will
e given steady employment at a level which will keep
ufficient numbers of them at their trades.

Meanwhile, for a good many years to come, the war-
'uilt fleet will continue to serve us. We have already
old 1,750 of these vessels for a return of $1,700,000,000
D the United States Treasury. We have placed over
,400 more of them in the reserve fleets. There they will
■e protected and kept in readiness to be brought out and
mobilized into service in case of an emergency.
i On May 22 the American people will again observe
■National Maritime Day, a day dedicated to the American
/lerchant Marine and what it has meant to this country
rem colonial times to the present, through peace and
Hi. The Merchant Marine stands ready to serve us in
oe postwar period as it has in the past. It deserves the
'upport of everyone in its efforts to keep our flag on the
sas as a symbol of democracy throughout the world.

m Blowers
eed Cleaning,

00

. L (Bob) Dill, well-
lown along tho San
'ranelsco water front,
Sows one of the Dia-
mond Soot Blowers
iat he will service
^ter its long opera-
on in blowing a boil-
er of soot.

^n:mmij\

Wffi^

Vg^p

% ' ,

!^ftk "

■\

„OS&Y Rising S*^"
Wedge Disc GAlt

Especially su.tabU
fluids might ^ , ^\th
?h eads. Constructed ^^ ,

high safety «^f;° J.^Standards.zes,
J oratina strains. ^ ,p<;sure.

STEAM VALVES GLOBE
Complete me of s^^^ ^^j^,, {„,
globe angle ^° .^s up to 150
steam working P"*!""" globe valves
pounds. Alsoextr..heav)^g|^^^ ^^^^^

MtoTnetrN"-^^^^^'^"^-

MARINE ANGLE VALVE ,j^

Bronze 150 pound hose^^
non-metallic disc, ^j^j^ p

OS^^'ic;ewed«"gle.No.775.

and chain. Screwe

Flangedangle, NO. /'

Approved by Underwriters
Xrotories, inc. Bronze
300LB.HOSEGATEVAL«^^^^

Non-rising stem,^^^^^, packing.
Large s."ffi"g ^'"f.h cap and L^-"-

NO. 763

)x, asbestos y«^-";-'
Larg-^ -— -- -,1, tap and chain.
Screwed ^P^/'^Yl" No. 1064.
Sizes U2 ''"d2.2 •

Sfnb'erg'ntaUsl type^^^^^^^^^
valve for P^«?"^" "P.^ture. Let us
:rte'on'yruV;"eri-"'—
Prompt delivery.

^^^^m

STABILITT .»"'' 1554

PRIL • I 948

ZE PRODUCTS

GfcNB[RG

Us Aniali^ • Seattle • Porting • Sail lake City • Oeniei • El Paso • Men Tort • Hailloiil • Wastilnsloi, DC.

Page 103

M.GRCENB[RGSSONS

765 Folsom St • EXbrook ?-3144
San Fraousco 7 • California

Ship Structure Materials

(Continued from page 99)
Stress in superstructures, and to re-
duce or eliminate magnetic disturb-
ances in the vicinity of magnetic
compasses, have received wide ac-
ceptance by builders and operators.
When used in large amounts, such
light metal installations can aid ma-
terially in providing greater dead-
weight carrying capacity or in in-
creasing speed without added pow-
er. Large scale application of alu-
minum would permit equal speed
with less power and reduced fuel
consumption and costs. An all-alu-
minum hull would ultimately
double these advantages in certain
types of commercial vessels. Since

aluminum's corrosion rate is negli-
gible, it should be possible to adjust
scantlings to equitably compare
with the corrosion factor for steel,
thereby reducing maintenance costs.
Non-sparking characteristics of alu-
minum are of particular importance
to the safety of water-borne oil car-
riers and the metal's high reflec-
tivity for reducing evaporation
losses is a significant economic ad-
vantage. In fishing vessels, the high
resistance of aluminum to corrosion
presents attractive possibilities.

Over the ages of development of
ships and shipping, man has used a
progressing number of new mate-
rials to express his thoughts. He no
longer uses baked clay or stone or
bark for hieroglyphic expression.

New ideas are still made possible,
not merely by presenting them on
parchment or laying them down on
paper, but because some individual
or group of individuals adapts
methods and materials untried in a
particular field to effect economies
and increase profits. The whole de-
velopment, of merchant shipbuild-
ing has thus advanced through striv-
ing after the economical means to
carry more cargo or passengers more
cheaply and safely. Aluminum has
its own economic advantages to fos-
ter those purposes, and it is inevi-
table that the future will see more
ship owners and operators adopting
more aluminum for shipbuilding.

lilat levy Retires

your

emblem of protection

Whatever .your fire hazard, QUICK-AID FIRE GUARDS con
veniently placed throughout your ships are your assurance
of safety from the menace of fire.

There ore two types of QUICK-AID FIRE GUARDS
particularly recommended for marine installations
carbon dioxide and foam. Each is engineered to do
the job of fighting fire quickly, safely, and eco-
nomicalfy. Foam type snuffs out fire with 22
gallons of tough foam. Carbon dioxide quickly
extinguishes electrical, chemical, oil, gasoline,
flammable liquid and paint fires; equally effective
in oil temperatures.

Your nearby GENERAL dealer can help you select the
right QUICK-AID FIRE GUARDS for your needs. Write
today for his name and your FREE copy of our new
file folder.

FREE This handy file refer-
ence folder tells all you need
to know about fire extinguishers.
Write now for your copy. ^

THE GENERAL ^PACIFIC CORP

(East
General Offices and Factory

SAN FRANCISCO . PORTLAND . SEATTLE •

The General Delroil Corp. I

1501 E. Washington Blvd.. Los Angeles 21

DENVER

Nat Levy

The resignation of Nat Levy as
vice president and secretary of the
Moore Dry Dock Company was an-
nounced recently. Levy asked to be
relieved of his duties after 42 years
of continuous service with the
Moore family.

He started as an office boy in the
Risdon Iron Works in 1905, and
during his years with the Moore
Company he served through two
world wars when the firm was called
on to build hundreds of ships for
the U. S. Government.

High tribute was paid to Mr.
Levy by Joseph A. Moore, president
of the firm, who gave much of the
credit to Levy for the tremendous
shipbuilding and repairing pro-
grams that were successfully car-
ried on by the Moore Company dur-
ing World Wars I and II.

Well known tliroughout the Bay
area, Levy is president of the Oak-
land Board of Park Directors and
is a member of many organizations
and clubs in the San Francisco Bay
district.

OVERHAULED, TESTED

|AND SET FOR

ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

at the

Thomas i Short Company

TERCO PRODUCTS CO. — West Coast Representatives
941 Howard Street. San Froncisco 3. Calif.

*?ltSl£^..* ^?WJ>(ltJiy«| [VAPORATORS • AIR EJECT

MOORE-McCORMACR

AMEIIM'AIV KKIM'IIKK S l.i:\'E

Frcicht and l'as»iMif;.-r S.-rvlcr l»-twr<-ii the East
Coa>l of I iiili-(l Slates anil tin- eimnlries of

BRAZIL • I HI (;i \v • ak<;entina
PACIFK IIKIM »IJ4 S I.IINE

Freislit and l'a»»eni;er Serviee between the West
Coast of Liniteil States and the coinilries of
BRAZIL . UKKMAY • AR<;ENTINA
AMERICAN SI ANTir LINE

Freight and l'assenf;iT Serviee between the East
Coast of United Slates and the emintries of
NORWAY DENMARK SWEDEN

POLAND FINLAND RUSSIA

^.,

P.ml llnrlmr U,

I .J Oav.Moon-M.C.rmml

Lines operated mere

ihan ISO ships, losi 1 1

tfsseh^ transported

754,239 troops and

tarried St.ilO'.lll (""<

of tear carpn. To diseltar^^}

such responsibitittes

in lime of erisis. tmrrira's

Merchant Marine must Itc

kept strong in peace

■^ For complete information apply

MOORE - McCORMACK

140 CALIFORNIA STREET

San Franciico 11, Calii.

530 WEST SIXTH STREET

Los Angties U. Calif.

DEXTER-HORTON BUILBING

SeallU 4. WashinglOD

BOARD OF TRADE BUILDING

Portland 4. Oregon

744 HASTINGS ST. WEST

Vancouver, B. C.

' Offices in Principal Cities of the tTorld

ON THE PACIFIC

it's

EVERETT PACIFIC

• Specializing in hull, electri-
cal, and steam and diesal
repairs.

• A modern.machine shopcom-
pletsly equipped for every
need.

• Precision performance on
every |ob.

SHIPBUILDING AND DRY DOCK COMPANY

EVERETT, WASHINGTON

SHIP REPAIR . 10,500 TON
& CONVERSION DRY DOCK

FUEL OIL DOLL/IRS

(Conliniitd from page 73)

analysis again indicates ferric sulphide.
(Fig. 7.)

Fig. 7

I have had my share of entering a hot
combustion chamber in the early hours
of the morning to roll tubes in the back
end of an H.R.T. boiler. I have heard
the tubes crackle and have seen the
pieces of broken beads fall away. 1 have
done more. 1 have taken the pieces to
the lab and found them to be com-
pounds of sulphur.

The back end of an H.R.T. boiler
is usually the lower end, to permit prop-
er draining. Sulphuric acid also runs
downhill and drips from bead to bead.
It is observed that the front end of this
type boiler is almost always in much
better condition than the back end. ( Fig.
8. ) Having described the reaction of
sulphur in other boilers, it is hardly
necessary to enlarge on the troubles en-
countered on the lower ends of a Wicks
type boiler. (Fig. 9.)

}~;

iit»«**

...UTILITY POWER TAKE-OFF^
MEETS LONG NEEDED DEMANd\

^

MODELS

LEVER OPERATED
CHAIN OPERATED

ENGINE TAKE-OFF

If you are in need of auxiliary
power, the ALBINA UTIL-
ITY POWER TAKE-OFF
will do the job. Tested to 17.5
h.p. at 3,240 rev., unit will con-
tinuously deliver 5 h.p. on each
pulley at 2,030 rev. Sheaves and
thrust collars work on a non-
rotating shaft, eliminating
wear and freezing up at high
speeds. 2 V-Belts and take-off
sheaves independently operat-
ed. The unit may be controlled
remotely from any location.

OmVEN UNIT

Write Factory for
Illustrated Folder

Northwest Distributor

STECKMEST & COMPANY, INC.

45 S.W. First Avenue

Portland 4, Oregon

:U:»L'>:WJMHi:i*«.',n.i!ii'iJVi.nTO

Fig. 8

Fig. 9

Troubles due to collection of sulphut
deposits generally show up in four par-
ticular positions on the fire side of a
boiler. Unfortunately, if the tube fails,
the water side of the boiler usually gets
the blame, for the real evidence is al-
ways blown away when the tube frac-
tures. The more common positions are
as follows: At the end of horizontal
baffles. Between the tubes on vertical
baffles. Between side tubes and side walls
and at tube ends on top of lower drum.
Coincidentally, ail of these positions are
difficult to reach with soot blowers. ( Fig.
10.)

Fig. 10

With regard to combustion deposits,
I think we recognize beyond all question
of doubt, that instead of being a soot
problem, ours is a sulphur problem and
it should be treated accordingly. During
an early experience as a test engineer on
metal, I developed a compound long
known the world over as Gamlenite
Metal Replacement. In chemical jargon
"Metal Replacement" means "reduction"
or "replacement." It refers to the elec-
tromotive power of one metal over an-
other. By the process of replacement we
can release sulphur from its compounds,
and thereby control the formation of
combustion deposit. When we control
the sulphur accumulation and formation,
we control the entire deposit problem.

PORTLAND, OREGON

There is not much collective se-
curity in a flock of sheep on the
way to the butcher. — WiNSTON

CURCHILL.

Page 106

PACIFIC MARINE REVIEW

in£

RfVltlU

MEROID

MAY 1948

^

FUEL OIL HEATER CLEANER
AND SLUDGE REMOVER

Eliminates the difficulties in the storing, pumping/ heating and burning

of bunker fuel oil at the source of the trouble, assuring:

1— Clean and efficient heaters 4— Proper atomizatiori and complete combustion

2— Sludge-free tanks 5— Improved firebox conditions

3— Clean pump valves and lines 6— Reduced soot deposits^

rftM1in6H«h4«Hl

'A

NJ\\etv

J 1. MINES

fubllsher

TABLE OF CONTENTS

MAY. 1948

H. OeROCHIE

Assiifant
Fublliher

T)OUGLAS HacMULLEN

Editor

ti. DeROCHIE. Jr.
Asslifant
Manager

tJl FAULKNER

Poeific Cooif
Adverihing Mgr.

OVID J. DeROCHIE
Aitlttant
Lot Angele$

CORGE W. FREIBERGER

3S ANGELES OFFICE
?4WilshireBlvd., Beverly Hills
Te phone— BRadshaw 2-6205

SAN FRANCISCO
!lephone— GArfield 1-4760

By T. Doujjias M.icMullen
By T. J

Sibscripf/on rates:

Oi year, $2.00; two years,
$3 3; three years, $5.00; for-
*l^ $1.00 additional per year;
'■!'■ e copies, 25c.

The Weichel Bill Editorial

The New Lurline ........

Operating Experience on the 2000-HP Gas Turbine Bv T. ]. Puts

Portable Drydocks Editorial .....

Golden Bear Accomplishes Historic Good-Will Mission

The "M. R. Chessman" ......

Coast Commercial Craft ......

"Velero IV" USC Marine Laboratory

History of the Navy ......

Pacific World Trade ......

Reciprocal Trade Agreements As a Mechanism in Foreign Policy.
By Murray R. Bciu-dict

Port of Oakland Expanding By Claire V. Goodwin

Standard Oil President Addresses Junior World Trade As.sociatit>n

Foreign Travel Continues

General MacArthur On Private Trade with Japan

No More Export Declarations on Alaskan and Hawaiian Shipments

World Trade Week Observance in Oakland

March Meeting of Foreign Trade As.sociation of Southern California

Marine Insurance ..........

The London Letter

Navy Transport Reports Sinking Two Mines in Shipping Lane

Admiralty Decisions By Harold S. Dohbs ......

Assault at Sea

In Ri'm Proceeding Against United States Bareboat Vessel Held Nullity

Steady As You Go! By "The Skipper" ......

The Solution of the Right Spherical Triangle by Use of Napier's Rules
\'our Problems Answered By "The Chief" ......

The Automotive Gear Ratio

On the Ways

Bethlehem Repairs US Coast and Geodetic Survey Vessel "Pioneer"

Todd Converts USMC Tanker

Mammoth Floating Derrick Drydocked at Todd's

With the Port Engineers .......

Port Engineers of the Month: Paul V. Gaudin, William E. Sizemore
April Meeting of San Francisco Port Engineers
Columbia River Port Engineers

Running Lights ...........

Keep Posted ............

News Flashes ............

4:>

44
55
58
60
62
65

68

71

78

80

S4
86
88

90

9.^
101
102

PUBLISHED AT 500 SANSOME STREET

SAN FRANCISCO II. CALIFORNIA

stern deck of the URUGUAY, showing Co-
lumbian Tape-Marked Pure Manila Rope.
^Moore-McCormack photo)

The URUGUAY Returns To South American Service

Moore-McCormack "GOOD NEIGHBOR"
Liner, Converted from Military Duty, Rigged
with COLUMBIAN ROPE.

Connecting New York with Rio de Janeiro, Santos, Monte-
video, and Buenos Aireg, the Moore-McCormack vessel
URUGUAY re-entered passenger service in February, this
year. In drydock 16 months refitting from troop transport
duty during the war, this unit of the "Good Neighbor"
fleet has passenger capacity of 477, cabin and first class, as
compared with pre-war accommodations for 432.

The 33,000-ton, IS'/Vknot URUGUAY was first com-
missioned in 1938 for the South American run in luxury
passenger and cargo movement. Her war record began
March, 1942 and ended June, 1946, with service in Atlantic
and Pacific theatres. Reconversion was at the Federal Ship-
building yard in Kearny, N. J.

Passenger quarters and public rooms provide an interest-
ing combination of pre-war design and equipment with post-
war materials and color treatment.

Power and navigational equipment is, of course, top
grade throughout. For rigging . . . COLUMBIAN — The
Rope of the Nation.

Cod^M^l

^UU$

TAPE
MARKED

PURE iWANILA ROPE

COLUMBIAN ROPE COMPANY

400-90 Genesee St., Auburn, "THE CORDAGE CITY," N. Y.

Page 42

PAC IFIC MARINE REVIEW

THE IIEICHEL OiEL

IF THE MERCHANT MARINE ACT OF 1936 was a Magna Charta, the Wcichel Bill
(if enacted) may be regarded as a Bill of Rights for the shipping industry. In place of
the constant struggle for small but needed concessions from 102 government agencies, this
bill and an earlier one by the same author would establish basic procedures and rights. We
hail Congressman Alvin F. Weichel for going to bat for the entire 1 1 -point long-range pro-
gram urged by the National Federation of American Shipping, of which the Pacific Ameri-
can Steamship Association is an important part. In fact, the Pacific American was instru-
mental in preparing the program.

True, the mere establishment of "rights" does not assure wise management, nor ade-
quate traffic, nor lessened competition, nor freedom from labor stoppages. But a chance to
operate fairly is all that the able leadership of the maritime industry asks, or could reason-
ably ask. The economic conditions which will be created under the Weichel Bill (there are
really two bills and Senator White has introduced companion bills in the Senate,) will
benefit all operators "across the board" and permit operation of the steamship business on
sound principles.

President Frazer Bailey of the National Federation and President Albert Gatov of Pa-
cific American analyze the Weichel provisions as authorizing construction subsidies for do-
mestic shipping as well as for offshore, and for an accelerated rate of depreciation for tax
purposes; also that construction subsidies be fixed at 50 per cent for all vessels, both domestic
and foreign, and that each passenger vessel may be regarded as a separate operating unit for
subsidy and liability purposes. This to be accomplished by multiple corporate setups.

The Bill provides that the Government pay for all national defense features in ves-
sels, including excess speed for military purposes, and other installations in excess of require-
ments for similar features on competing foreign ships. Incentive for building modern vessels
is provided, among other things, by liberalizing trade-in allowance, and permitting turn-in
of vessels over twelve years of age. Interest rates on deferred payments must not exceed the
cost of such money to the government.

A big item for the intercoastal and coastwise services is in making it unlawful for the
Interstate Commerce Commission to permit discriminatory and non-compensatory rates by
land carriers in competition with water traffic.

The mere introduction of this legislation is a tribute to the business statesmen now
leading the industry, and should be hailed especially in the port cities, where shipping is a
major element in the community income.

Next: Free Panama Canal passage.
MAY • 1948 Page 43

» f

^

K

I ' ONSIDERED TO BE the world's most beau-
'/ tiful ship, Matson's new Lurline sailed from
San Francisco to Honolulu on April 15 on a tri-
umphal maiden voyage. In advance of the trip all
tests were fully met, and in accommodations and
travel comfort the ship has everything.

PRINCIPAL CHARACTERISTICS

Length Overall 632'0"

Length Waterline 628'0"

Length B. P ....605'0"

Beam Molded 79'0"

Depth Molded C. Deck 52'9"

Draft Molded 28'0"

Displacement of Draft 26000 tons

Gross' Measurement 18500 tons

Net Measurement 10580 tons

Normal Shaft hp 22000

Sea Service Speed 20.5 knots

Maximum Speed 22.5 knots

Machinery Installation

The machinery consists of high pressure, high tem-
perature, water tube boilers by Babcock and Wilcox, and
Miigle reduction geared turbines and electric auxiliaries.
It is a twin-screw installation, designed to deliver 22,000
total shaft horsepower at 124 revolutions per minute of
the propellers in normal operation. The turbines were
built at Bethlehem's Fore River plant where Morris
Weitzner, now chief engineer of Bethlehem's San Fran-
cisco yard, had a major part in the designing.

In the 519,000,000 job just completed at Matson's
United Engineering and Drydock Company plant at
Alameda, California, the Lurline has been turned out as
a new ship. Past issues of the Pacific Marine Rerieir
have described the major construction featutes in detail,
leaving for this article the developments of present pub-
lic interest. These include the interior and public room
arrangements, refrigeration and air conditioning, fresh
water supply, electronic equipment, cargo handling, and
— special pride of the Matson management — the crew
.iccommodations.

Interiors and Public Rooms

All the passenger facilities, lanais, staterooms and pub-
lic rooms were planned by Raymond Loewy, of New
York, one of Americas foremost industrial designers.

The ship is completely air-conditioned — public rooms,

MAY • 1948

John E. Cushing
President, Mahon
Navigation Com-
pany.

Staterooms and crew quarters. Passengers, through indi-
vidual control units in each stateroom, can raise or lower
the temperature of conditioned air to suit their individual
taste.

The Lurline will accommodate 722 passengeis — 484 in
first class and 238 in cabin class. A crew of 444, or more
than one crew member for every two passengers, is re-
quired to maintain Matson standards on the new vessel.

Every first class stateroom is equipped with private
bath and toilet. In the majority of staterooms the bath
facility is a shower although some have both tub and
shower. In the majority of instances the bath and toilet
facilities are contained in separate compartments with
each compattment equipped with washstand and mirror.

The shopping center, library and writing rcxjm, gallery,
main lounge, large "H " shaped smoking room, which is
actually four rooms in one, and the veranda are all on A
deck.

The main or first class lounge is one of the largest
rooms on the ship. It has a stage concealed by handwoven
drapes, antique gold mirrored walls, ceiling-height win-
dows, covered by mahogany carved scrollwork screens,
and furnishings which achieve a harmonious blending of
soft pastels. It is a room of many moods, a theater at
night when the latest movies are shown, a concert room
during afternoon tea and a rendezvous at other times.

The first class smoking toom is divided into four func-
tional sections, each one individually designed. On the
port side fotward is the club room and on the starboard

Page 45

STATEROOMS ON LURLINE

1. Stateroom as it appears by day.

2. One of the three-berth cabins is shown here as a daytime living room.
ns In the "livinq-room-by-day" arrange-

4. One of the three-berth cabin class staterooms seen with the beds ready
pancy. In the daytime two of the beds disappear and the third
erted into a full length sofa.

sting of bedroom, sitting room and bath.

stateroom seen with the beds ready for

7. A "Lanai Suite." There are six of these suites aboard the Lurline, each
one comprising dressing room, bedroom, lanai (or porch) and separate
bath and toilet compartment.

Page 46

PACIFIC MARINE REVIEW

I

PUBLIC ROOMS ON LURLINE

MAY • 194

Page 47

side the card room. The bar forms the cross-bar of this
"H" shaped room and sweeps in curved wall seats to the
aft portside section of the smoking room. The starboard
aft side alcove is another area for diversions of the ship's
smoking room.

The new ship has its own tailor shop, laundry, barber
shop, beauty salon, printing shop, carpenter shop, a com-
plete shopping center and a modern night club with
spacious dance floor. She has two sports decks, a swim-
ming pool and a wide promenade deck with plenty of
room for deck chairs. The Lurline has a modern hospital
with its own air conditioning system.

The Lurline has a 400-line telephone system for pas-
sengers and two additional telephone systems for use of
her operating personnel.

The main galley of the Lurline is all electric, gleaming
with eight ranges, pressure cookers, dishwashing ma-
chines, ovens and stainless steel working tables. Installed
throughout is the most modern equipment available. Each
electric toaster, for instance, turns out 750 slices of toast
per hour, the potato peeler handles a sack of potatoes in
six minutes and the pressure cooker has a capacity of six
bushels of vegetables.

Outstanding feature of the construction of the new
Lurline was the extensive use of Johns-ManviUe Marinite
for walls of all public rooms, staterooms, personnel quar-
ters and similar enclosures. Marinite is a fireproof asbes-
tos type paneling characterized by unusual strength and
hardness. Aluminum was used generously in sheathing
for walls and in the superstructure. Rubber tiling in new
colors and designs cover all inside decks. All the open
decks and outside handrails, doors and ladders are teak-
wook.

On the sun deck forward and on the same deck be-
tween the stacks new steel frame houses with aluminum
plating provide quarters for the licensed personnel as
weO as fan rooms for the new air conditioning equip-
ment.

On the B deck level the house extends to the ship's side
providing space for passenger accommodations. B deck
extends forward over the well deck where are found crew
quarters, air conditioning machinery rooms and addition-
al open deck space forward.

The stacks are streamlined with the whistles and
whistle platforms recessed in the forward stack.
Lanai Suites and Bedrooms

There are six "Lanai Suites" on the Lurline. three on
each side of B deck amidships.

The suites are 27 feet long, from the entrance doot to
the ceiling height Kearfott Fulvu windows overlooking
the sea, and 15 feet wide. They include dressing room,
bedroom, lanai (or porch) and separate bath and toilet
compartments.

The dressing room has a built-in wardrobe and ceiling-
high chest of drawers and a vanity. The bedroom contains
twin, fixed beds with a bleached oak chest of drawers
between, full length mirror and a combination desk and
chest of drawers.

An open-work lattice screen separates the bedroom and

From top to bottom:
Shopping center on Lurline.
Main Foyer.

Air-conditioned Elizabeth Arden Salon.
Pictorial tile map mural on walls of main foyer on E dc

Page 48

PACIFIC MARINE REVIEW

the lanai and accommodates on the lanai side a slanted
fixture with recessed top holding luxurious tropical
foliage.

The exterior wall surface of the lanai is floor-to-ceiling
Kearfott windows through which a panorama of sea and
sky can be seen.

By night the lanai is illuminated by indirect lighting
and a tall bronzed table lamp of Polynesian design. The
entire suite is air conditioned.

Shops and Shopping; Sheets and Napkins

The Lurliiw has its own tailor shop, laundry, carpenter
shop, barber shop, beauty parlor, printing shop and a
complete shopping center.

The laundry, located on F deck near the middle of thr
ship, is 48 feet long and runs the full width of the ship.
It is a modern laundry fully equipped with the latest
washing machines, mangles and ironers and capable of
handling all the ship's 17,000 sheets, 36,000 napkins,
86,000 towels, 13.000 pillow cases, 2,350 blankets and
other linen.

Soiled linen from the dining saloon is dropped into
chutes direct to the laundry and eliminates the necessity
of bundling this laundry and carrying it through passage-
ways and other public areas.

The print shop has its own press, type and linotype
machine and prints the daily text matter of all shipboard
menus, programs, announcements, the daily newspaper
and the hundreds of forms used by the operating per-
sonnel.

The two-chair barber shop and the beauty salon are
both on D deck. The beauty salon has three hair dryers,
hair stylist chair, manicurist table and a facial couch.

The shopping center, on A deck, carries cigarettes,
perfume, magazines, books, candy and a thousand and
one items from hairoins to sports clothes, as well as
luxury merchandise, for the convenience of the 722 pas-
sengers during the voyage.

Crew Quarters

Each of the 444 men and women manning Matson's
new SS Lurllne will live better than the crew of any liner
afloat.

Every comfort and convenience for the crew, and
every facility to make work easier was built into the ship.

Old style dormitories will not be found aboard. In-
stead, the crew live in air-conditioned rooms where the
temperature is controlled by a thermostat exactly like
the passenger staterooms.

Every effort was made to provide maximum privacy
for the men and women working the ship with the re-
sult that while a few ratings aboard are grouped six to
a room the majorirv of the unlicensed personnel live in
four, three, two and single berth rooms.

Crewmen working the night shifts are all grouped
together — on D deck forward, port side — in an area

From top to bottom:

One type of air-conditioned two-berth rO(
In the picture the man is dialing the public
and ship's musical programs-
One of the five crew messrooms.
Four-berth room for crew members.
The all-electric, stainless steel galley for the
version of the main galley.

utict for radio

MAY • 194

Page 49

1. Insulation on main steam lines in fire room of the Lurline.

2. Wallace and Tiernan Hypochlorinators for water supply purification.

3. In the foreground is shown the Warren Turbine Driven Centrifugal Port
Feed Pump and in the background, the Warren Turbine Driven Cen-
trifugal Main Feed Pump.

4. De Laval Separators. Chief Engineer A. E. Nielsen is at the right.

5. Charles Gusukuma Executive Chef, and Peter Aulbcrt. Pastry Chef,
shown in front of one of six Cat. No. 204P'W0 Hotpoint Ovens in the
Pastry Shop aboard the Lurline.

6. View of main feed pump in engine room of Lurline with extensive pip-
ing insulation.

7. Albert Gen Chief Steward, and Peter Aulbert, Pastry Chef, kneeling
before Cat. No. I33G48 Hotpoint griddle in the Pastry Shop aboard the
Lurline.

Page 50

PACIFIC MARINE REVIEW

1. Griscom Russell Evaporators and Fisher and Porter gauges.

2. Davis Engineering Corp. ■•Paracoll" Feed Water Heaters. In
the picture are Ray Sample. Port Engineer, Matson Navigation
Company and First Assistant Engineer Dana T. Johnson.

Warren Centrifugal Air Cc
Pumps.

nditioning Hot Water Circulating

Griscom-Russell Evaporator.

Air Conditioning Refrigerat
Water Cooling Units, Stearr

on Plant. Tv<o Carrier Centrifugal
Turbine Drive.

Cargo Reefer Plant. Four
pumps are to the right.

Carrier 7G8 Compressors. Brine

Warren Pumps servicing the
orator.

Griscom-Russell Fresh Water evap.

MAY • 1948

Page 51

Top:
trols

Typical Fa

Center: CO , Roon
fer Kidde System).

A, C System. Johns.

by Hough and Egbe. (Wal-

Room. Control

where there is maximum quiet.

In addition, deck and engine crewmen working
watches are quartered in separate rooms so that their
coming and going will not disturb others.

Basic equipment for each room includes full length
lockers for each occupant with shelving and an inner
compartment with lock for valuables, wash stands, mir-
rors, individual bed reading lamps, chairs, connections
for electric razors and standard 31" by 7814" beds.

Not only are the rooms air-conditioned but each room
has a public address outlet for both radio and musical
programs originating aboard ship.

The crew quarters are segregated as to departments —
deck, engine and stewards — and each department area
has numerous modern shower rooms, wash rooms and
toilet rooms. These facilities are all separately grouped,
wash basins in one big room, showers in another big
room, etc., and more such rooms than are actually need-
ed are provided so that at no time need they be crowded.

Unlicensed personnel have their own barber shop,
located on D deck starboard; a deck recreation area, on
B deck forward; a "slop chest" on E deck forward where
cold drinks, candy, cigarettes, clothing, toilet articles,
magazines and other necessities for life aboard ship may
be obtained.

A hospital for crew members is on E deck forward.
It contains 14 berths, dispensary, modern operating room
and shower and bath facilities. A hospital attendant is on
duty here at all times.

There are five air-conditioned crew messrooms located
on F deck forward. The largest seats 70 and the smallest
16. They all have public address outlets for radio and
musical programs. The messrooms are served from a
large pantry connected by dumb-waiters to the crew
galley on the deck above. The crew galley is a smaller
version of the main ship's galley and is all electric and
stainless steel. Three drinking fountains are convenient-
ly kxrated at the messrooms.

The paymaster's window, formerly located in the pur-
ser's office, is now more conveniently located near the
messrooms in the crew area.

On the five decks, A to E, where passenger staterooms
are located, there are a total of 65 stewards' lockers. They
contain facilities for stowing linens, silverware, cleaning
materials and spare uniform jackets. Lockers on A deck
are provided for stowing deck chairs, pads and blankets.
Additional lockers are provided on the sun deck, boat
deck and in the crew quarters for the convenience of the
stewards serving those areas.

Pantries are located on B, C. and D decks for stewards
serving passengers in their rooms. The pantries contain
double sinks with thermostatic water temperature con-
trol, five-gallon hot water urns, electric toasters, hot
plates and refrigerators. There are two pantries on each
of these three decks.

An elevator for stewards' use only runs from the gal-
ley on E deck to A deck and enables stewards to bring
food from the galley witliout walking up stairways.

50 Pounds of Caraway Seeds;

32 Kinds of Cheese

When the Lurline sailed from San Francisco for Hono-
lulu via Los Angeles on her maiden voyage April 15,

Page 52

PACIFIC MARINE REVIEW

j■^han.t.h^Jr^^a^...feQkJJL;Aia.amCj^aItd^;|ffH'^

her larders contained a thoLisand ditierenr items ranging
from forty tons of meat to fifty pounds of caraway seeds
to appease the sea-whetted appetites of her 722 passen-
gers and 444 crew members.

For instance, the Lurlitie cariies forty-one different
kinds of fresh fruits; sixty-five different kinds of fresh
vegetables, including poi, the Hawaiian staple food made
from taro root; twenty-nine assorted varieties of ice
cream; twenty-nine choices of fresh fish and thirty-six
varieties of canned vegetables — not to mention thirty-two
different kinds of cheese.

And The Galley

Occupying the center of the galley are eight Hotpoint
electric ranges of the latest type with thermostatically
controlled ovens. On the starboard side of this bank of
ranges is a deep fat electric fry kettle for French-fried
potatoes and other vegetables and at the other end is a
similar deep fat fryer for fish. These fryers are also
thermostatically controlled.

Directly behind the ranges is the cooks' work table of
stainless steel with maple cutting boards at each end.
Along the aft bulkhead are the refrigerators used to store
foodstufTs brought up from the storeroom below on the
freight elevator which opens at the starboard end of the
refrigerators.

Turning and then walking forward along the starboard
side of the galley you see the butcher shop, the bakery,
cold pantry and the coffee pantry.

The butcher shop contains large walk-in refrigerators,
automatic meat slicers, grinders, meat and bone cutters
and butchers' work table and chopping blocks.

The bakery is equipped with two thermostat control-
led electric ovens, electric griddle, trunnion kettle, elec-
tric dough mixters with four speeds, dough dividers and
bread proofer, as well as work tables and a refrfgerator
for ice cream.

Next is the cold pantry with large refrigerators where
salads, sandwiches, cold cuts, canapes, fruit juices, etc..
are prepared and chilled on a new ice table until the
minute before they are placed on your table.

The coffee pantry has two ten gallon and one fifteen
gallon coffee urn, a toaster that turns out 750 slices of
toast per hour, electric broiler, cup warmer and refrigera-
tors for cream and milk.

Directly forward of the ranges and between the coffee

Right, Main control on
passenger elevator de-
signed and installed by

pantry and the dishwashing pantry are large racks for
dishes, glasses and silverware, .so arranged that the waiter
has his dishes on his left as he picks up his food on his
right from the different stations.

A pantry for the cabin class dining room is located in
the aft starboard corner of the main galley. In the same
corner, on the port side, is the chef's office and quarters
and the quarters of the sous chef and pastry chef.

Eight pantries are scattered conveniently about the
ship for serving bouillon, coffee and tea, sandwiches and
light luncheons. One is located on A deck, two on B deck,
three on C deck and two on D deck.

The crew's galley, for unlicensed personnel, is a smaller
version of the main galley and is located on E deck, one
deck above the crew's mess. Food is carried on a dumb
waiter between the galley and messroom.
Refrigeration

Although the LiirUnt- is well known as a de luxe pas-
senger liner, she is also a fast, express cargo vessel, and

MAY

9 4 8

Page 53

will carry enough commercial cargo to fill 1 10 railroad
box cars.

Actually, in addition to carrying all the food, stores and
supplies for her passengers and crew, she has dry cargo
space totaling 233,732 cubic feet and eleven huge cargo
refrigerators with a total capacity of 57,304 cubic feet.
The Carrier Freon Machinery for this purpose is located
on G deck machinery flat. All of the refrigeration boxes
and chambers were constructed to suit Matson insulation
and cold distribution specifications which have been de-
veloped by special research to meet the requirements of
the line by Carrier Corporation, whose John F. Kooistra
and Matson's Lester L. Westling had much to do with
the very efficient distribution of cold air through the
cargo.

Fresh Water

The Lurline has two new giant evaporators, among the
largest units of their type ever placed on any ship, with a
daily capacity of 40,000 gallons of fresh water each. To-
gether they supply 80,000 gallons per day, sufficient to
supply all the ship's needs.

Most passenger ships depend upon shoreside water
stored aboard to meet their requirements.

The new Lurline has nine potable, fresh water tanks,
always kept purified and immaculately clean, with a total
capacity of 279,029 gallons and, in addition, carries 268,-
000 gallons of fresh water for her boilers. This is enuogh
water to supply a town of 6,000 population.

With her new fresh water evaporating system, the Lur-
line keeps her fresh water tanks always filled, insuring
maximum stability and riding comfort at all times, as
well as plenty of pure fresh water for her passengers and
crew.

The equipment for purification of the ship's water sup-
ply as furnished by Wallace & Tiernan Company consists
essentiaUy of a hydraulically operated pump which in-
jects chlorine into the water supply in proportion to the
amount of water flowing into the ship's distribution sys-
tem. All of the ship's water supply passes through a disc
meter which controls the operation of the hypochlorina-
tor in proportion to this flow of water. This same type of
equipment is used on small municipal water supplies
with special modifications making it adaptable for ship-
board use. The equipment is installed in duplicate for
maximum protection and is followed by a retention tank
which allows the chlorine 20 minutes to kill all bacteria
before the water reaches its first point of consimiption.

Six-inch and rwo-inch distiUer condenser circulating
pumps, as well as condensate and evaporator pumps were
furnished by Warren Steam Pump Company, who also
supplied the air conditioning plant pumps and the fresh
water pumps. Pipe covering in various parts of the ship
was installed by Western Asbestos Comany of San Fran-
cisco. Installations covered all pipe insulation including
chilled water, hot and cold water, flushing water, plumb-
ing drains, sanitary drains, fire lines, all Freon and brine

piping to the refrigeration system; also insulation for all
machinery piping, including all steam and water piping
in the engine and boiler rooms; insulation of all steam
turbines and steam machinery and refrigeration machin-
ery including pumps, coolers and compressors; all air
ducts including air conditioning ducts and the fresh air
supply to all parts of the ship.

Cargo Gear

One of the Lurline's four hatches is set aside for pas-
senger automobiles. There is room in this hatch for 55
automobiles plus other cargo.

The ship has eleven cargo booms, including one 30
ton derrick, served by electric hoists designed to give
high speed, silent operation.

With her vast cargo capacity, the Lurline hauls frozen
foods, automobiles, household goods and a thousand dif-
ferent items on her express schedule between California
and the Hawaiian Islands.

Electrical

The Dahl-Beck Electric Company installed and sup-
plied running light panels, alarm panels, bells, water-
tight fixtures for decks and bulkheads, and sound power
telephones.

The fire detecting and fire extinguishing systems were
furnished by Walter Kidde and Company, Inc. This and
the Rich Smoke Detecting System and the Lux (Kidde)
System, extended to cover the domestic refrigerator
boxes, so that now all the spaces on the vessel occupied
by cargo and machinery are protected with carbon di-
oxide fire extinguishing, were installed under the super-
vision of Hough and Egbert Company, San Francisco, as
was also the Selex System.

Telephone System

The ship has a 400-line telephone system for passen-
gers and two separate telephone systems for use of the
operating personnel.

The passenger telephone system office is located on E
deck just off the main foyer and from its busy switch-
board run lines connecting lanais, first class staterooms,
all public rooms, offices and decks, thus making all the
ship's many services instantly available to the passenger.
The PBX system gives 24-hour service.

As soon as the ship docks, lines are connected with the
shore system so that passengers can place or receive calls
from their own staterooms exactly as if they were in their
own homes.

The Lurline also has a ship-to-shore telephone, a part
of the radio system, over which calls to or from any part
of the world may be made over any passenger telephone
or from private telephone booths, one in the forward sun
deck foyer and the other in the cabin class smoking room.

One of the telephone systems for the operating per-
sonnel has its main station in the wheelhouse with
branches to important points throughout the ship; the
other is located at the engine room main control plat-
form and has branches in the various machinery spaces
such as the fire rooms, steering engine room, refrigera-
tion machinery room, etc.

As a safety precaution both these systems are inde-
pendent of the ship's electrical systems.

Page 54

PACIFIC MARINE REVIEW

OPERATINi; EXPERIENCE
ON THE 2000-HP m TURBINE

By

PUTZ*

A year ago Westinghouse announced an experimental
2000-hp land gas turbine. Tests on the turbine while
incomplete, have gone far enough to confirm hopes of
its originators. The experience gives substantial evidence
of the gas-turbine's eventual success for industrial and
transportation use.

In more than 1000 hours test of>eration the perform-
ance of the 2000-hp gas turbine has been essentially in ac-
cord with design predictions. Operation under all types
of load conditions and up to the design temperatures has
caused no objectionable distortion and no serious creep-
age. The unit has not operated without difficulties but
they have not been of fundamental nature and have
been such things as can be readily corrected in new
designs. On the whole, at this stage, the experimental
evidence points to the soundness of the general design
employed in this form of simple, open-cycle gas turbine.

* Manager, Locomotive and Gas-Turbine Engineering Section,
Marine Turbine Engineering Department, Westinghouse Electric
Corporation, South Philadelphia, Pa.

The turbine has been on test since August 1, 1946.
The unit has been operated approximately 1000 hours,
of which more than 850 hours have been accumulated
since July 9, 1947. Three hundred hours of operation
have been spent in evaluating the performance of the
unit and its components. The remainder of the time has
been used in simulating the more severe operating cycles
expected on this type of unit in actual service.

Accurate overall performance has been established by
reliable measurements of power output, fuel flow, speed,
air inlet temperature, and atmospheric pressure. The
overall fuel rate at full load is 0.78 pounds per brake
horsepower per hour, which corresponds to a thermal
efficiency of 16.7 per cent based on the fuel having a
heat value of 19,500 Btu per pound. The maximum out-
put obtained on the unit has been 2220 hp, when oper-
ating with an air inlet temperature of 48 degrees F,

Evaluation of the component performance of even
this simple type gas turbine has been difficult. Many
changes in instrumentation and laborious heat-balance

The experimental 2000-hp gas turbine consists of a unit on a single bedplate. The elements, reading from left to right are two

d-c generators, gear, air intake, axial flow compressor, multi-element combustors, gas turbine, and exhaust. The unit, itself

compact, lends itself to a narrow, inline arrangement, which would be particularly desirable for locomotive service. The unit

is 26 ft. long, six ft. high, and three and one half ft. wide and weighs complete but 19 lbs. per horsepower.

A Y

19 4 8

Page 55

Fig. I — A representative temperature record chart of cyclic
tests on the gas turbine simulating locomotive service. Tem-
peratures of 1300 to 1350 degrees F correspond to full load
while 600 to i50 represents no load. The actual loading and
unloading of the turbine, as measured electronically, is faster
than the chart indicates because of the time lag in the
themocouples used to actuate the recorder. At full load the
chart shows a gradual increase of temperature from 1300 to
1350 during a five minute period. This corresponds to a load
change of from 2100 to 2200 hp and results from the type of
control and method used for absorbing the load.

calculations were required to achieve the desired results.

The compressor performance was established by meas-
uring air flow, inlet and discharge pressures, and tem-
perature rise. The adiabatic compression efficiency was
found to vary from 80 to 86 per cent over the entire
operating speed and load range.

To determine the turbine efficiency in a complete
plant without a dynamometer between compressor and
turbine requires the accurate measurement of inlet and
exhaust temperatures and pressures. Of these the tem-
perature of the combustion gases as they enter the turbine
is particularly difficult to measure. Three methods were
used in this determination:

1. Direct measurement, using specially designed, shield-
ed type temperature probes. 2. Calculation, taking com-
bustion efficiency as 95 per cent, measured air and fuel
flow, measured combustion inlet temperature, and
neglecting all radiation losses. 3. Calculation, using the
measured turbine exhaust pressure and temperature,
measured inlet pressure, and turbine work by heat-
balance calculation.

The turbine efficiency as obtained using the tempera-
ture recorded by direct measurement gave least reliable
results, while the second and third methods were quite
consistent and in close agreement. The turbine efficiency
varied from 84 to 86 per cent over the operating range.
This is about two points lower than that obtained with
earlier test results and is due to the increased radial tip
clearance, found necessary for rapid changes in loading.

The combustion efficiency using specially designed
air-atomizing nozzles was found by heat-balance cal-
culation to vary between 94 to 96 per cent. These

values agree closely with those obtained on separate
combustion tests at our Research Laboratories.

The unit has been started from a cold standstill con-
dition 350 times and has undergone several thousand
rapid load cycle changes from no-load to full load.
Loading and unloading cycle tests have been made to
prove its load-response characteristics. Probably the most
severe load cycle to be encountered in actual service will
be in locomotive operation where continuous loading
and unloading occur. This corresponds to rapid tem-
perature changes of from 600 to 700 degrees F on the
turbine and combustor, the turbine inlet temperature
being 1350 degrees F at full load and 600 to 750 de-
grees F at no load. To simulate locomotive operation,
the unit was run at full load for 30 minutes, then imme-
diately unloaded and run for 30 minutes at no-load,
whereupon load was reapplied in 10 to 20 seconds, and
the cycle repeated. This cycle was then changed to limit
the loaded and unloaded time to 10 minutes instead of
30. To accelerate the test program, a further change to
5 minutes was made when tests established that this time
was sufficient to heat or cool the parts of the unit sub-
jected to rapid temperature variation. A typical load
cycle is shown in Fig. 2.

The unit is very easy to start, one generator being
used as a motor. The time required is a function of the
starting power evailable. When this power is limited to
a maximum of 35 kw, the unit can be started in about l^h.
minutes. With a maximum of 80-kw starting power the
unit can be started in I minute; with 20-kw the time is
8 minutes. When the rotor reaches 15 per cent speed
the acetylene igniters are turned on, and at 25 per cent
speed the fuel is injected. The starting power is shut off
at the end of 1 V2 minutes, and the unit reaches a stable
self-sustaining speed in about 2V2 minutes. A gas tur-
bine of this type can be operating at full capacity ten
minutes from the time starting is initiated or even less
if necessary.

During the early weeks of the test period, the com-
pressor inlet and exhaust ducts were equipped with
sound suppressors. When it became apparent that the
noise level in the test house and the surrounding areas is
reasonable and is not objectionable to the operators or
the workers, the suppressors were removed.

The unit has also been operated without an air filter
at the compressor inlet. In this respect we are less for-
tunate than our Swiss friends who have clean, fresh,
mountain air available. The compressor blading becomes
excessively dirty after approximately 100 hours of oper-
ation. This fouling with oily, dirty soot causes a drop
in compressor efficiency of about two per cent, and it
is then necessary to wash the compressor blading. The
washing operation consists of turning the unit over
slowly with a starting motor, spraying a non-corrosive
commercial solvent into the compressor inlet, allowing
it to soak for a few minutes, and then washing it off
with a steam spray. This can be done without dismantling
any part of the compressor.

Operation of the unit has not been entirely devoid of
trouble. Two important casualties have occurred, one
on the turbine and the other on the compressor. In
anticipation of such difficulties, partially completed re-
placement parts were available; nevertheless, approxi-
mately three months were required to restore the unit

Page 56

PACIFIC MARINE REVIEW

to operating condition in each case.

The first mishap was a failure of the turbine blading
following 57 hours of operation. This was caused by a
severe rub caused by movement of the turbine inlet
bearing support on rapid temperanire changes. Tests
made subsequent to the failure indicated the inlet bear-
ing support deflected downward approximately 1/16 in.
with sudden increases in temperature, returning to its
correct position after temperature equilibrium was es-
tablished. The method of supporting the turbine inlet
bearing has been changed and no rubs have since oc-
curred.

The second casualty was a failure of the stationary
compres.sor blading after 125 hours of operation. The
blades failed because of fatigue at the blade root due
to forced vibration. Fortunately, the failure was dis-
covered before many blades failed completely. The ro-
tating blades, except for the last row which was replaced,
were undamaged. The stationary blading was replaced
using the original blade design, modified to accommodate
a riveted shroud.

Strain gauges were also installed on this blading, and
have revealed the natute of the forced vibration. Al-
though some minor mechanical failures in the stationary
blading are still occurring because of the difficulty of
incorporating all the desirable features in an original
design, future designs should be entirely free of this
trouble.

A No. 3 furnace oil has been used as the fuel for
most of the testing. Tests have also been made with
bunker C oil, which showed an increase in plant fuel
rate of approximately eight per cent, partly due to its
lower heating value and partly to lower combustion
efficiency. Investigations made after 30 hours of opera-
tion with the bunker C oil revealed erosion of a critical

part of the fuel nozzle that seriously aflFected its spray
angle. Subsequent tests made with these nozzles showed
that this change in spray angle, while seriously affecting
the efficiency when using the bunker C oil, had no
appreciable effect when the No. 3 furnace oil was used.
A new set of nozzles, designed to eliminate erosion is
now in use.

The future experimental program consists of con-
tinuing the cycle testing to gain further operating ex-
perience and to design and test controls for particular
applications. Tests will be conducted using the heavy
bunker C oils.

Life characteristics of this unit will be deteimined by
actual field application. Testing has progressed to the
point where actual life tests must be made. To prove
this type of power plant, consideration is being given
to some field application where fuel costs are low and
100-per-cent reliability is not immediately essential.

The test results and operating experience have been
most encouraging. The unit is easy to start and control,
runs smoothly, and is not excessively noisy. Some sacri-
fice in efficiency h?s been made to gain reliability by in-
creasing blade clearance.

Examination of the heated parts of the unit has not
shown any signs of distress. There has been no meas-
urable creep of any stressed high temperature part.
Fluorescent penetrant tests have revealed no cracking
or heat checking on the parts subjected to rapid tem-
perature variations.

The experience gained from this unit indicates that
this type of prime mover can be made practical for
power generation using heavy fuel oil or gas. The tests
have clearly shown that a simple, open-cycle gas-turbine
power plant having a fuel rate of 0.6 pounds per brake
(Please turn to page 107)

Figure 2 — The relationship of fuel consumption to speed.
3 — Variation in the fuel rate and turbi-e inlet tennperature with variable speed and constant speed operations.
A — Performance during typical cold unit start from standstill together with the starting power required. The unit
has been started from a cold condition 350 times.

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TIME - SECONDS „.„,

Page 57

Portable Dry Docks

(An Editorial)

IN THE PROGRAM for using portable drydocks for
servicing the ships of the lay-up fleets, the Maritime
Commission seems to be acting in direct opposition to the
theory of preparedness and development of merchant
marine adjuncts which the country has accepted in the
Merchant Marine Act of 1936 and the Ship Sales Act of
1945; also in the presumed approval of the report of the
President's Advisory Committee on the Merchant Marine.
Just as important as the building of ships is the main-
tenance of shipyards, and the Commission should not be
setting itself up in competition with private yards —
under any circuvistancei.

Furthermore, the twoboat services in this and other
major harbors should be kept in action and encouraged
to grow. They are a very real part of the Merchant
Marine and are needed in every emergency.

A top shipyard executive recently estimated that to
train a shipbuilding mechanic takes a working lifetime.
The government must not set itself to siphon off these
expert mechanics and break up the staffs of the private
yards for sporadic jobs. We go right along with Gerrish
Smith, president of the Shipbuilders' Council, in his
argument with the Commission. Important points in his
case are contained in the following:

The drydocking and repair of merchant vessels in
peacetime normally constitutes the livelihood of the ship
repairing branch of the industry. Like the shipbuilding
branch of the industry, the ship repairing branch is essen-
tial to national security and it will not be available to
perform its wartime functions unless it can remain a
healthy and progressive industry in peacetime. It would
be ironical if the successful effort of the industry in
creating a merchant fleet under the leadership and with
the support of the Commission since 1936 and especially

during the war should lead to the destruction or crippling
of the industry.

The shipbuilding and ship repairing branches of the
industry are mutually interested in this subject as, to a
considerable degree, they are interdependent. They em-
ploy similar types of skilled craftsmen in their mechani-
cal staffs and some members of the industry are engaged
in both shipbuilding and ship repairing.

The facilities in both branches of the industry were
greatly expanded during World War II and in general
are more than adequate to meet any foreseeable peace-
time demand. This expansion, in some instances, includ-
ed Navy-owned drydocks. When additional drydocking
facilities are required in particular localities because such
facilities are at present lacking or are deemed inadequate,
the industry will undoubtedly consider the acquisition of
drydfKks from the Navy by sale or lease in order to place
itself in a position to undertake any drydocking and
underwater work required for the maintenance of the
vessels laid up in the reserve fleets of the Commission.
This is presently the subject of discussion with the Navy.
The use at the reserve fleet sites of Government-owned
and operated drydocks, which drydocks in part at least
would be taken from those owned by the Navy, will thus
inevitably tend not only to restrict the utilization and
indeed the need for Government-owned drydocks now
installed in private yards but also to prevent any pros-
pective additional installations of such drydocks in pri-
vate yards. Any financial return to the Government from
the sale or lease of such drydocks to the industry thus
necessarily will be seriously limited and curtailed.

The installation and use of these drydocks at the re-
serve fleet sites would be a further and most serious and
dangerous advance of the Government into competition

Shown on the sketch below of the San Francisco Bay Area contiguous to the layup fleet base (upper left) are nineteen
shipyards with drydocic facilities. There are others with marine railways only.

The arrows in the diagram point to the following yards:
I. Bethlehem— San Francisco; 2. Anderson & CrIstofanI; 3. Hunters Point Navy Yard; 4. Barrett & Hilp; 5 to 9. Amship
Co., Pacific Bridge Co., Bethlehem-Alameda, General Engineering 4 Drydock, Todd Drydock (United Engineering) 10 to
14. Hurley Machine Works, W. F. Stone, Pacific Drydock & Repair, Graham Ship Repair, Moore Drydock; 15. Richmond
Yard No. 3 of the Maritime Commission; 16. Mare Island Navy Yard; 17 to 19. Arques Co., Madden & Lewis, Nunes Bros.

'•^\

with private industry, and with an industry the volume
of work available for which has drastically fallen and
still is shrinking. It is doubtful that such an installation
and use can be justified in any way on the basis of
Governmental economy, but even if it could be con-
clusively established that such an installation and use
would be economical to the government, the expansion
of government into another private field is fundamentally
opposed to our political and social ideals.

The surplus Navy drydocks, the use of which is con-
templated for this purpose, were constructed by the Navy
solely as war facilities. Many of such drydocks are or can
be absorbed by the industry on a sale or lease basis; to
the extent that such drydocks cannot immediately be so
absorbed, the remaining drydocks, if considered necessary
for retention in the event of another national emergency,
can most economically be laid up in the same manner as
other floating equipment rather than be placed in direct
competition with those which are or can be so absorbed.

In drydocking a vessel for periodical inspection at a
reserve fleet site, such vessel must first be broken out of
the fleet and towed to the dock. After undocking, the
vessel then must be returned to the reserve fleet. The
identical operation is required if the vessel is towed to a
private ship repairing yard for drydocking. The only dif-
ference is in the distance towed, depending upon the
location of the private ship repairing yard with relation
to the reserve fleet. The cost of the drydocking operation
and of the work performed while the vessel is in drydock
must be borne by the Commission in either event.

If such a vessel, when drydocked by the Commission
for inspection, survey and application of protective un-
derwater coatings, were found to require some minor
underwater work, such as repairing sea chest valves, leak-
I ing seams and rivets, repacking stern tubes, removing
heavy and rough scale before applying paint, etc., it
would not be economical for the Commission to remove
the vessel from the drydock and take it to a repair yard.
It, therefore, is only reasonable to assume that the Com-
mission would inevitably in time undertake to make such
minor repairs. This could only result in the establishment
of paint shops and machine shops and the installation of
air compressors, cranes, welding equipment and all the
other shore facilities necessary for the operation of a dry-
dock and the provision of personnel necessary for han-
dling such facilities. Obviously, these facilities would
then become available for major underwater repairs and
topside repairs as well, so that, eventually, all repairs
would be undertaken. Various factors would contribute to
the ultimate utilization of these facilities for all purposes.

Even though no repair facilities are installed at present
in conjunction with a drydock at a reserve fleet site, un-
derwater inspection may well reveal repairs that should
be put in hand. The Commission is then faced with these
alternatives: it may defer such repairs, or it may then
undock the vessel, tow it to a private repair yard, have
the vessel redocked and the repairs made, and then return
the vessel to the reserve fleet.

Neither alternative is in the national interest. If the
first is adopted, in the event of national emergency the
vessel will then require drydocking and repair before it
can be placed in operation and in all probability at the
very time that all repair yards and drydocking facilities

MAY

19 4 8

will be congested with work. If the latter alternative be
adopted, there is duplicate drydocking involving un-
necessary expense and additional time.

On the other hand, if a vessel laid up in a reserve fleet
is taken to a commercial drydock in a private repair yard
for periodical drydocking, all underwater work found to
be required can be accomplished at one time and without
duplication of any costs, and the vessel will then, so far
as underwater work is concerned, be in a spot status,
ready for emergency .service, without the necessity of
further drydocking for a period of several years, particu-
larly if laid up in fresh water, which is usually the case.
This would minimize the drydt)cking load in the event of
national emergency when such load in any event will be
the heaviest.

The initial cost of installing surplus Navy-owned dry-
docks at the reserve fleet sites will be heavy. Some of the
docks available are located at great distances from the
reserve fleet sites. The cost of moving each drydock to the
reserve fleet site and there installing it will amount to
hundreds of thousands of dollars. Installation will require
extensive dredging, pile driving for mooring, construc-
tion of access piers, provisions for power, etc. Because of
the generally isolated locations, office and living accom-
modations for the operating and administrative personnel
may be required. Maintenance and operating costs like-
wise will be substantial. Periodical dredging will be re-
quired. Thus the total cost of installing, operating and
maintaining such facilities will be a very substantial
amount.

After World War I, the drydocking and underwater
protection of vessels laid up in reserve fleets was handled
by the ship repairing branch of the private industry. That
industry is in a position again satisfactorily to perform
this work for the present reserve fleets. It is understood
that the original policy of the Maritime Commission,
immediately after the conclusion of World War II, did
not contemplate the acquisition and operation of dry-
docks by the Maritime Commission, but rather a con-
tractual relationship between the Maritime Commission
and the several private ship repairing yards involved for
the performance of such work on privately operated dry-
docks. It is submitted that the present program is a rever-
sal of this prior policy to the detriment of the ship repair-
ing industry, and, as previously stated, of at least doubtful
advantage to the Government. This reversal is an exam-
ple of the risk of change in policy which makes the
industry doubt the permanence of the present intent of
the Commission not to engage in repair work.

The close relationship between an active and progres-
sive shipbuilding and shiprepairing industry and national
security has been abundantly demonstrated by two world
wars. The availability of both branches of the industry
for efficient performance in the event of another national
emergency is contingent upon efficient and healthy opera-
tion in peacetime.

In San Francisco Bay alone there are nineteen drydock
yards with from one to six docks. (Two of them are
Navy yards.) Also, there are other yards with marine
railways and other ship repair equipment. These yards
should not be precluded from the work of underwater
servicing of the reserve fleet vessels as they are kept in
condition or prepared for withdrawal.

Page 59

Accomplishes Historic Good-Will Mission

State Nautical Schoolship "Delivers the Goods"

From California

Commodore Ihrig

ON DECEMBER 15, 1947, the California Maritime
Academy presented to Governor Warren a recom-
mendation that the State Training Ship Golden Bear be
designated to carry a relief cargo of food and clothing to
one or more countries in the Mediterranean on the annual
training cruise. Governor Warren promptly approved
and sponsored the project and appointed Maurice C.
Sparling, State Superintendent of Banks, as the Chair-
man to organize and effect the collection of relief cargo.
The State Junior Chamber of Commerce was requested
to handle the details of collection by its kxral committees
throughout the State. For both practical and humani-
tarian reasons, it was decided that milk for children
should be the major portion of the cargo. The collection
campaign was organized accordingly and the Golden Bear
was designated for the trip as the "California Milk Ship."
Meanwhile, arrangements for free services were com-
pleted for loading at Stockton, Oakland, San Francisco,
Long Beach and San Diego. Stevedoring services at
Stockton and San Diego were contributed free, while
the Pacific American Shipowners' Association paid for
stevedoring at San Francisco and Long Beach. Free steve-
doring was provided at Oakland by the Naval Supply

Center. By agreement with the union, stevedoring of the
small amount of cargo to be loaded from the Vallejo
area over the Academy pier was to be done by the mid-
shipmen of the Academy as a practical drill. Free wharf-
age and dockage was granted the State schoolship by
Stockton, Long Beach and San Diego. The Naval Supply
Center at Oakland provided free services at their modern
terminal and Pope and Talbot, Inc., contributed Pier 38
at San Francisco.

The U. S. State Department effected diplomatic clear-
ance, arranged for free services at Marseilles, Genoa,
Naples and Piraeus and designated American Aid to
France, American Relief for Italy, and the Greek War
Relief Association as the consignees for the reception and
distribution of the relief cargo. Free Panama Canal tolls
were granted, together with export and customs clear-
ance. After much difficulty arising out of the world-wide
fuel shortage, fueling was finally pinned down at
Curacao, Gibraltar and Algiers. The Navy Department
fueled the Golden Bear at Gibraltar and Algiers.

Meanwhile, the training ship was being prepared, for
the first time in the history of any State nautical school-
ship, to "carry the freight." The midshipmen installed

The Golden Bear Jeeves San Francisco for Los Angelei,

with Governor Warren on board and the state flag at the

foremast.

Page 60

PACIFIC MARINE REVIEW

new boom rigging, held special cargo handling drills,
installed shoring and dunnaging and re-arranged school-
ship stowage to permit handling the cargo. Stores and
provisions were loaded for a 21,000 mile cruise to last
four and one-half months, touching nine foreign coun-
tries and the adjacent waters of four continents.

Special manifests and bills of lading were printed.
The manifests were headed, "Manifest of good-will, hope
and confidence as expressed through relief cargo con-
tributed by the People of California." Governor Warren
signed the documents for the State of California and
leading American relief officials and government offi-
cials of France, Italy and Greece have signed for the
people of those countries.

The Golden Bear sailed from the California Maritime
Academy on January 14 and arrived, loaded and sailed
on schedule from the five California ports, with Governor
Warren, the Mayors and other leading officials taking
part in the interesting and colorful civic ceremonies.
The recipient nations were represented by their consuls
and by children in native costumes. Gracie Fields, Joan
Leslie, Margaret O'Brien, Leo Carillo and Johnny Mack-

Governor Warren. Commodore Ihrig, Captain Swany and
girls In native costumes at departure ceremonies.

Brown assisted over the microphone at the departure
festivities. Governor Warren took passage on the ship
from San Francisco to Los Angeles. At Los Angeles
Don Gilman presented a check for $15,000 from the
Western Oil and Gas Association as a contribution from
the California oil companies to bear the cost of additional
fuel required for the special cruise. The Rotary Clubs
of San Francisco, Oakland and San Mateo presented the
Golden Bei/r with S600 to be used to provide special
sight-seeing transportation for the midshipmen in foreign
ports.

On January 25 the Golden Bear sailed from San Diego
on schedule, practically loaded to her cubic capacity, the
cargo consisting largely of canned milk, other canned
goods, some Hour and clothing. Included in the cargo
was approximately 300 tons of whole dried milk be-
longing to the United Nations International Emergency
Children's Fund, for delivery to Italy and Greece. Also
included were hundreds of special gift food packages
addressed to individuals from relatives and friends. Spe-
cial precautions were taken to prevent inclusion of con-

Oakland ceremonies. Left to right: Mid. Ball, Capt. Swany,
Mrs. Earl Warren, Commodore Ihrig, Gracie Fields, un-
identified lady. Mid Johnston.

traband articles such as tobacco and matches. Special
precautions by the American agencies receiving the
cargo were taken to prevent losses into the black market.
Every crate was stencilled and carried specially printed
labels in colors showing the American flag and stating,
in the language of the three countries, that the gifts
came from the people of California to the children of
those countries. Most of the individual cans of milk were
also so labelled.

En route to Gibraltar the Golden Bear received an SOS
broadcast calling for medical assistance from the SS
]nsiah Snelling. Captain Swany back-tracked 270 miles,
contacted the Jos/ah Snelling before daybreak, sent the
medical officer and assistants over in a boat and brought
the sick man on board the Golden Bear. A ruptured
appendix necessitated an immediate operation, which
was successfully completed, and the seaman walked
ashore under his own power at Gibraltar six days later
upon arrival. Thus, the midshipmen took part in another
real practical drill representing one of the finest tradi-
tions of the sea in life-saving.

On March 20, one day after arrival at Piraeus, port
of Athens, Commodore Russell M. Ihrig, Superintendent
of the Academy, received a cable froin Captain Swany
that all the good-will cargo had been delivered and that
Governor Warren had been so notified. The Golden Bear

(Ptease turn to page S2 1

Capt. R. M. G. Swany receiving parchment fn
lini, mayor of Marseille, for delivery to Gover

Mr. Car-
r Warren.

MAY

I 9 4

Page 61

Klew Steel Ferry Boat For Colombia River

To MEET the demands of the steadily increasing traffic
on the Coast Highway which crosses the Columbia
River from Astoria, Oregon to Megler, Washington, the
new welded, all steel ferry-boat, M. R. Chessman, was
launched on December 10, 1947, at the Yard of the Al-
bina Engine & Machine Works, Inc., Portland, Oregon.

The vessel was named for the late M. R. Chessman, a
prominent member of the Oregon State Highway Com-
mission, and was sponsored by his widow, Mrs. M. R.
Chessman, of Astoria, Oregon.

The vessel was designed by the Albina Engine &
Machine Works, Inc. to meet the special requirements of
the run. During commercial fishing season the river at
this point is literally filled with fish nets, and one of the
special features is a propeller guard, to prevent damage
to these nets as much as possible.

An exceptional feature, as vehicle-carrying ferries go,
is the arrangement of the main or car deck, in that there
is no engine room trunk to interfere with making the
utmost use of all the deck space. There are five lanes, with
one directly on center line for the loading of long semi
and double trailers. This lane allows direct loading and
unloading of these trucks without excessive maneuvering.
All exhaust and necessary pipes, steering cables, electric
conduits, etc., are carried through specially designed
trunks in line with a double row of stanchions, which
divide the truck lane from the four outside lanes.

Dining space is provided on the passenger deck to seat
forty-four people, with a modern stainless steel galley
and serving equipment adjacent.

The hull is longitudinally framed except in the fore-
peak and aft peak, and is divided into seven water-tight
compartments with heavy web frames spaced at ten-foot
intervals between the bulkheads. The main deck is sup-
ported by four longitudinal girders running the entire
length of the ship. It is also framed longitudinally with

'w9 •"

«£^, , \

jtA

L. R. Hussa, Presi-
dent, Albina Engine
& Machine Works,
Inc. Naval Architect
and Designer of the
M. R. Chessman.

spacing of these deck beams so that no dual truck wheel
will ever be unsupported by a structural member. The
main deck plating is of 7/16" figured floor plating for
maximum grip.

The engine room compartment is sixty feet long and
houses practically all the operating equipment, consisting
of the following:

Main Propulsion Diesel Engine — Single Screw, Single
End Drive 6 Cylinder, 16 x 2OV2, 800 hp Midel Z-6,
manufactured by Union Diesel Engine Co., Oakland,
California.

Two Auxiliary Diesel Generators — 25 kw, 115 volt
DC, Model MD-25, manufactured by U. S. Motors Corp,

Steering Gear — Hydro-Pneumatic, Type GAY with
Type SMD Stand, manufactured by Markey Machinery
Co., Seattle, Wash.

Pumps — manufactured by BuflFalo Pumps, Inc., and

Outboard Profile of M. R. Chessn

Page 62

PACIFIC MARINE REVIEW

supplied by Consolidated Services, Seattle, Washington.

Steam Heating Boiler — Cyclothern Marine Type.

Two Air Compressors — manufactured by Worthing-
ton Pump and Machinery Corporation.

Fuel Oil Storage — i Tanks with total capacit)' of 3600
gallons.

One Portable Water Storage Tank of 1,000 gallon
capacity.

One Right Hand Bronze Propeller manufactured by
Doran Co. of Oakland, California.

The new vessel was built under the rules of the Ameri-
can Bureau of Shipping and in accordance with regula-
tions of the U. S. Coast Guard, and was delivered in early
April, 1948. It is being operated by the Oregon State
Highway Commission in conjunction with two other
vessels now on this run. The particulars of the new vessel
are as follows :

Length over-all 180'

Length between perpendiculars 170'-6"

Extreme Beam 51'-!' 2"

Depth Molded l4'-6"

Normal Draft 8'-6"

Service Speed 10 Knots

Capacity — 40 Vehicles and 300 Passengers
Loaded Displacement 7 10 Tons

engine of the Chessn

Passenger deck plan and inboard profile.

MAY • 194

Page 63

M. R. CHESS^y

views of the Chessman. Top left, cardeck forward and aft; top right, interior of pilot house; center left, restaurant aft and
forward; center right, galley aft and forward; bottom left, engine room aft and forward; bottom right, engine room forward area.

ADDITIONAL PICTURES OF THE CHESSMAN ON PAGE 82

Page 64

PACIFIC MARINE REVI EW

i:omm€Rcifli

CRflfT

V[[ERO IV
U. S. C. Marine Laboratory

THE use MARINE LABORATORY, the Velero IV.
is a specially built 110-foot steel laboratory ship. It
was designed for use in marine biological, botanical and
geological research and for experimentation and testing
of new developments in the fields of marine engineering
and naval architecture. This floating laboratory is an
extension of the laboratory facilities of the Allan Han-
cock Foundation for Scientific Research of The Univer-
sity of Southern California.

The Velero IV is a vessel of 510 tons displacement,
powered by a 600 horsepower Atlas Diesel Marine en-
gine. Cruising range normally is approximately 8,000
miles. G. Bruce Newby of Long Beach was the naval
architect and the ship was launched April 11, 1948 at
the National Iron Works of San Diego.

MAY • 194

Capt. Allan Hancock, president of the board of trustees
of The University of Southern California and director of
the Allan Hancock Foundation for Scientific Research, is
director of the expeditions and Master of the Velero IV.
He also is director of the USC College of Aeronautics in
Santa Maria, which he established in 1928.

Electrical Equipment

The Velero IV is equipped with both an AC and a
DC electric system in order to provide greatest versatility.
Direct current voltages up to 120V are supplied by a
bank of 1000 ampere-hour storage batteries. UOV and
220V alternating current are supplied by motor generator
and alternator sets. The total available generated power
is 150 kw. Prime movers for the generators are two 75
hp diesel engines, one 25 hp diesel engine and a connec-
tion to the main engine drive which can be used while
the ship is underway. The 25 hp diesel driven generator
is on the main deck for use under emergency conditions.
Heating for the laboratories, pilot house, sleeping quar-
ters and recreation room is supplied by electric heaters.
Forced ventilation is supplied by means of electric fans.

The Velero IV is equipped with a Sperry radar unit
capable of detecting objects 30 miles away. It is also
equipped with a Sperry gyro-compass and automatic pilot
mechanism. Data from this equipment will be trans-
mitted to the bridge-deck laboratory so that it can be
recorded and correlated with other operating data. A
1,000 fathom Submarine Signal Company Recording
Fathometer with special electronic devices to extend the
range has been installed in order to facilitate study of
the contour of the bottom of the ocean. One laboratory
also has electronic echo ranging equipment which may

Page 65

MAIM occ:;

Profile and deck plans of Velero IV

Page 66

PACIFIC MARINE REVIEW

VELERO IV

be used for experimental work in a horizontal plane.
Laboratories

Two permanent laboratories arc contained in the num-
ber one hold port and starboard. One laboratory on the
^l.lrboard side contains a dark room which is equipped
\\ irh temperature controlled baths for developing several
lypcs of film. It also contains an enlarger and photo-
micrographic equipment. Part of this laboratory is fitted
with complete chemical equipment for analyzing sea
water and other items required for various tasks. The
« other permanent laboratory in the hold on the port side
has special equipment to reduce the humidity in order to
prevent deterioration of precision electronic, microscopic
and other laboratory equipment in the tropics. Lockers
are provided for the storage of photographic film. Two
other laboratories are available in hold number three for
special purposes. These are aft of the center of the ship
and have purposely been left free of permanent equip-
ment so that they can be especially fitted for the task at
hand. Hold number two port and starboard is being used
for fresh water and hold number four port and starboard
for sea water ballast.

Special Equipment

The main deck is so arranged that a large laboratory
space is available for preliminary investigation and sort-
ing of marine specimens. This space can be opened for
work in fair weather and can be completely closed for
work in rough or inclement weather. A winch with 8,000
feet of Vi" steel cable and micrometric control is in-
stalled on this deck for use in sampling the ocean bottom
for marine biological and botanical specimens. Provision
has also been made for two smaller winches which can
be used for manipulating an otter trawl and sampling
with the scoopfish. Another winch is used to control the
bathythermograph. Two large electric driers with forced
ventilation have been installed on this deck in order to
facilitate the preservation of scientific specimens. A 36-
foot boom has been provided to raise and lower special
coring equipment which will be used by marine geolo-
gists to take silt and soil samples from the bottom of the
ocean.

A laboratory machine shop is installed forward. Usual-
ly equipment will be made in the Foundation's well
equipped laboratory shop on Hancock Field in Santa
Maria but modifications can be made in the ship's shop
while at sea.

Other Facilities

The galley and recreation room are on the main deck.
Space is provided for eight at the table in the recreation
room and for ten at the table in the galley. Two large
cold boxes are provided. One will be kept at low tem-
peratures for frozen foods and the other will be used for
the storage of meat and other items which need not be
frozen. Special separate cold boxes for preserving scien-
tific specimens are provided at various locations on the
ship.

Au.viliary Craft

In addition to a power life boat for 20 persons the

Velero IV carires a 1 6-foot motor boat, an 18-foot motor

boat and a 1 6-foot skiflf. These are specially fitted with

I scientific and communication equipment. The l6-foot

motor boat is fitted with a power drag winch for collect-
ing specimens in shallow water.

Conitnunications

The Laboratory is equipped with several types of radio
transmitters and receivers. The main ship-to-shore trans-
mitter is a 250W Western Electric radio-telephone trans-
mitter which inay be operated either from the pilot house
or from the radio room. Special short wave equipment
has been installed in order to communicate with the
College of Aeronautics Flying Laboratory and with the
Hancock Foundation's radio stations in Los Angeles and
at the College of Aeronautics in Santa Maria.

The Velero IV contains nine rooms which are designed
to carry a maxiinum of 18 people. Several of these rooms
are designed so that the bunks may be removed and the
rooms used for housing special scientific equipment. They
are completely wired and piped for laboratory u.se. Re-
movable benches add to the versatility of these rooms.
Pilot House

The pilot house contains a scientific laboratory which
will be used as a terminal point for recording technical
data such as temperatures, pressures, salinity, ship's speed,
depth of water, rudder angle, main shaft speed, stresses on
various structural members and data from special instal-
lations in or on the outside of the ship. The wheel house
is conventional except for a special flush escape hatch
which is built into the floor so that easy access may be
had to all parts of the ship in bad weather.
Marine Research

It is planned to continue expeditions in the eastern
Pacific Ocean in much the same manner as was done with
the Velero III. However, the Velero IV will be used for
research on a much broader basis and it is anticipated
that new and more effective devices and power plants for
ships can be developed and tested in this laboratory. The
facilities of the Velero IV make is well suited for research
in the field of hydrodynamics and underwater ballistics.
The complete electronic equipment offers the opportunity
to develop new methods of radio communications and
radar detection. The laboratory will be used for measur-
ing loads imposed on ships by waves of various sizes and
characteristics and the reaction of ships to loads imposed
by various types of waves operating in various positions
can be accurately measured for subsequent interpretation.
This work at times will be coordinated with aerial photo-
graphic missions of the Flying Laboratory from the Col-
lege of Aeronautics in Santa Maria.

WIRE ROPE ROOK

The Wire Rope Institute, a national organization with'
a membership representing most of the country's wire
rope manufacnirers, has recently published an attractive,
2-color combination catalog and handbook for general
distribution to wire rope u.sers.

This new 119-page publication, "Wire Rope," pre-
pared and edited by the Institute's Technical Committee,
contains a wealth of useful information in the selecting,
buying and using of wire rope, along with data on fittings
attachments, splicing, and other related subjects.

Copies are available without charge by writing to
the Wire Rope Institute, 1044 Shoreham Bldg., Wash-
ington 5, D. C, Dept. 711.

MAY • 194

Page 67

History of

(Story on

Far left: Bcniamin Stoddert, who
became the first Secretary of the
Navy on June 18, I7?8.

Left: John L. Sullivan, present Sec-
retary of the Navy.

Opposite (center): First battle between "Iron" Ships of War. Engage-
ment of the Federal "Monitor" and the Confederate "Merrimac" in
Hampton Roads. Va., in March, 1862.

Below, left: First landing of Americans in Japan under Commodore
Matthew C, Perry at Gore-Hama, July 14, 1853.

Below, right: Aerial view of amphibious operations, late World War II
model. Landing craft move toward the beach in orderly waves while
warships off shore bombard the beaches, and aircraft provide air cover-
age and fire support.

Botton
sylvani

left: Lt. Eugene Ely landing on platfo
at San Francisco, January 18, 1911.

aboard the USS Penn-

Bottom, right: The FJ-I "Fury" taking off in a free deck run from the
deck of the USS Boxer. This is in sharp contast to the make-shift flight
deck, flimsy aircraft and slow takeoH speed which confronted Eugene Ely.

the lavy

Page 70)

Far right: New liquid-fueled rocket
launctied Marcll 5, 1948 at White
Sands proving grounds. The "Aero
bee," designed for upper atmos-
phere exploration, reached a height
of 78 miles above the earth and a
speed of 4,400 feet per second.

Opposite, center: LST's at a Marian
before heading for active fronts.

ad oquipment and suppi

Below, left: Modern battl<
riers. battleships and crui;
Destroyers operate as a s(

irray late World War II model. Here car-
s of'a task force steam through the Pacific
en at some distance from the main convoy

Below, right: Rocket launching landing craft letting go salvos of rockets
against the beaches of Peleliu Island on D-Day preceding landings by
troops of the First Marine Division.

Bottom, left: Navy's first submarine, the Holland. Invented and designed
by John P. Holland, it was built by the Crescent Shipyard, Eliiabeth.
New Jersey, in 1898, and accepted by the Navy in 1900. In this picture,
boat is buttoned up and starting to submerge.

Bottom, right: Post-World War II submersible. The Pomodon, SS-486, im-
proved fleet-type submarine following conversion under the "Guppy"
program.

History of the Navy

THE 150TH ANNIVERSARY of the establishment
of the Department of the Navy was observed Friday,
April 30, 1948 with appropriate ceremony in the various
Naval Districts throughout the country.

At a crucial period in the history of the United States,
President John Adams signed the act creating "an execu-
tive department under the denomination of the Depart-
ment of the Navy" on April 30, 1798.

The last ship of the Revolutionary Navy had been sold
in 1785; the troublesome situation with France over
seizure of American merchantmen was approaching a
crisis; England was at war with France, and had previous-
ly sought to cripple the growing American merchant
fleet by arranging a truce between Algiers and Portugal
that sent the Algerien pirates into the Atlantic; and the
country at large was demanding an investigation into the
delays encountered in completion of three frigates or-
dered in 1794 to combat the Barbary pirates.

Prior to that time, naval affairs of the new Republic
had been the responsibility of the War Department.
There had been, however, a separate Naval establishment
during the Revolution, headed first by the Naval Com-
mittee and later the Marine Committee of the Continental
Congress. It was only of wartime duration, though, and
disappeared with the close of hostilities.

Such was the situation when Secretary of War James
McHenry, perplexed over incessant naval problems that
called for careful handling, submitted a lengthy report of
his troubles to Congress, where he faced an investigation
into the frigates' delay.

McHenry 's report, submitted on March 22, 1798, con-
cluded with the suggestion that perhaps "the marine busi-
ness . . . ought to be separated from the Department of
War."

Congress reacted by voting on March 27 an additional
appropriation to speed completion of the frigates United
States, Constellation and Cnnstitntion: and a month later,
on April 27, passed an act to build, hire or purchase a
dozen small cruisers.

As a result, the need was intensified for a separate
Naval Establishment that could exert control over the
embryo fleet; and a previously divided Congress adopted
the legislation creating the Department of the Navy.

The act ended the War Department's responsibility
for naval affairs, which had continued for less than 10
years from the time the War Department was created on
August 7, 1789. At the same time, the Fleet came into
actual service and the Navy Department began its con-
tinuous development to the present.

To solve the difficult task of securing the man best
suited for the newly created office of Secretary of the
Navy, President Adams turned to the young nation's
outstanding shipowner-merchants. One of the leading
shipping merchants of Georgetown, Maryland, accepted
the office. He was able, energetic Benjamin Stoddert, who
at the age of 47 possessed the qualities and experience
needed to steer the young Navy during its first hectic

Page 70

( Pictures on pages 68 and 69 )

years.

Stoddert was well acquainted with shipping through
the house of Forrest, Stoddert & Murdock, which held a
commanding position in the flourishing Potomac trade
and maintained branches in London and Bordeaux. He
had served as an Army captain in the Revolution before
becoming secretary to the Continental Board of War,
which served as a sort of War Department. As secretary
to the Board, he was given ample opportunity to under-
stand policies and details concerning personnel, material
and finance, and made useful contacts with prominent
government officials.

The new Secretary's expressed desire to retire 'without
bustle of any kind" soon became a wishful thought.
Starting from scratch in the midst of the Undeclared
War with France, he found himself virtually a one-man
Navy Department and was forced to handle everything
under emergency conditions.

Tackling his many-sided work with intelligence and
vigor, Stoddert quickly built up a naval force to handle
the French hostilities, pushed important legislation
through Congress, and, establishing precedents almost
daily, laid the foundations so firmly that the struggling
new Navy Department was able to weather the anti-navy
Jeffersonian period that followed his term of office.

Altogether, Stoddert raised the strength of the Navy at
sea from one ship, the Ganges, a Philadelphia merchant-
man purchased for conversion on May 3, 1789 — to 54;
guided the Navy through its successful action with the
French; established efficient working methods in the new
Navy Department which were transmitted to many later
Secretaries; and above all not only gave the nation a
substantially founded Naval Establishment, but com-
mitted it to a strong naval policy.

On the subject of a strong naval policy, Stoddert an-
ticipated Mahan's argument by almost a century in advo-
cating a modest force of capital ships as the best guaran-
tee of national security. In a report to Congress on
December 29, 1798, he said:

"Twelve ships of seventy-four guns, as many frigates,
and twenty or thirty smaller vessels, would probably be
found (our geographical situation and our means of an-
noying the trade of the maritime Powers considered) a
force sufficient to ensure our sufficient peace with the
nations of Europe. . . ."

Stoddert left the Secretaryship a few weeks after Jeffer-
son became President in 1801. It was generally known
that Jefferson intended to minimize the Navy, and Con-
gress had already voted to reduce drastically the Naval
Establishment. The first Secretary went out of office, how-
ever, leaving the Department well braced to withstand
the lean years ahead.

Later, Stoddert received his well-deserved accolade:

"A more fortunate selection could not well have been
made. To the most ardent patriotism, he united an in-
flexible integrity, a discriminating mind, great capacity
for business, and the most persevering industry."

PACIFIC MARINE REVIEW

UIOilLD
TRflDf

Reg, U. S. Pat. Off.

Reciprocal Trade Agreements
k a Mechanism in Foreign Policy

By MURRAY R, BENEDICT

Professor of Agricultural Economics

Giannini Foundation of Agricultural Economics

University of California

SOME FOURTEEN YEARS AGO the United States
adopted a new mechanism for handling tariiT nego-
tiations known as the Trade Agreements Act of 1934.
At the same time the Administration, with the approval
of the Congress, adopted a new view with respect to the
levels of tariffs deemed to be in the best interest of the
United States. Because these actions were taken at the
same time they are very generally assumed to be in-
separable aspects of a single plan of action. This, I think
I can shortly demonstrate to you, is not the case.

I speak briefly of the trade-agreement technique as
distinct from the general policy it is designed to imple-
ment. This phase of the matter has been little discussed
in all the great volume of material on this subject that
has appeared over the past fourteen years. What I want
to say under this heading is that the trade agreement
technique is a better method than that of direct con-
gressional action whether we want to lower or raise the
general level of tariffs.

We have in the past used two general methods for
dealing with tariff matters; one, to have the rates estab-
lished in detail by direct congressional action; the other,
to have the rates negotiated, within such limits as the
Congress may choose to establish, by official representa-
tives of the United States Government. The first of the.se
methods was traditional up to 19.34. That it has been a
bungling and unbusinesslike procedure is pretty gen-
erally admitted by most people, whether advocates of
high or of low tariffs.

Only twice in the long history of tariff legislation of

Murray R. Benedict

' Address presented to representatives of the Oakland and Berkeley
ambers of Commerce. Athens Club, Oakland, April 13, 1948.

this country has this method resulted in a tariff act
considered quite generally acceptable by the Congress
itself; first in the Act of 1816, which provided a general
increase in tariffs and, second, in the Act of 1857, which
provided substantial decreases in the tariffs levied. Prac-
tically all of the other tariff acts were marred by political
manipulation, log-rolling, and undue influence by power-
ful lobbies for special interests. Most were signed re-
luctantly by the presidents then in office whether their
leanings were protectionist or anti-protectionist.

Under that method of tariff making changes can only

MAY.

9 4 8

"age

71

be made by opening up the whole array of tariff sched-
ules through a general tariff act, a process that in itself
is disturbing to business, prejudicial to harmony in for-
eign relations, and frequently, as in 1930, a stimulus
to general restrictive action in regard to trade through-
out the world. To cite only one instance of the slipshod
methods that must inevitably accompany an attempt by
the Congress to deal directly with a tariff schedule con-
taining thousands of items, I might mention the case
of wool in the Tariff of 1867. A rate which more than
doubled the one then in effect was concealed under a
change in classification. The rate per pound of woolen
cloth was raised from 24 cents to 50 cents, and then a
.35 per cent ad valorem duty was added. This was even
higher protection than the wool manufacturers had asked
for, and they have not been notable for mcxlesty in their
requests. Similar cases could be multiplied many times
over. This is because each individual congressman, with
the multitudinous demands on his time and energy, can-
not possibly be fully informed on all the complex rela-
tionships of so vast a problem.

For a very long time the tendency in our government
has been to delegate to professionally staffed agencies
the working out of complex problems of this kind. The
Congress and the state legislatures do not attempt to fix
the thousands and thousands of rates used by the rail-
roads. At one time they tried it and it didn't work, even
when our economy was much simpler than it is now.
They do not attempt to define by law what shall consti-
tute adulteration in foods or improper methods of com-
petition, or appropriate regulations for the control of
human and animal diseases. These are assigned to spe-
cially qualified professional groups with the legislative
agencies laying down in fairly broad terms the policies
that are to apply. No one would contend that these
mechanisms work perfectly, but I think it can be demon-
strated that this is the only possible way to deal with
many of these problems if our legislative bodies are not
to be utterly swamped with a mass of detail which they
are unfitted to handle.

Now let us consider briefly the trade-agreements tech-
nique with respect to tariffs. This is a realm in which
the problems are fully as complex as those mentioned
above. But under this plan the tariff" problem is not, for
the most part, taken up on all fronts at once, even by
the experts who deal with it. It is taken up country by
country and commodity group by commodity group, with
extensive analyses of the probable effects of this or that
line of action. And, contrary to the beliefs of many who
are not familiar with the process, it is not a procedure
that is dominated and largely carried out by the State
Department. All agreements are considered jointly by
the Departments of State, Agriculture, Commerce, Labor,

lUOltLD
TRflDf

and Treasury and by the Tariff Commission and the
Army and Navy. Seldom are they approved without sub-
stantially unanimous agreement on the part of these
various agencies.

Furthermore, many protective devices are included
in the process. All of the agreements are subject to termi-
nation by our government after they have been in effect
three years. Many have now been in operation for more
than three years, and are binding only so long as we see
fit to leave them in effect. Some contain quotas designed
to prevent any serious disruption of segments of our
economy through excessive increases in imports. Others
contain escape clauses that can be applied even before
the end of the three-year period. I believe it can fairly
be said that much of the concern about the trade-agree-
ment procedure arises not from any demonstrable in-
juries that have occurred but from fears of injuries that
may result from further use of this method of tariff
making. As a whole I believe anyone who will study
carefully the agreements thus far negotiated will be im-
pressed with the care and discretion that have been used
in working them out.

I cannot leave this phase of the matter without point-
ing out the very important consideration that the making
of tariffs by direct congressional action eliminates all
bargaining power on the part of the United States,
whereas the trade-agreement technique retains it. Once
the Congress has set a tariff by direct legislative action,
that tariff is an established thing whether it be low or
high. Other nations can establish whatever restrictions
they choose without affecting our action. Under the
trade-agreement procedure we can require concessions
from other countries to offset concessions made by us, or,
in the event concessions on their part are not forthcom-
ing, can in our turn refuse to make the concessions pro-
posed.

I think also that we should not overlook the fact that
this method of dealing with tariff matters appears first,
not in the Administration of Franklin D. Roosevelt as
many suppose, but in that of William B. McKinley, one
of the most strongly protectionist administrations in our
history. True, the mechanism was not as fully developed
in the Act of 1897 as in that of 1934. Nevertheless, the
principle appears there in unmistakable terms. Some-
thing very similar was proposed by another Republican
president, William Howard Taft, in his recommenda-
tion for reciprocity with Canada. That program failed
of adoption, not through adverse action on the part of
the United States but through failure on the part of
Canada to approve the plan.

Lastly, though the subject is by no means exhausted,
I want to mention the fact, not generally recognized,
that the Act permits both increases and decreases in
tariff rates at the discretion of the President. It is for
this reason that I wish to dissociate the mechanism from
the policy it is designed to implement. I feel profoundly
that we must seek to lessen the restrictions on inter-
national trade if free enterprise and a healthy economy
are to be preserved. At the same time I would say with-
out hesitation that, if it should become the policy of
the Administration and the Congress to increase pro-

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PACIFIC MARINE REVIEW

tective tariffs I would rather see that action taken through
the trade-agreements mechanism than through direct
congressional action. I am convinced it would be done
on the basis of better analyses; with less political mani-
pulation, and with greater consideration for the national
welfare.

Now a word as to the setting in which the problem
must be considered at this time. We are, as you know,
in a titanic struggle between two widely differing con-
cepts of government; the one based on freedom in
politics, business and personal affairs, and the right of
people to govern themselves under laws made through
orderly democratic processes; the other based on the
seizure of power by militant minorities resolved to de-
stroy what they cannot control. In this struggle the
United States is the only nation able to take the lead
in trying to rebuild a world in which free enterprise
and private business can have a place comparable to
what they have had in the past. If we refuse to accept
that responsibility the drift into state-trading and man-
aged economies is, I think, inevitable for most of the
countries of the world.

The considerations are in part psychological and
strategic. A decision to terminate the trade-agreements
procedure at this time would be widely interpreted as a
return to economic isolationism. It would be a serious
setback to many people throughout the world who are
sincerely striving to rebuild the kind of world I believe
most of us want to see.

I think it is true that the major part of the program
contemplated at the time the trade-agreements act was
passed has been carried through. The agreements re-
cently reached at Geneva and Havana, involving some
twenty-three nations, form the most far-reaching step
ever taken to set up an international code of fair prac-
tice in the conduct of international trade. If these agree-
ments can be made to work we will have accomplished
much of the task that needs to be done. But is it wise
at this time to slam the door and say in effect, those
that are not in now are out for good? In other words,
there is need for bringing into the general private trade
framework a considerable number of countries that are
'l not at present signatories of the Geneva and Havana
I Agreements. This calls for further use of the trade-
agreement approach since it could not be done through
direct congressional action.

'' Furthermore, the conditions of our time are changing
rapidly and in unpredictable ways. The arrangements
for dealing with them should be kept flexible. Negotia-
tions have of necessity been carried on at high speed.
Modifications may be needed from time to time as the
results of the actions taken become apparent, or as con-

■ ditions change. Without the effective bargaining ar-
rangements now available to the Executive, such adjust-
ments would be virtually impossible.

1 do not contend that the agreements reached at
Havana and Geneva are ideal; nor would those who
negotiated them. They are compromises, but compro-
mises over a very wide front covering more than 45,000
items accounting for two-thirds of the import trade of
the negotiating nations and half that of the world. These

agreements constitute the setting of a trend in the right
direction; not the attainment of a goal. But the goal is
defined and set up as an objective. Without United
States leadership it is meaningless. With that leadership
it gives promise of eventual attainment.

If time were less limited 1 would seek to outline more
fully the kinds of things included in these agreements
but that would carry us too far afield for present pur-
poses. I do think it worthwhile to point out that the
International Trade Organization worked out at Havana
will, if accepted by the various governments, provide
the machinery for easy international con.sultation, obli-
gate the member nations to consult with each other before
taking actions that may be prejudicial to others, and set
up in advance the rules of the game, which is one of
the surest guarantees against economic warfare.

A further point seems to me to need mention. The
renewals of the Trade Agreement Act from time to
time over the past fourteen years have shown increasing
bipartisan support. As first pa.ssed the Act was carried
by a solid Democratic majority and opposed by a solid
Republican minority. Since then it has come up for re-
newal four times. In 1937 and 1940 the vote was still
on strict party lines. But in 194.3 the plan gained sub-
stantial bipartisan support. In that year the "yea" vote
in the House consisted of 196 Democrats and 145 Re-
publicans. In the Senate 41 Democrats and 18 Republi-
cans voted for renewal of the Act. Republican support
fell off when the matter came up in 1945, but still was
substantial. Thirty-four Republicans in the House voted
favorably and in the Senate 15 Republican votes were
cast in favor of renewal, only three less than the number
cast in 1943. The program is coming to be regarded as
bipartisan in character. This is as it should be. The time
is past when the United States can afford a one-party
foreign policy. The times are too serious, the issues too
vital for us to fritter away our influence in world affairs
by frequent shifting of our position as one party or the
other comes into power, if we have to have family
squabbles let's have them in our own house, not out in
the street.

We should make up our minds what we want to do
on foreign policy, using the best judgment available in
both parties, and then follow that policy with reasonable
consistency. Whatever direction the policies may take
they can be better implemented, .so far as tariff negotia-
tions are concerned, through the mechanism of trade-
agreements than through that of direct legislation by
the Congress. We're going to need all the bargaining
power we have. It would be poor business to slap all
our cards down on the table face up, and invite the
other players to govern themselves accordingly.

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Page 73

Port of Oakland Expanding Fast

By CLAIRE V. GDODWIN,
President, Oakland Board of Part Commissioners

As part of its unremitting efforts to make the Port
of Oakland a distinct value to the progress and pros-
perity of the Metropolitan Oakland area, the Oakland
Board of Port Commissioners is contemplating a series
of improvements in the central and eastern section of
the Inner Harbor which will materially aid industrial
and commercial concerns in that area.

Some of these improvements center around the pres-
ent construction by the State Highway Department of
the Eastshore Freeway, a six lane higli speed highway,
which, in itself, will immeasurably increase values and
accessibility of all property east of Lake Merritt. The
Board of Port Commissioners has cooperated with the
State in every way possible in expediting the construc-
tion of this sorely needed arterial by contributing rights
of way, moving and altering buildings, trackage, etc.

When the Freeway is completed as far as the Oakland
Municipal Airport, the Board will proceed with the
construction of the long planned Embarcadero, a paved
thoroughfare along the waterfront which will provide
access to all portions of the Inner Harbor area. The
roadway will be 80 feet wide, paralleling the Eastshore
Freeway in some places, and extending from Fifth to
Nineteenth Avenues at the beginning, and eventually
from Clay Street to Nineteenth Avenue.

Arrangements have already been made to have this
Embarcadero connect directly with the Eastshore Free-
way. Provision was made in the construction of the
Freeway for an on and off connection for eastbound
traffic from the Embarcadero to the Freeway at Tenth
Avenue, and a similar one for westbound traffic near
Fifth Avenue.

The value of this integrated access arrangement in
this area to firms operating there cannot be measured in
round figures. It should greatly increase the flow of trade
and commerce to the Ninth Avenue Terminal of the
Port of Oakland and the plants and business establish-
ments located in the vicinity of this pier, and to East
Oakland generally.

In connection with the Freeway project the Board

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Page 74

plans to rearrange the structures now located in the
plant of the Pacific Dry Dock and Repair Company at
the foot of Fourteenth Avenue in order to provide a
right of way for the Freeway. Dry fill is also being
placed on the north side of Brooklyn Basin from Tentli
Avenue to Eighteenth Avenue to create new land area
in place of that land given to the State for the Freeway.

The Board is also calling for bids for the first unit
of its San Leandro Bay reclamation project south of the
Eastshore Freeway and west of Hegenberger Road, a
project which will eventually result in the reclamation of
all the marshland north of the Oakland Municipal Air-
port and east of San Leandro Bay as part of the Board's
Master Plan to eventually construct a marine terminal
unit on this tidal basin.

This first unit will comprise the dredging and filling
of 177 acres of land, which will be put to industrial
use before the remainder of the work is completed.

Legal action has been started by the Board to acquire
ownership of all land on San Leandro Bay between the
Freeway and the Airport and between Fiftieth Avenue
and Hegenberger Road.

As part of the Federal Airport program, more than
half a million dollars will be spent increasing and im-
proving facilities at the Oakland Municipal Airport, as

A few of the many cargo ^^^^

handling facilities at Oakland. ^^^

soon as funds are received from the Civil Aeronautics
Administration. The Government will provide the sum
of $285,000, while the Board will contribute the re-
mainder to make up a total of S694,000 to carry on this
important work to improve the air facilities of the city.

The major portion of this fund will be spent in con-
structing an annex to the present Administration Build-
ing at the Airport to provide additional lobby and office
space for air lines and air passengers. The present build-
ing will be extended out to the present passenger gates,
and increased to two stories throughout, with provision
for the Airport Restaurant on the top floor.

In addition the Airport parking area will be paved
from the extreme eastern end at Hegenberger Road and
Doolittle Drive to a point opposite Hangar No. 4. Run-
way 27R will be extended approximately 900 feet at
the western end of the Airport, which will make it
approximately 6100 feet long and about the same length
as the other east-west runway 27L. Paving in front of
the Administration Building and the hangar line will
be extended to provide additional areas for the operation
of transport planes.

PACIFIC MARINE REVIEW

jj4 A Y •

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Page 75

Standard Oil President Addresses
Junior World Trade Association

At the April 7th meeting of the Junior World Trade
Association in San Francisco, T. F. Petersen, President
of Standard Oil Company of California, reviewed the oil
situation and answered questions for the group. It was
the largest meeting the Association has ever held.

Pictures taken at Junior World Trade Meeting.
Top picture shows, left to right: Edward A. Myers, Jr., and
Irving V. Augur, Otis McAllister & Co.; T. F. Petersen,
President of Standard Oil Co. of California and speaker
of the evening; Ted Petersen, Jr.

Foreign Travel Continues

What is the effect of a critical world political situation
on travel to Europe? Have Americans changed their
minds about going abroad since the recent change of
government in Czechoslovakia? The International Travel
Department of the American Automobile Association has
completed a survey which shows that interest in foreign
travel remains strong, despite unsettled conditions.

Mrs. Ruth Shipley, chief of the State Department's
Passport Division, has confirmed to the A. A. A. that a
greater number of applications for passports were made
in March of this year than during any single month since
the mid-thirties.

"The trend is still upward," Mrs. Shipley says, "with
the crest of a seasonal increase still not attained." A
total of 26,883 passports were issued or renewed in
March, compared with 20,294 in the same month of 1947.
In March of 19.30, a peak travel year, only 18,802 pass-
ports were issued.

Passports issued during the first quarter totalled 59,631
(with fully 75 per cent bound for Europe), an increase
of 3,000 over the first quarter of 1947. Applications now
are being received at the rate of 1,200 a day.

Secretary of the Treasury Snyder spoke out last week

in support of increasing from $100 to $500 the exemp-
tion limit on duty-free goods American travelers may
bring home from abroad. A bill for such an increase, in-
troduced by Rep. Bertrand W. Gearhart (R., Calif.), is
pending in the House Ways and Means Committee.

Addressing a Texas bankers meeting, Mr. Snyder said:
"American tourist travel abroad has long constituted an
important source of dollars to foreign countries ... It
is safe to anticipate that with proper encouragement the
annual expenditure of American tourists abroad will rise
to more than a billion dollars. If this anticipation should
be realized, it would help to alleviate the world-wide
dollar shortage."

General MacArthur

On Private Trade with Japan

Following is the text of a telegram from General
Douglas MacArthur to Dwight K. Grady, chairman of
the World Trade Committee of the San Francisco Cham-
ber of Commerce:
MY ATTENTION HAS JUST BEEN CALLED TO
YOUR RECOMMENDATION THAT THE TRADE
BETWEEN JAPAN AND FOREIGN COUNTRIES
BE COMPLETELY RESTORED TO PRIVATE
HANDS. I AGREE WITH YOU MOST HEARTILY
AND HAVE PUBLICLY SO STATED. GOVERN-
MENTS NORMALLY HAVE NO PLACE IN PRI-
VATE BUSINESS. THE TRICK HOWEVER IS
HOW THIS CAN BE ACCOMPLISHED WITH A
DEFEATED AND OCCUPIED COUNTRY. I
KNOW OF NO WAY EXCEPT THROUGH A
TREATY OF PEACE WHICH I HAVE BEEN AD-
VOCATING FOR MORE THAN A YEAR AND
WILL WELCOME YOUR SUPPORT.

MACARTHUR
Withdrawal of SCAP (Supreme Commander for the
Allied Powers in Japan) from private trade was urged
April 28, by the Board of Directors of the Chamber.
Board action followed recommendation by the World
Trade Committee headed by Grady.

At that time, Grady said: "SCAP commercial activities
are an unnecessary interference with private trading op-
erations and retard Japanese-American trade resumption
and expansion."

The San Francisco Chamber in July, 1947, urged Sec-
retary of State George C. Marshall to hold the Japanese
Peace Conference in San Francisco. The Chamber was
later advised by the State Department in March, 1948,
that because of lack of agreement between interested
countries it is unlikely that the Japanese Peace Confer-
ence will be called in the near future.

No More Export Declarations

On Alaskan and Hawaiian Shipments

Export declarations on shipments between the Main-
land and Hawaii and Alaska no longer need to be filed.
President Truman has signed H. R. 3229, making effec-
tive a measure exempting those two territories from the
Cargo Manifest Law.

Since 1902 a law has been in effect requiring declara-

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PACIFIC MARINE REVIEW

tions on shipments to and from these territories. Firms
in the Hawaiian and Alaslcan trade have been successful
in thus obtaining relief from the law, in effect since
1902, which required export declarations on sliipments
to and from these territories, and the preparation of
which has been tedious, difficult and costly.

World Trade Week Observance
In Metropolitan Oakland, California
May 16-22, 1948

An elaborate and comprehensive program has been
arranged for the week of May 16 to 22 in Oakland, when
this area will join with the nation in observing annual
World Trade Week.

Through the cooperation of the World Trade Commit-
tee of the Oakland Chamber of Commerce under the
' chairmanship of Walter G. Perker, and the Oakland
Foreign Trade and Harbor Club under the presidency of
Wallace B. Worswick, Oakland's Week calls the import-
ance of World Trade to the residents of this city more
pointedly to their attention. Included in the program are
special observances by civic, service and trade organiza-
tions, with some 35 groups in Oakland and Alameda
County taking part.

The Week opens with a luncheon meeting of the
Oakland Kiwanis Club on Monday, May 17, with four
foreign students from the International House, Univer-
sity of California, featured as speakers. Tuesday opens
with an International Aviation Day Breakfast at Oakland
Airport, featuring complimentary flights over the Bay
Area in air liners used in the trans-Pacific services.

The Oakland Traffic Club and Oakland Foreign Trade
and Harbor Club will jointly sponsor the annual World
Trade Week Dinner on Tuesday evening at Leamington
Hotel; and on Wednesday, the Oakland Lions Club will
observe the Week with a talk by Maitland S. Pennington,
Vice President, Pacific Transport Lines, at their Leaming-
ton Hotel luncheon.

Highlight of the Week's observance will be the annual
International Banquet and Dance honoring the entire
Consular Corps of the San Francisco Bay Area, at the
Claremont Hotel.

Officers and cadets of the training ship S.S. Golden
■ Bear, returned from their mission of mercy to Europe,
will be honored by the Oakland Chamber of Commerce
I and Oakland Rotary Club on Thursday noon at a large
j civic luncheon in the Leamington Hotel. The stafl^ of the
i California Maritime Academy will be honored guests.

Friday will feature a special World Trade Week Open
House at the Oakland Naval Supply Center — the world's
largest — at which time the entire facilities of the base
will be open to the public.

As a special feature, the Oakland Board of Education,
which works with a continuous World Trade Committee
throughout the year, will give special emphasis during the
week of May 16-22 to world trade, in art, dancing, music,
foods, journalism, science, languages, history and eco-
nomics classes.

In addition, the Oakland Public Library has again pub-
lished a large bibliography relating to 'World Trade and
will call attention of the public especially to such books
during the Week's observance.

March Meeting of
Foreign Trade i\ssociation
Of Southern California

At the March I meeting ot the Foreign Trade Asso-
ciation of Southern California, William Hrumbach, man-
ager of sales for Hallett Manufacturing Company, who
recently returned from an extensive trip through South
American countries and the Caribbean Area, told the
members of his experiences and or export and import
conditions in that area. Pacific Marine Review repre-
sentative was able to snap some typical groups in the
following photos.

Pictures below:

Top, left to right: Henry G. Bartlett, Bartlett i BoHsevain; T. V. Bartel-
sen, Norton Lilly & Co.; William Brumbach, speaker, Hallett Ivlfg. Co.;
S. S. Hindle, American President Lines General Agent and President of
So. Cal. Foreign trade Association; Ptiilip Stein. Customs Attorney; John
A. Sowers. World Trade Dept., Chamber of Commerce; Paul E. Pauly,
Dept. of Commerce.

Center, left to right: George Yale Yale International- Baron Otto von
Strahl. Glass and Glass, Johannesburg. Union of South Africa; Edward
Belford. Manager, Yale International; Russell H. Donnelly. Farmers &
(Merchants National Bank; Paul E. toyree Farmers & Merchants National
Bank; W. E. Tiiard. Dresser Industries. Inc.; W. B. Frank. United Air
Lines, inc.; F. L. Baptie. Trans World Airline.

Bottom, left to right: F. S Boissevain. Bartlett & Boissevain; Brae Love-
less. Pacific Far East Line. Inc.; C. W. Allen. Farber & Co.; Mary Bolanos,
Hallett Mfg. Co.; J. E. Bell, Pacific Far East Line, Inc.; J. V. Gargan,
Interpacific Export Company; H. Hornbein, Interpacific Export Co.;
Brett L. Patton.

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Page 77

Marine Insurance

The London Letter

By Our United Kingdom Cnrrespondent

Theft and Fire Damage Precautions

Marine underwriters continue to take a serious view
of the theft and pilferage problem. These hazards, as
Sir Arthur S. Rogers, chairman of the Standard Marine
Insurance Company, Ltd., Liverpool, has just reminded
us, exist in almost every country in the world, and, in
some areas, "are so grave as to be a severe handicap to
international trade." The continuance of the depredations
is traced in part to inability to obtain efficient packing
materials, also to the shortage of many essential com-
modities. It is regarded as a hopeful augury, however,
that, following discussions at conferences of the Inter-
national Union of Marine Insurance, underwriters in
many of the large marine insurance markets have taken
measures in an endeavor to mitigate the losses due to
these risks.

Shipping companies and stevedoring firms in the Liver-
pool area continue to make efforts to check losses due to
pilferage. Nearly 200 specially trained security guards
are maintaining a day and night watch on board ships, on
quaysides and in dock sheds.

These guards, the majority of whom are former sea-
farers or ex-policemen, are employed by an organization
known as Liverpool Ship Services, which was inaugurated
in 1946 and since that time has developed so rapidly that
today it supplies personnel to no fewer than 48 shipping
companies and stevedoring firms associated with the port.
This Liverpool service is an ofiF-shoot of a similar service
which has. been assisting shipowners in the River Clyde
area for many years past. Another branch has recently
been established in London. Plans are also in hand to
begin operations in Manchester.

A more recent development has been the inauguration
of a fire patrol service. For this work, the men — many
of whom are former National Fire Service personnel —
are trained in fire practice with special relation to fires
on board ship. Day and night patrols are carried out.
The shipping companies that make use of these fire guard
services include the Elder Dempster Lines, members be-
ing engaged for duty on board the new passenger liners
Accra and Apapa wiien these ships are in port.

Crain Cargoes

The directors of the North of England Protecting and
Indemnity Association, Newcastle-on-Tyne — one of Brit-
ain's leading "Clubs" — warns its members that the prin-
cipal disputes with which the Association is dealing have

Page 78

arisen in connection with Government imports of Argen-
tine grain into Britain and abroad. As a result 6f the
recent prolonged war and the passage of time, many of
the older and more experienced shipmasters have left the
service. These men have, naturally, been replaced 'by a
younger generation, capable no doubt, but lacking in the
knowledge essential in dealing with shippers and charter-
ers, stevedores, etc., in ports of the world far remote from
home advice. It is desirable, the Association states, that
members, having vessels under charter to load grain in
Argentina, should be careful to warn the masters of their
vessels to be very watchful not only of the condition of
the grain tendered for shipment, but also of its stowage
and ventilation.

In other grain producing countries, including our own,
the harvest periods may be, and frequently are, subject to
torrential rain-storms in certain sections of the agricul-
tural area, with the result, as in the immense area of
Argentina, that the grain coming from one part, or from
most parts, of the land may be dry and sound when it
reaches the port of shipment, but from other parts of the
land surface over which the heavy rain has passed, the
grain may have been' thoroughly wet and only superficial-
ly dried before it is hurried on board ship and possibly
mixed with or stowed near dry grain. The above fact,
the Association continues, has been markedly present in
numbers of these Argentine cases with which the Asso-
ciation has dealt in past years and is dealing at present.

Summing up, the Association reports that many ship-
ments from the River Plate of the new maize are antici-
pated. It would, therefore, be a help if members, having
ships chartered to load Argentine grain could provide the
master with a few small "sample bottles " which he should
be advised to use if he has the slightest suspicion of there
being possible, or probable, dampness in any particular
parcel being loaded into his vessel. If he could take these
samples, seal and properly label the small bottles and
keep them against his arrival, and out-turn of cargo, they
might, it is suggested, be found a very potent help in
dealing with any allegations against the carrying vessel
based on alleged bad stowage, etc.

The Safety at Sea Conference

About 250 representatives from over thirty countries
met in London on Friday, April 23, for the of)ening ses-
sion of the International Conference on Safety of Life at
Sea. It is expected that the Conference will end in about
seven weeks' time. The use of radio will be discussed —
also the use of radar and direction finders. Among the
other numerous subjects to be dealt with will be pre-
cautions against fire; life-saving appliances; and revision
of the Collision Regulations.

Arrangements are being made for delegates to see
demonstrations with sprinkler apparatus at Westminster
{ April 29), a display of rocket life-saving equipment at
Brighton (May 14), and at a Brentford factory (May

PACIFIC MARINE REVIEW

21 ), control equipment for the harbor supervision radar
at Liverpool. The social side includes receptions by the
C/overnment, the Port of London Authority, Trinity
House, and Lloyd's Register, and dinner parties by the
(lovernment (June 2) and the C^hamber of Shipping
(May 25).

in welcoming shipowners and technical representatives
(if a.ssociations overseas, which formed, with the British
( hamber of Shipping, the International Chamber of Ship-
pnig. Sir George Christopher (president of the (Chamber
of Ship|-)ing of the United Kingdom and chairman of the
International Chamber of Shipping) said that the task of
those who would be taking part in the International Con-
ference on Safety of Life at Sea (to be held in London
from 23rd April until 1 1th June), for the purpose of
revising the 1929 Convention, was of the highest im-
portance. They were obviously faced with a formidable
task, but he was sure they would bring to bear the acid
test of keen practical experience upon the numerous
proposals, in regard to some of which they might well
have to judge carefully between "the idealistic and the
practical."

Sir George Christopher further stated that it was over
J") years since the International Chamber of Shipping
I chen the International Shipping Conference) first took
tlie initiative in preparing for safety requirements after
the first world war, and appointed a series of expert
coinmittees to frame proposals for submission to the
Governments. It took nearly 7 years to work out those
proposals, and it was just 18 years since the Safety Con-
vention was last revised.

Mine Casualties

Figures published by ' Lloyd s List," London, show that
mine casualties to vessels of over 500 tons gross, in the
first 3 months of 1948, numbered 11. Seven vessels of
under 500 tons gross were also lost or damaged from the
same cause, increasing the three months' total to 18 mine
casualties. This compared with 16 such casualties in the
preceding 3 months, including 8 vessels of over 500 tons
gross. Of the March quarter's casualties to vessels of over
500 tons, six (xrcurred in North Sea and Baltic waters, and
five casualties took place in the Mediterranean. The quar-
ter's mine casualties to ships of over 500 tons gross in-
volved 1 Norwegian vessels, two American, and one each
British, Dutch, Swedish, Italian, Greek and Russian.

Navy Sinks Mines in Shipping Lane

Two floating mines sighted on the regular San Fran-
cisco-Honolulu steamship route were destroyed by gun-
fire from the large I-Javy transport. General J. C. Breck-
enridge, which docked here recently.

The mines, similar to those washed ashore here recent-
ly, were spotted 990 and 545 miles from the Pacific
coast and were sunk by 40 and 20 millimeter gunfire.

The first mine sighted exploded with great intensity,
according to Captain J. E. Florence, USN, skipper of the
Breckenridge. and constituted a threat to large ships. The
second mine sank without detonating.

Captain Florence said the mines probably had broken
away from moorings in Japanese home waters and ap-
peared to have been adrift over a long period.

Home Insurance Expands

The Home Insurance Company,
New York, due to necessity for ad-
ditional space has found it neces-
sary to move their Pacific Marine
Department to completely modern-
ized new quarters at 565 Clay Street,
San Francisco.

We learn from Co-Marine Man-
agers, Clayton Roberts and Alberto
Martinez, Jr., that this centraliza-
tion of the entire Marine Depart-
ment with all of its various depart-
ments under one roof will permit
more efficient and proper handling
of the company's Pacific Marine
Department's operations.

There is no change in the tele-
phone number — it will still remain
EXbrook 2-5600.

Clayton E. Roberts and Alberto Martinez, Jr., co-managers.
Home Insurance Company, Marine Dept., at San Francisco.

MAY

19 4 8

Page 79

ymiralty Decisions

By HAROLD S. DDBBS of San Francisco Bar

USS/IULT U SEA

I have always been of the opinion that all courts and
particularly those dealing in admiralty matters, right-
fully should take judicial notice of the natural tendency
of seamen to settle and adjust their personal differences
by committing an act of assault, battery or both upon
other seamen where the facts disclose that an assault or
battery, or both, occurred aboard ship during the course
of or immediately prior to the end of a long voyage
where the seamen involved, as well as the remainder of
the crew, have been caused to live in rather intimate
fashion with one another over a considerable period of
weeks or months.

From my experience in dealing with cases of this
kind, I have concluded, even though sympathetically,
that "boys will be boys, as the expression goes, and
when the situation presents itself, seamen in general
will settle their personal differences in the manner in-
dicated. It seems only natural that seamen will find
reasons for disagreeing with other seamen about per-
sonal matters and also subjects far afield of the ship's
business during the course of a voyage in which circum-
stances are such that the only appropriate medium of
settlement is the use of force, resulting in assault or
battery or both.

Countless claims and admiralty suits have been filed
in years past in which the courts have been asked to
determine whether or not the assaulted seaman has a
cause of action against the vessel's owner for damages
where the assault or battery is alleged to have been in-
flicted by some other crew member or officer while en-
gaged in ship's business. The issue in each case is simply
whether or not the assault, battery, or both, arises out
of some argument over ship's business. It has been the
practice of libelants and plaintiffs alike, in bringing
such suits, to allege that the seaman or officer accused
of assault or battery was of a vicious, pugnacious and
dangerous disposition to the knowledge of the ship-
owner, or on the other hand, that the claim is one for
negligence on the part of the shipowner in employing
fellow crew members and officers who by some act have
negligently assaulted or battered another seaman or offi-
cer while such seaman or officer was engaged in carry-
ing out ship's business. Most of these cases necessarily
are determined upon the question of credibility be-
cause in each case there is usually a conflict as to who
hit whom first and why.

In a case decided by the United States District Court
of the Southern District of New York in January of
this year, entitled Kable vs. United States of America, etc.,
the libelant, chief officer of the Steamship George
Vickers. sought damages for personal injuries alleged to
have been sustained as the result of an assault com-
mitted upon the libelant by one Erik Svedman, chief

engineer, while the vessel was lying at the Port of Alex-
andria, Egypt. Claims were also made for maintenance,
unpaid wages and damages for failure to pay wages. The
usual ground of liability was asserted in the libel, namely,
that Svedman, the chief engineer, was "of a vicious,
pugnacious and dangerous disposition" to the knowledge
of the respondent. United States of America.

The testimony of the chief officer and the chief en-
gineer as well as that of the second mate and second
assistant engineer, when taken together, was without
semblance of being a description of one and the same
thing. A careful reading of the testimony of all parties
concerned, however, made it clear that there was no
evidence to sustain the contention that Svedman, chief
engineer, was of a vicious, pugnacious or dangerous dis-
position.

The court quickly disposed of the libelant's first
claimed ground of liability on the ground that the
United States had employed a vicious person in the
position of chief engineer.

The facts briefly stated are that Mr. Kable, the libelant,
accompanied the chief engineer ashore on the night
upon which the assault and battery occurred and during
the time that they were ashore were caused to argue
about some personal matter, after which they separated,
each returning to the ship at a different hour. Later,
Kable went to the chief engineer's quarters, demanding
in loud and boisterous manner that he be admitted im-
mediately. Upon gaining admittance, Kable ordered the
chief engineer to put ashore two British Naval officers
who were then being entertained by the chief engineer,
to which the chief engineer refused. On behalf of Kable
it might be said that port rules forbid the ship's crew
bringing guests aboard except on business. In any event,
a fight ensued between the chief engineer and Mr.
Kable, during which time the chief engineer was severely
beaten about the head. Kable's superiority was accom-
plished by the use of the butt end of a gun he was
carrying. The chief engineer was injured rather severely.
About an hour later, the testimony of witnesses showed
that Svedman and Kable engaged in a furrher encounter
at which time Kable received the worst of the fight.

The court held that the attack by Svedman, chief en-
gineer, in the second encounter, did not constitute negli-
gence because it was not in furtherance of the master's
business, for which the respondent. United States of
America, would be liable in damages.

The libelant, in support of his case, referred to many
cases in which the shipowner was made to respond in
damages on grounds of negligence because of physical
attacks by fellow crew members and officers alike. How-
ever, each of the authorities cited was and is completely
answered by the case of Brailos is. Shepard SS Co.,
where the facts indicate the first assistant engineer, in
the course of an argument, stabbed the chief engineer,
and the chief engineer sought to hold the shipowners

Page 80

PACIFIC MARINE REVIEW

liable for negligence.

In affirming a jury verdict in favor of the defendant
shipowner, the Circuit Court of Appeals stated as fol-
lows:

"An assistant engineer can hardly be said to act in
furtherance of his master's business when he assaults
the chief engineer as the latter attempts to take con-
trol at a time of emergency. The case on its facts is
clearly distinguishable from cases relied on by the
plaintiff where a superior officer injured a seaman in
the act of prodding him to work."
In the present case, the most that can be said for the
libelant's contention is that the chief engineer attacked
the libelant in a second encounter in retaliation for the
libelant's prior assault upon the chief engineer in at-
tempting to enforce the port regulation. The court held
that the attack was not in furtherance of the master's
business, and therefore no liability follows.

Kable's claims for maintenance, cure, unpaid wages
and damages for failure to pay wages were disposed of
upon the ground that he was the aggressor and there-
fore guilty of wilful misconduct.

This case represents a typical situation where the cir-
cumstances surrounding the assault and battery point to
ship's business and liability of the shipowner, but which
in reality are simply the settlement of personal and
private differences in nowise related to the ship or its
business except that the assault and battery occur in or
about the ship.

"In Rem" Proceeding Against United States
Bareboat Vessel Held Nullity

By statute, no vessel of the United States may be sub-
jected to an "in rem " proceeding. By "in rem " I mean
simply the right to bring an action directly against the
"thing ", which in cases of this type is the ship. Ordi-
narily, of course, it is quite common to bring an action
against a ship by virtue of "in rem " jurisdiction.

In the case of Alaska Steamship Cotnpany vs. Ameri-
can-Hau'aiian Steamship Co??ipany and Steamship Fenn
Victory, recently decided before Judge Bowen in the
United States District Court for the "Western District of
"Washington, the American Steamship Fenn Victory,
owned by the United States Maritime Commission and
leased under bareboat charter to the American-Hawaiian
Steamship Company, collided with a vessel of the Alaska
Steamship Company. The latter, libelant in this case,
filed a libel "in rem" against the Fenn Victory and
caused the United States Marshal to arrest her. The
American-Hawaiian Line, desiring to sail the vessel
without delay, furnished a stipulation upon which the
Marshal released her. Subsequently, the American-Ha-
waiian Line moved by procedure of motion to raise the
question of jurisdiction.

After appropriate evidence had been intrcxluced, the
court said in part.
"By reason of the Suits in Admiralty Act, the pro-
ceeding 'in rem' in this case against the Fenn Victory
from the beginning and at all times material to this
action has been void and of no effect, because under

the provisions of that Act this court has not and can-
not have any power judicially to proceed 'in rem'
against that merchant vessel of the United States."
The court reasoned that the Suits in Admiralty Act
prohibited judicial seizure and further that the Act fail-
ed to make any exception by reason of private operation
of Government vessels under bareboat charter.

As indicated, the American-Hawaiian Steamship Com-
pany had previously furnished a bond by stipulation for
the release of the vessel so that it might continue on its
voyage without further delay.

With respect to the stipulation for value and for costs,
the court said that the stipulation for value was a nullity
like each and all of the other things which were done
in connection with the 'in rem" proceeding. As a result,
therefore, the bond was ordered returned and the pro-
ceeding dismissed. The ship had, of course, already con-
tinued on its way.

Judge Bowen's decision clears the maze of cases that
have reached a like result by implication, but have failed
to adequately establish the point so that it might be
relied upon and referred to as authority for the proposi-
tion in issue.
Supreme Court Denies Certiorari in Shilman Case

Last month I reported the case of Shilman vs. the
United States of America and Grace Line, Inc., in which
the libelant ( seaman ) sought recovery of two hundred
dollars in wages earned by him as a member of the crew
of the merchant vessel Eli Whitney. In the lower court,
judgment was rendered in favor of the respondent.

While the vessel, upon which libelant was employed,
was in the Port of Tunisia, North Africa, then an active
theater of war, libelant was arrested by personnel of the
United States Army for stealing an adding machine from
the office of the French Navy. He was tried before a
Special Court Martial, found guilty and sentenced to pay
a fine of two hundred dollars to the United States in
addition to serving a prison sentence. He served his
prison sentence but never paid the fine.

The ship's agent, Grace Line, deducted the fine of
two hundred dollars from the money due him at the time
payment was made.

The Circuit Court of Appeals reversed the decree of the
lower court insofar as it applied to the United States and
affirmed it as to the agent, Grace Line. Certiorari was
denied by the Supreme Court on February 16, 1948.
The United States, as employer of a merchant seaman,
may not deduct from his wages an unpaid Army Court
Martial fine for the reasons set forth in my earlier article.
As far as the agent is concerned, he is not the employer
of the seaman in such sense as to be responsible to him
for making a deduction from his wages of an unpaid
Army Court Martial fine. If the agent had failed to dis-
close the agency, a different result might have followed.

Pre-Historic Rope

Cordage was one of primitive man's first tools. Long
before he learned to spin or weave, he twisted sinew,
hair, vines and other plants into rope for snares, nets
and fishlines, according to the Columbian Rope Com-
pany.

MAY • 194

Page 81

GOLDEN BEHR

I Continued from page 61)
had accomplished its assigned mission — "Deliver the
goods."

The Golden Bear was manned entirely by the officer-
instructors of the Academy and by the midshipmen, ex-
cept for the steward's department and the ship's laundry.
Every officer in the Deck Department is a graduate of
the California Maritime Academy and all of them hold
master's licenses. Almost all of the officers hold com-
missions in the Naval Reserve and served in World War
II. The midshipmen, entering at ages 17 to 23, are en-
rolled in two groups. Deck and Engineering, for a
three year course, of which a total of approximately one
year is spent at sea on three foreign training cruises of
four months each. The remainder of the course is spent
in classroom study and practical drills at the State
Academy on Morrow Cove, Carquinez Straits, near Val-
lejo. The graduates receive a Bachelor of Science Degree
in Nautical Science, specifying either Seamanship and
Navigation, or Marine and Electrical Engineering, ac-
cording to whether enrolled for Deck or Engineering
training. Final graduation examinations consist of sitting
for licenses as third mates or third assistant engineers.

In addition, graduates receive a commission as ensign
in the Merchant Marine Naval Reserve, and a commis-
sion as ensign in the U. S. Maritime Service. Admission
to the Academy is by competitive examination. The
current enrollment of 99 midshipmen is expected to
increase to 150 with the class entering September 1,
1948.

The Golden Bear will take a prominent part in Na-
tional Maritime Day Ceremonies in San Francisco on
May 22, after returning from her historic cruise on
May 19. She will be berthed at Pier 5 and wiU be open
for public inspection from 1:00 p.m. on May 20, 21
and 22. The midshipmen will provide the honor color-
guard, bugler and firing squad for the Golden Gate
Bridge ceremonies honoring members of the Merchant
Marine lost in World War II. The entire Corps of Mid-
shipmen will take part in the down-town parade for
which Fleet Admiral Nimitz has accepted the role of
Grand Marshal. The Golden Bear has been designated
as the Flagship for National Maritime Day and it is
hoped that the completed shipping documents for the
good-will cargo delivered to Europe can be presented
to Governor Warren in a public ceremony.

The Golden Bear will visit San Diego from May 1 1-13,
Long Beach May 13 to May 15 and Santa Barbara May
16-18.

mmm pictures of mm\\

( See pages 62, 63 and 64 )

Opposite, top: "Cyclotherm" steam ge
by Consolidated Services, Se

lerato
attle.

Opposite, bottom: Auto Deck ot the Chessman. Albina's
architects were particularly proud that the only protuber-
ance from the engine room is the main hatchway (center).

Page 82

kcident Prevention Bureau
1947 Contest Winners

The Waterfront Employers' Association's Accident
Prevention Bureau announces that the winners of the
Byron O. Pickard Memorial Trophies for 1947, the third
year of a five year contest have been determined. The
awards are based on the cumulative compensable injury
frequency rate rather than on the experience of a single
year. The minimum total manhours for ofifshore are
200,000, for onshore 150,000 and for terminal com-
panies 100,000. Smaller companies can become eligible
over a period of years when they have accumulated
sufficient manhours to produce a significant frequency
rate.

The 1947 winners and the sponsors of the trophies in
the several contests are listed below. An asterisk indi-
cates that the company has won for two years while a
double asterisk indicates three-time winners.

Coastuide
Offshore — **Matson Terminals, Inc., Los Angeles.
General Steamship Corp., Ltd., Trophy.

Onshore — Brady-Hamilton Stevedoring Company,

PACIFIC MARINE REVIEW

Portland. The Log Trophy.

Terminal — "Howard Terminal, Oakland. East Bay
Terminal Companies' Trophy.

Columbia River District

Offshore — Luckenbach Steamship Company. Employ-
ers' Mutual Liability Insurance Company of Wisconsin
Trophy.

Onshore — * Brady-Hamilton Stevedoring Company.
Pacific Marine Review Trophy.

Terminal — Commission of Public Docks. Marine Elec-
tric Co., Northwest Marine Iron Works, Steckmest &
Company Inc., Albina Engine & Machine Works Inc.,
Willamette Tug & Barge Company Trophy.
Piiget Sound District

Offshore — *W. R. Grace & Company. Todd Ship-
yards Corporation Trophy.

Onshore — Matson Terminals, Inc. Pacific Marine Sup-
ply Company Trophy.

Terminal — *Shaffer Terminals, Inc. Marine Lumber
Services, Inc. Trophy.

San Francisco District

Offshore — **Jones Stevedoring Company. C. J. Hen-
dry Company Trophy.

Onshore — *San Francisco Stevedoring Company. Fire-
man's Fund Insurance Company Trophy.

Terminal — * 'Howard Terminal. East Bay Terminal
Companies' Trophy.

Southern California District

Offshore — **Matson Terminals, Inc. Pacific Employ-

ers' Insurance Company Trophy.

Onshore — "Metropolitan Stevedore Company.
Bilge Club Trophy.

The

Mrs. Homer Sponsors Big Ore Carrier

When tlie 2 i,U()0-ton ore carrier Cubure was launched
recently at Bethlehem Steel Company's Sparrows Point
Yard, the sponsor was Mrs. Arthur B. Homer, wife of
the company's President. She is shown below on the
launching stand with, left to right, H. W. Warley, Presi-
dent, Ore Steamship Corporation, for which the vessel
was built; Mr. Homer, Mrs. H. C. Crawford, wife of
Bethlehem's 'Vice-President, Traffic; Mrs. J. W. Larkin,
wife of Bethlehem's Vice-President, Industrial and Pub-
lic relations; and Messrs. Larki", Oawford and Norborne
Berkeley, Bethlehem Vice-President.

Mr. Homer announced at the launching that the new
shipbuilding program for the Sparrows Point Yard in-
cludes four tankers of 18,000 deadweight tons for for-
eign interests and a minimum of three 28,000-ton oil
rankers, two being for a domestic oil company and one
for foreign interests. He pouited out that these tankers
will be larger than any now in service, and added that
two further ships in this class mav be authorized.

The Ciibore is the seventh of eight 24,000-ton ore car-
riers being built at Sparrows Point for the Ore Steamship
Corporation, a subsidiary of Bethlehem,

vl A Y • 19 4

Page 83

RDOUIIEDCE IS THE STRQICHT
I0DR5E TO ROURniEmEnT

by "Tfie %k\p}iter"

Questions Welcomed. Just Address "The Skipper," Pacific
Marine Review, 500 Sansome St., Son Francisco, California

The Solution of the Right Spherical Triangle
By Use of Napier's Rules

In the past several years this writer has had the op-
portunity of contacting many navigators, most of them
excellent in their field. However, it has been his ex-
perience to find that, even though these navigators have
encountered no diflSculty in determining the position
of their vessel or of conducting it from one position to
another on the surface of the earth, they knew little of
the theory upon which the "short form" tables were
based. They had learned "by rote" to look in these tables,
following a given set of accompanying rules, and come
out with the answer to their Spherical Triangle problem.

The purpose of this article is to try and broaden the
scope of understanding of what the present day navi-
gator is doing when he solves his Spherical Triangle
problem by means of these short forms, thus enabling
him to develop his own formula for the solution of his
spherical triangle when faced with a situation where the
short forms are not available or when conditions are
such that the more convenient forms are not easily adapt-
able to the case. Aside from the possible necessity of
this knowledge, it is the opinion of this writer that every
conscientious navigator should and will, in justice to
himself and his profession, avail himself of each oppor-
tunity to increase his knowledge of his field thereby
making himself more valuable to his employer and bene-
fiting the entire industry. Who knows, such knowledge
might someday save the lives of men, a ship and its
cargo or both.

Navigation is not by any means a new art or science
and surely the solution of spherical triangles upon which
most of our offshore navigation is based is not new. We
merely have some newer and shorter ways of doing the
same old thing.

Page 84

Somewhere near the beginning of the seventeenth
century a Scottish mathematician, John Napier, the in-
ventor of logarithms, developed certain rules and for-
mulae for spherical trigonometry. Some of these have
since come to be known as Napier's "Rules of Circular
Parts" or in short "Napier's Rules. " These rules are
what we are interested in as far as this article is con-
cerned. They are as follows:

Rule I: The sine of the middle part is equal to the
product of the tangents of the adjacent parts.

Rule II: The sine of the middle part is equal to the
product of the cosines of the opposite parts.

In the solution of the right spherical triangle by these
rules, there are three other facts which must be con-
sidered.

1. The 90 angle is ignored (thus leaving five
parts — the hypotenuse, the other two angles, and the
two sides adjacent to the 90^ angle).

2. The complements of the hypotenuse and the
two angles must be used.

3. Any part may be used as the middle part.

The mastery of these rules and facts requires but a
little study and then some practice after which the de-
velopment of your own formulae for the solution of the
right spherical triangle is quite simple. These rules are
equally applicable to either Terrestial or Celestial Spheri-
cal Triangles if we remember that Great Circle Distance
on the earth and Zenith Distance on the Celestial Sphere
are the same when measured in arc. However, in our
Celestial Navigation we are concerned with the altitude
of a body rather than its Zenith Distance (which is the
complement of the altitude) in order to get our altitude
intercept. For the solution of our Terrestial Spherical

PACIFIC MARINE REVIEW

Triangles we are concerned only with the Cireat Circle
Distance.

As will be noticed we have been referring to the
solution of right spherical triangles while we as naviga-
tors know that most of the spherical triangles we solve
are not right spherical triangles. Napier's method of
overcoming this obstacle in most cases was to erect a
perpendicular to the meridian of the observer at a point
where it would intersect the body, in celestial navigation,
or where it would intersect the position of the destination
for great circle sailing, thus creating two right spherical
triangles. In the accompanying Sketch I. we see illus-
trated the spherical triangle while in Sketch 2. we see
approximately this same triangle on a larger scale with
the perpendicular (R) erected giving us Triangle A
and Triangle B showing the 90 angle and numbering
the remaining five parts.

To simplify and more clearly illustrate the use of
Napier's Rules let us give values to some of the parts of
the sketch and solve the triangle. Let us assume that from
a position in Lat. 17' 21' 15" N., Long. 25° 31' 30" W.,
we observed a star whose declination was 44^ 29' 30" N.
and whose G.H.A. at that instant was 63° 28' 15" W.
By applying our Longitude to the G.H.A. we get 37°
56' 45" as the meridan angle west thus giving us three
known values with which to solve our triangle.

Before starting with the actual steps of the solution
perhaps it is best to give names to other parts of the
triangle as sliown in Sketch 2. First K is the name given
to the distance from the Celestial Equator to the point
where the perpendicular (R) intersects the observer's
Celestial Meridian. Second, Co-K is the name given to
the distance from the point to the Pole. Third, K plus
or minus Lat. is the name given to the distance from the
observer's Zenith to the point of intersection of (R)
with the observers meridian, it is perhaps worthwhile
making note of and remembering that:

1. It is advisable when posible to use the known
values as the middle part.

2. Since we must use complements of the hypotenuse
and the two angles let us keep in mind that — Cosines are
complements of sines and that cotangents are comple-
ments of tangents.

Now for the problem:

Lat. 17° 21' 15" N.

Dec. 44° 29' 30" N.

Meridian angle 37° 56' 45" W.

First Triangle A of the Sketch:

Step 1. Using the meridian angle as the middle part
and remembering that we must use the complements of
the angles and the hypotenuse we can develop the for-
mulae;

Sin Co-Meridian angle equals tan Co P.O. multiplied
by tan co K. or

Cosin Meridian angle equals tan Dec. multiplied by tan
Co K so

Cos Meridian angle divided by tan Dec. equals tan
Co K. Using Logarithms we add logs to multiply and
subtract logs to divide thus giving us —

Log Cos Meridian angle minus Log tan Dec. equals
Log tan Co K

Log Cos Meridian angle 9.89686

Log tan Dec. 9-99230

Log tan Cole 9.90456

The value of Co K is 38° 45' 16"
Subtracting Co K from 90° we find the value of K —
90° 00' 00"
Co K 38° 45' 1^;'
K 51° 14' 44"
Then subtracting the Latitude from K. we find the
value of K (plus or minus) L

K 51° 14' 44"
Lat. 17° 21' 15"
K (plus or minus) L 38° 53' 29"
Step 2. Using the co Dec. as the middle part and Co
K as one opposite part, we find the valge of R the other
opposite part by developing the following formulae:

The Sin of the Complement of Co. Dec. equals Cos
Co K multiplied by Cos R or i

Sin Dec. equals Cos Co K multiplied by Cos R so

Log Sin Dec. equals log Cos Co K (plus) log Cos R so
Log Sin Dec. minus log cos Co K equals log cos R
Log Sin Dec. 9.84559

Log Cos Co K. 9.89200

Log Cos R 9.95359

The value of R 26° 01' 10"

Now for Triangle B of the Sketch:
Step 3. Using Zenith Distance as the middle part and
(Please turn to page 107)

MAY • 1948

Page 85

yoti/L f^\4Mim& dnUin/iuL

b^ "The Chief"

"The Chief's" department welcomes questions — Just write "The Chief," Pacific Marine Review.

XHMK TALKS' M APPLIED ITHLMATICS

The AutDmotive Gear Ratio

WE HAVE already discussed the importance of cor-
rect gear ratio and its meaning. We have decided
to refer to this as the SPEED RATIO. We found that
there is only one correct value of speed ratio between
an engine or prime mover and the driven load. More
correctly we should say that each load condition requires
its own speed ratio to give maximum efficiency or max-
imum effectiveness of the power supply to the load.
The load must run at its required speed and the engine
must run at its proper speed to develop the required
power.

This condition is nicely illustrated in the manage-
ment of the small Naval auxiliary ships such as rugs

and special assignment ships which have direct current
electric drive. The electric drive is so arranged that an
adjustable speed ratio is available by setting the d-c
generator and motor fields at a proper value. In this way
the necessary horse power can be delivered to the shaft
at a shaft speed determined by the corresponding ship's
speed and at the same time one or more engine-driven
generators can be run at a speed to give the necessary
power, yet to give long life to the engines. Here it is
customary to slowly and in very small steps increase the
speed ratio thus slowing down the engine but increasing
the torque until the engine governor has opened the
throttle nearly wide open and a full oil charge is in-
jected at each power stroke. This slow speed lengthens

Page 86

PACIFIC MARINE REVIEW

engine life and reserves higher speeds for full power out-
put. Half rated speed is considered minimum engine
speed.

On the other hand, with steam turbine drive it is de-
sirable to maintain full design speed at all loads from no-
load to full-load. This maintains the maximum efficiency
of the steam end. At reduced loads we usually require
reduced speeds and therefore we desire a large number
of speeti ratios subject to easy and reliable adjustment.
Aside from the d-c electric drive no reliable and efficient
adjustable speed ratio mechanism has been developed,
and even with this drive we are limited in horse power
size to a few thousand. 10,000 HP in d-c drive would
be exceptional.

The problems in the drive of the automobile or
truck also illustrate the need of a large selection of
speed ratios available to the driver. For simplicity and
cost the number is usually limited to three regular and
perhaps one over drive forward and one reverse. Trucks
may have six and more because of the fact that they have
so much less horse power per pound weight.

The blackboard sketch on the left is intended to tab-
ulate the meaning of gear ratio and speed ratio and to
show the changes in torque. Note that HIGH gear ratio
means high torque but that HIGH SPEED ratio means
high speed. There seems to be no standard way to write
the fraction which is the ratio. It may be 6 to one, written
6:1 or it may be one to six, 1:6. The customary way
seems to be to express the largest number of the ratio
first; thus the ratio at the bottom of the speed ratio
column would be 4:1 instead of 1:4 as shown. We sug-
gest that in expressing ratios of gears the words "Speed-
UP be used after the ratio which will clear up any
misunderstanding, when the driven shaft runs faster
than the driver.

The center sketch on the blackboard is an attempt
to show the horsepower change with the change in
speed and at the several speed ratios available in the
modern automobile. We have two types of curves on this
graph, each marked. Note first the HP requirements of
the car at the different speeds. The solid curve is marked
"Car HP Level." Read the speed in miles per hour,
MPH on the abscissa, horizontal axis of the graph. The
dotted curve is marked "Car HP Hill." Notice that for
the same speed in MPH that more HP is needed when
the car is on a hill. This is a condition not encountered
at sea on ships except that sometimes extreme weather,
head winds and seas may give us a curve more like the
hill curve than the level one. A foul bottom will give
us a slight tendency toward the Hill curve for the ship.

All the other curves on the center blackboard sketch
cover the maximum engine capacity at the several speeds.
These are marked Engine HP. There is really only one
Engine-HP curve but it is redrawn several times using
a different scale on the horizontal axis so that in the
several speed ratios of the car, the engine speed in RPM
will coincide exactly on the horizontal axis with the
corresponding car speed in MPH. Thus in high gear
curve A applies and the engine is making 2660 RPM
when the car is going 80 MPH. Or in second gear the
engine turns 4000 RPM at 80 MPH and this is the
maximum speed the engine will turn over. This is
shown on curve B. Similarly Curve C is for low gear

and maximum engine speed of 4000 RPM gives us only
40 MPH.

If these curves are properly drawn so that the engine
speed corresponds to the car speed on the same point
on the horizontal axis, then we may conclude that where
the car speed curve crosses, the engine speed curve
represents the speed and horse power at which we oper-
ate with the throttle wide open, and the car is the only
restraint on the engine. And at less speeds where the
car curve is below the engine curve we may conclude
that we must throttle the engine to reduce the HP to
that required by the car or else we will accelerate up-
ward in speed until the car curve comes up and crosses
the engine curve. We could, of course, have drawn many
more engine curves, one for each position of the throttle,
but the graph would then be much more complicated.
The engine curves are shown only for the wide open
throttle.

The curve for overdrive gear ratio is marked OD.
Here 3000 RPM of the engine gives 120 MPH. But at
this car speed the required HP is greatly in excess of
that available from the engine at its speed of 3000
RPM. Thus we would never be able to come up to this
speed. If we drop back into high gear, however, and
allow the engine to come up in speed, then we could
develop enough power to bring the car up to about
100 MPH. This is the maximum speed we could make
with this combination of engine and gears. If we were
to go to a little lower speed ratio and let the engine
climb up in speed a little we would gain a little in car
speed, but not much, as the maximum HP on curve A
would only give about 105 MPH as shown in the
curves.

Notice that on the "Hill" curve we could not make
the hill in any speed in overdrive, as the Hill curve is
above the OD curve at all speeds. In high gear, once
we got started and above 20 MPH, we could make the
hill curve up to about 60 MPH but if we will drop back
into second gear, curve B, we could pull up to 80 MPH
which gives maximum HP output from the engine.

This then explains some interesting experiences many
engineers have had in driving the modern cars with
overdrive. We found we could go faster in high gear
than in overdrive and that with any hill or head wind
we were better off in high gear than in overdrive, that
overdrive was useful only at moderate speeds and on
the level. We conclude then that overdrive is not the
speed ratio for maximum output but is for slowing the
engine down when we do not need full HP output.

Another interesting variant in the automotive field is
the hydraulic clutch and the speed torque relationships.
The sketches on the right show an engine with a liquid
or fluid clutch and a gear box. In the sketch at the top
the output from the clutch cannot be more than the in-
put torque can be at reduced speed, and the clutch
acts as a slipping device delivering less speed out and
no more torque than the input. Thus the HP output is
less than the input by the ratio of the speed reduction
and the reduction is a loss in HP which shows up in
heating of the clutch. Therefore, it is not used for con-
tinuous speed reduction, and needs the associated gear
(Please turn to page 106)

MAY • 194

Page 87

Oft t^ Ti^cufA

New Construction — RecDnditiDning — Repairs

Bethlehem Repairs Survey Vessel 'Tioneer'

By CHARLES L TDBIAS,

Production Supervisor, BEthlehein Steel Company,
Shipbuilding Division, Alameda Yard

Although their work is seldom publicized and they
are often forced to carry on operations under extremely
hazardous conditions, men of the United States Coast &
Geodetic Survey Division of the Department of Com-
merce are daily performing a vital service to their gov-
ernment by accurately charting thousand of square miles
of ocean waters surrounding the United States and its
island possessions. The accurate data gathered from
vessels operating in this service forms the basis on
which this government's modern hydrographic charts are
developed.

Whereas not so long ago contours of the ocean floor
were charted by means of a lead line, nowadays the U. S.
Coast & Geodetic Survey employes the most up-to-date
electronics equipment. When a survey vessel is in oper-

The U. S. Coast and Geodetic Survey vessel, Pioneer, on
drydock at the Alameda Yard ot Bethlehem Steel Com-
pany, Shipbuilding Division.

ation, a fathometer draws a continuous graph of the
ocean bottom beneath her hull, while other electronic
equipment known as "shoran " simultaneously furnishes
precise position of the vessel. This is a peace time
adaptation of the equipment used during the latter part
of the war for the blind bombing of enemy targets.

One of the largest Coast & Geodetic Survey vessels, the
Pioneer, which last summer charted over 12,000 square
miles of treacherous Aleutian waters, recently went in
drydock at the Alameda Yard of Bethlehem Steel Com-
pany, Shipbuilding Division, for repairs and alterations
prior to returning to the Aleutians to resume survey
work.

The Pioneer was built in 1943 at the Lake Washing-
ton Shipyards in Seattle, Washington, as a Navy AVP.
Before completion, she was converted to an AGP and
commissioned as the Mobjack in October of that year.
She is .tIO feet long and powered by four 1600 hp diesel
engines. For two years, she saw combat duty in the
Southwest Pacific as mother ship for one or more
squadrons of PT boats, assisting in many landing oper-
ations, including those at Tulagi and Leyte.

In August, 1946, the Pioneer was recommissioned as
a U. S. Coast & Geodetic Survey vessel under the com-
mand of Capt. F, S. Borden. Captain Borden, who has
seen 36 years of service, will retire in the near future,
transferring command to Comdr. H. E. Finnegan, who
has been Executive Officer of the Pioneer since transfer
of the vessel from the Navy.

The largest vessel ever to be drydocked at this yard,
the underwater portion of her hull was sandblasted and
given three coats of anti-corrosive paint and the entire
liuU one coat of hot plastic paint. All sea valves were
overhauled, the vessel's two tailshafts were inspected and
weardown recorded. Three new transducers for the
fathometers were installed while the Pioneer was on
drydock.

Other features of the work performed by the Alameda
Yard include the installation of a new interior cam-
panionway from the berth deck to the main and boat
decks to facilitate access to the much used Navigating
and Electronics Departments. Largest part of the job
on the Pioneer was the extension of the boat deck over-

Page 88

PACIFIC MARINE REVIEW

hang aft from frames 116 to H2. Tiiis also involved tin.-
relocation of the vessel's "working boats" and hydro-
graphic launches after the overhang extension was com-
pleted, and the installation of a new watertight hatch
on the boat deck aft to expedite the loading of stores.
Modern electronic methods such as "shoran" and "echo
sounding" are used on the hydrographic launches as well
as on the ship.

Todd Converts U. S. M. C. Tanker

The l6,460-d.w. ton T-2 tanker Pnente Hills recently
sailed from the Todd Brooklyn shipyard directly for
Aruba, N. W. I., after a one-month job of converting
her from wartime status to commercial service for the
U. S. Maritime Commission. The vessel was turned over
to T. J. Stevenson & Co. of New York, sub-agents for
the American Pacific SS Co. of Los Angeles, California,
which are acting as general agents for the U.S.M.C. in
operating this and other tankers as part of the govern-
ment's program to step-up fuel oil deliveries.

The work included removal of the spar deck, gun
mounts and other war-time installations except the
degaussing system; opening of all engine-room machin-
ery, the main boilers, utility systems and propulsion
equipment for inspection and overhaul where necessary
to comply with the requirements of the A.B.S., U.S.C.G.
and U.S.M.C; installing of four 200-foot crack arrestors
on deck and bottom; and making other extensive repairs
to put the 3-year-()ld, 503-foot vessel in A- 1 condition.

For this trip, the Puenle Hills has been chartered to
the U. S. Navy, and is scheduled to load cargo at Aruba
and return to Melville, R. I. After that her service will
change according to needs.

Mammoth Floating Derrick
Drydocked at Todd's

The Htrctdcs. former U. S. Navy floating derrick, with
230 ton hoisting capacity, was rc-cently drydocked at
Todd's Br<x)klyn shipyard for survey, bottom-painting,
and miscellaneous repairs. The unique vessel towers 98
feet above the drydock bed and weighs 1,938 tons with-
out ballast.

The Hercules was purchased by Hughes Bros. Inc., ma-
rine equipment brokers, 17 Battery PI., N.Y.C. from the
U.S. Navy, which used it at the Brooklyn Navy Yard to
hoist heavy guns, turrets, etc., on battleships. They are
readying the floating derrick for service wherever she
might be needed around the world. After it is recondi-
tioned, it is expected to be towed to an anchorage at Salis-
bury, Md., unless someone buys or leases it meanwhile.

The pontoon sectitfn of the derrick is 123' long, 70'
wide, and 14' deep. A stationary cantilever, straddling
the supporting framework 70 feet in the air, extends
289'4" across. This section has the steel rails on which
the main trolley with 1 50-ton capacity, and a 1 5-ton aux-
iliary trolley travel from one end to the other. The Her-
cules can thus pick up heavy equipment like locomotives,
barges, tugs, etc., at one end and transport them through
the derrick's open superstructure to the other end for
loading.

The vessel is not self-propelled, and must be towed
to assignment locations. Her diesel-electric elaborate
hoisting equipment, however, may be operated by one
man working the controls.

The power is generated by a Busch-Selzer 3 cylinder,
4 cycle, Diesel Engine, connected to a General Electric
Direct Current, Generator, 225 BHP, 250 volts, 400
amperes. A battery of 6 Westinghouse DC motors rang-
ing from 60 HP to 10 HP, operate the main and aux-
iliary hoisting units and trolleys.

A broadside view of fhe floating derrick Hercules 'being fowed
by the "Thomas E. Moran" to the Todd Brooklyn shipyard.

MAY • 1948

Page 89

Paul V. Gaudln

Port Engineer of the Month

LDS ANGELES

Paul V. Gaudin

Of American Pacific Steamship Company

Paul V. Gaudin's career on the seas began in 1917 at
the tender age of 1 5 when he was employed as a night
oiler on the tow boat IP'. A. Bisso. formerly the E! Toro,
built in New York for the Morgan Line. This was the
first step toward his ambition to be an engineer which
began when he was a child in the farming section of
Louisiana and used to watch the stern wheel tow and
combination packet and passenger boats along the shores
of the Mississippi River.

To supplement his schooling Paul took a correspond-
ence course in mechanical engineering and served two
years of apprenticeship on various tow boats on the
Mississippi. His first ship was S. S. Beaumont which he
joined in 1919 as an oiler. Upon completion of a voyage
to England he was examined for his original licenses and
after completion of the examination joined S. S. Nika, a
small combination passenger and cargo vessel trading
between New Orleans and Valparaiso, Chili. He served
on this vessel one year as Third Assistant after which the
vessel was decommissioned.

Paul then went on S. S. Lake Elizabeth as Third Assis-
tant Engineer. This vessel was owned by the U. S. Ship-
ping Board and operated by the New York and Cuba
Mail Steamship Company. For two years he was with
this company on various vessels and then joined the Sin-
clair Refining Company in 1922 as Third Assistant En-
gineer on S. S. Samuel L. Fuller. After remaining with
Sinclair until 1925, Paul took a position ashore with the
Reynolds Dredging Company of New Orleans, Louisiana,
as night machinist and pipefitter foreman. The company

--With The

was then constructing the largest hydraulic dredge in
the world. Upon completion of the construction Paul
was assigned as Second Assistant Engineer, three months
later as First Assistant, and two months later as Chief
Engineer. He was then 24 years old.

Paul was back to sea with Sinclair in 1926, and in
1928 served as First Assistant of 5'. S. Oakwood, operated
by Lykes Bros. Steamship Company. Upon completion
of two voyages he joined the Redwood Line as First As-
sistant of S. S. Manhattan Island. After two voyages he
was promoted to Chief Engineer.

Returning to Sinclair in 1931, Paul was assigned as
First Assistant on S. S. Joseph M. Cudahy. In 1940 he
was removed from his position as Chief Engineer of
S. S. W. C. Fairbanks fEx Harold Walker) and promoted
to the position of Machinery Inspector at the Federal
Shipbuilding Company, Kearny, New Jersey, which com-
pany was constructing foul large modern tankers for
the Sinclair Refining Company. In 1942 Sinclair sent
Paul to the Pacific Coast to supervise and maintain nine
vessels of their tleet which were engaged in military
activities in the Pacific under charter to the War Ship-
ping Administration.

Sinclair's fleet was reduced 50% by enemy action,
thereby making many of their experienced engineers
available to the government and other operating com-
panies. Because of this fleet reduction Paul was loaned
to the Los Angeles Tanker Company as Superintendent
Engineer, the position which he now holds.

San Francisco April Meeting

The George E. Swett & Co., Engineers, entertained
the San Francisco Port Engineers at a buffet supper April
7 in their spacious offices. The Port Engineers inspected
the service facilities and the vast inventory of parts for
the equipment represented by the Swett organization.
Following the supper, the guests were shown a color
movie film of the precision manufacture and the use of
Diamond Soot Blowers in keeping the fireside of boilers
clean. The film included close-up scenes showing slag
quickly being removed from tubes while the boilers were
luider full fire.

Page 90

PACIFIC MARINE REVIEW

Port [ngineers-

Below: Pictures taken at the April meeting of the San
Francisco Port Engineers.

Center picture shows Program Committee Chairman Mar-
shall Garlinger congratulating Bob Dill of George Swett &
Co. on his presentation of the effectiveness of soot blowing.

In the bottom picture are prominent members of the Port
Engineers Society with the host George Swett flanked by
President Phil Thearle (left) and the speaker, Bob Dill
(toying with his Diamond Soot Blower).

MAY

19 4 8

Port Engineer of the Month

SAN FRANCISCO

William Edward SizemnrE

Of The Army Transportation Corps

William Edward Sizemore, affectionately known as
Bill" to all who know this genial assistant to the Superin-
tending Engineer of the Army Transportation Corps
at Fort Mason, has been connected with ships and ship-
ping since the rurn of the century. In 1902, during the
Boer War, Bill Sizemore left his Kansas farm to sail as
a stocktender on the I.ampert and Holt steamer Rosetta,
flying the British flag, on a voyage to Capetown, South
Africa, with a cargo of 1000 horses. Bill turned sailor on
the return trip, and then began his long association with
the sea.

His early engineering training sent him to Merrill
and Stevens Shipyard in Jacksonville, Florida, where he
was employed as hull draftsinan. He came to the coast
in 1917 to work at the Union Iron Works (Bethlehem
San Francisco Yard) on the table next to Philip H.
Thearle, his present boss. From there he became asso-
ciated with the American Bureau of Shipping as surveyor
in the Seattle area, and later he was assigned to the Los
Angeles Shipbuilding Corp. by the same agency.

After a varied career in architecture during the de-
pression years. Bill Sizemore returned to the water-
front in 1937 as Naval Architect for the Army Trans-
port Service, and he's been there ever since.

At home in his tiny cottage nicked away among the
Sausalito hills, he keeps tab on every ship that enters or
leaves the bay. He loves them all, but there is always a
greater gleam of affection in his eye when one passes
about which he can say "I helped build her back in — ."

Page 91

Picture above was taken at the February 19th meeting o( Columbia River So
Left to right (starting front, far left); Matt Trout, Marine Electric Co.; H.
absence of President Walter Nagley); J. Allen Mades, Pacific Marine Revi
dorf, U.S.M.C, Seattle; Duncan Stewart, Surveyor; D. E. Roberts, Texas

Saunby, Standard Oil of Calif
leum; L. G. Larsen, General P(
& Talbot; H. D. Smith, Shell O

ciety of Port Engineers, Portland, Oregon.
G. Martell, The Texas Co. (acting chairman in
ew; Douglas Barnes, Coastwise Lines; H. Hotten-
Co.; Don ■ Bartosen, Combustion Engineer; E.

ed Clute, Campbell-Norquist; Art Hancock of Portland; Walt Nester, General Petro-
troleum; Edward Adamson, Chief Engineer, S. S. Wypming-States Line; J. R. Waters, Pope
I; D. L. Campbell, Standard Oil of Calif.; and J. McDonald, Kaiser.

Did Clipper Controversy Settled

An argument that for over 80 years has raged up and
down waterfronts of every seaport from Portland, Maine,
to Portland, Oregon, has finally been settled. During all
this period old sailing ship men have argued in fore-
castles, in bar-rooms, and in Sailor's Snug Harbor over
the question of which of two Yankee clippers, the Flying
Cloud or the Andrew Jackson, holds the sailing record
around Cape Horn from New York to San Francisco.

In 1851 the Flying Cloud, fresh from the builder's
yard of Donald McKay at East Boston, made the 14,800-
mile voyage in 89 days, 21 hours, lowering the previous
record by more than a week. Her captain, Josiah Cressy,
became a national hero. Three years later Cressy and the
Flying Cloud lowered the time to 89 days, 8 hours.

In those days, the elapsed time for a voyage was some-
times reckoned from the time the pilot was dropped off
Sandy Hook until the San Francisco pilot was picked up
off the Farallones. Sometimes it was figured from the
time a ship raised her anchor until it was let go again —
which was several hours longer than the pilot-to-pilot
time.

On March 23, I860, the ship Andrew Jackson, Cap-
taiij John E. 'Williams, arrived off San Francisco, 89 days
and 4 hours after dropping her New York pilot. There
was no San Francisco pilot available that night, and
Captain 'Williams had to wait till morning to bring his

ship in through the Golden Gate, but he claimed the
record for the Andrew Jackson. The log book of the
Flying Cloud was not available, and it was not known
definitely whether her 89 days, 8 hours, was anchor-to-
anchor time or pilot-to-pilot time.

So for 83 years the arguments have continued — '■
whether the Massachusetts-built Flying Cloud or the
Connecticut-built Andrew Jackson was the faster.

The problem was finally settled last week by John
Lyman, an oceanographer of the Navy's Hydrographic
Office in Washington, who published his findings in the
current issue of The American Neptune, maritime his-
tory journal. Remembering that many ships in the 1850's
kept meteorological log books, which were sent to the
Hydrographic Office for use in improving charts of
ocean conditions, Lyman set out to find the Flying Cloud's
1854 log. He traced it from the Navy to the Weather
Bureau, and finally to the National Archives, where it
was sent about 10 years ago with other early records.

The log proved to contain a full account of the voyage
and showed that the figure of 89 days, 8 hours, was
anchor-to-anchor time. The pilot-to-pilot time of the
Flying Cloiul when she arrived at San Francisco on April
20, 1854, was 88 days, 22 hours, and 30 minutes. Donald
McKay's early masterpiece is therefore now firmly estab-
lished as the fastest American sailing ship ever built.

Page 92

PACIFIC MARINE REVIEW

^cuuuM^ ^ia^t^

Congressman
Willis W.
^ Bradley

(See Page 94)

MAY • 1948

Page 93

Congressman Bradley

A congressman with a solid background knowledge
of the needs of the Navy, the Merchant Marine, and Na-
tional Defense is Willis W. Bradley of California.

Congressman Bradley, Republican, of Long Beach,
was born in Ransomville, N. Y., June 28, 1884. He was
appointed to the United States Naval Academy in 1903
and graduated in 1906 and was captain of a Navy crew
that year.

At the age of 18 Bradley served as deputy registrar
of deeds of Sargent County, North Dakota. While serv-
ing aboard the U.SS. Pittsburgh m World War I as
gunnery officer he received the Congressional Medal
of Honor, and during the latter part of the war became
chief of the Ammunition and Explosives Section of the
Bureau of Ordnance, Navy Department. From 1929 to
1931 he served as Governor of Guam, and as captain
of the Navy Yard went to Pearl Harbor in 1933.

Congressman Bradley went to San Diego in 1939 to
fit out a squadron of destroyers, becoming commander of
Destroyer 31. He then proceeded to the Atlantic, con-
tinuing in this command and as commander of the Carri-
bean Patrol until late in 1940 when he returned to Long
Beach with duty on the Board of Inspection and Survey.
Shortly after the outbreak of World War II he made an
extended visit to the Aleutians to inspect and survey,
at sea, naval vessels in that area, then engaged in ousting
the Japanese from Kiska and Attu.

After 43 years of service Bradley retired from the
Navy in 1946. His wife is Sue Worthington (Cox)
Bradley and they have four daughters, all married to
servicemen, and eight grandchildren.

He is a member of the Masonic Order, National So-
journers, B.P.O. Elks, Loyal Order of Moose, American
Legion, AMVETS and Veterans of Foreign Wars. In
November, 1946 he was elected to the Eighteenth Con-
gress, and has been a powerful advocate of a strong
Merchant Marine.

Camp Appointed Vice-President
Of Sopac

George Plant, president of Sopac Ship Maintenance,
Inc., 1168 Battery Street, San Francisco, announces that

np, vice president and general manager, (left) and
George Plant, president of Sopac.

A. W. Zipf, chemical director (left) and William Harris, sales
engineer of Sopac.

James Camp is now associated with his firm as vice
president and general manager.

Camp is well known to the West Coast Maritime
circles, having been engaged in ship maintenance activi-
ties in San Francisco for the past twenty-one years as
superintendent and general manager of another well
known ship service company from which he resigned to
take up his new duties. Recently he returned from
Mobile, Ala., and Beaumont, Tex., where he established
offices and directed Sopac's large tanker conversion pro-
gram.

Another addition to Sopac's experienced staff is A.
W. Zipf, who will manage their ship maintenance chem-
ical division and is an expert on mechanical cleaning.

Included in Sopac's future plans are the opening of
offices and facilities in Norfolk, Va.

Page 94

New home of Frank Groves Company in San Francisco. Office

and warehouse has approximately 40,000 square feet of floor

space with three elevators and a railroad spar track.

Frank Groves Marks Fifteenth Year

The story of the progress attained by the Frank Groves
Company in its fifteen years in business was well present-
ed in a recent issue of "The Nedmac Bulletin," monthly
publication of the company.

The company, which is engaged in the manufacture
and distribution of power, marine and industrial engi-
neering specialties, was started by Frank Groves in Jan-
uary, 1933 at 55 Montgomery St., San Francisco.

The Frank Groves Company now has complete Coast
coverage with offices and warehouses in San Francisco,
Pordand, Seattle and Los Angeles. Recently they expand-
ed their San Francisco branch and moved to new, larger
quarters at 144 Spear St.

PACIFIC MARINE REVIEW

s

F

)

{
0

f

B

surer of Sailors Union of ffi
aghcr, Vice President and Op

Top picture, left to right: Harry Lundberg, Secretary-Tre

and President of Seafarers International Union; Hugh Ga.,„,.,.., .... „.,„ „f.

Manager of Matson; Lewis Lapham, President of Annerican-Hawaiian S.S. Co. and Pr
of the Propeller Club; Maitland S. Pennington, Vice President of Pacific Transport

Bottom picture, at head table, left to right: Commodore Ihrig, Superintendent, C,
Maritime Academy; Frank Dl Marco, public relations specialist; Robert Mayer, Pacific An
S.S. Association; Almon E. Roth of the Employers Council; Harry Lundberg: Hugh Gal
Lewis Lapham; Maitland Pennington; Lloyd Fleming, Pacific Coast Director for U. S. M
Commission; W. Miller Laughton, Pacific Coast General Manager of Bethlehem Steel Cc
building Division; Capt. Malcolm Crossman, Superintendent, U. S. Maritime Academy, Al<
Eugene Hoffman, public relations manager, American President Lines and Secret
of the Propeller Club.

Pacific,
•ating
^ident
Lines.

illfornla

llagher;
•itime
D. Ship-
ameda;
easurer

Something ^ew in Maritime Meetings

At the April 21 meeting of the San Francisco Propeller
Club the four prominent shipping people shown in the
top picture provided a program consisting of a forum
on the "Future of the American Merchant Marine."
They discussed the need for ships, the foreign competitive
situation and other problems of the industry, and con-
trary to some expectations. Messrs. Lundberg, Gallagher,

and Pennmgton were substantially in accord in their
suggestions for government and private action in mari-
time affairs. Lapham presided and acted as moderator.

A record crowd of some two hundred leaders of the
industry attended and, after a question and answer period,
expressed satisfaction with the evidence of unity of pur-
pose.

Todd Acquires San Francisco Shipyard Properties

According to a joint announcement made by John D.
Reilly, President of Todd Shipyards Corporation and
John E. Gushing, President of Matson Navigation Com-
pany, Todd has signed a ten-year lease on the 25-acre
shipbuilding and repair yard at Alameda, California, and
for the use of Pier 36, and for facilities at Beale Street,
San Francisco, owned by United Engineering Company,
a wholly-owned Matson subsidiary. The effective date of
the transfer is understood to be May 15.

United was originally purchased by Matson during
World War II, when the latter company expanded its
facilities as a contribution to the war effort. Matson has
decided to confine its marine activities to its normal
function of operating cargo and passenger ships and
divest itself of its ship repair and construction business.

United Engineering Company will continue to operate

as a Matson subsidiary, but will confine itself to its
facilities in San Francisco only, which will continue to
be devoted to commercial manufacturing and machine
shop work,

Todd fills an important gap in its West Coast opera-
tions with this acquisition, which gives it ship repair and
conversion facilities in three important Pacific ports —
Los Angeles, San Francisco and Seattle. Todd now oper-
ates eight shipyards in the United States and one in
South America. The other plants are located in Galves-
ton, New Orleans, Charleston, S. C, Brooklyn, Hoboken,
and in Barranquilla, Colombia.

For some time Todd has maintained a sales office at
486 California Street, San Francisco, which will be re-
tained as the Company's city headquarters.

Todd's plant af Alameda, Calif., just taken over as part of the properties of United Engineering Company in San Francisco and Alameda

Page 96

PACIFIC MARINE REVIEW

J

Executives named to Board of National
Federation of American Shipping.

Top, left to right: Charles L. Wheeler,
Albert W. Gatov, George Killion.

Opposite, left: A. R. Lintner.

Opposite, right: John E. Gushing.

Pacific Coast Men
On IFi\S Board

Five Pacific Coast steamship executives were named
to the Board of Directors of the National Federation of
American Shipping at its annual meeting in New York
Ciry, and will represent the Pacific American Steamship
Association and the Shipowners Asscxiation of the
Pacific Coast. NFAS, with headquarters in Washington,
D. C. represents the bulk of all American shipping.

West Coast representatives on the NFAS Board of
Directors will be John E. Cushing, President, Matson
Navigation Company; George Killion, President, Amer-
ican President Lines; A. R. Lintner, President, Ameri-
can Mail Line; Charles L. Wheeler. Executive Vice Presi-
dent, Pope & Talbot, Inc.; and Albert W. Gatov, Presi-
dent, Pacific American Steamship Association.

The Weyerhaeuser Steamship Company, another West
Coast line, is represented on the Board with an alternate
Director, W. H. Peabody, Sr.

Other Directors are: R. R. Adams, Grace Line; Fra-
zer A. Bailey, NFAS; John M. Franklm, United States
Lines; J. J. Halloran, Sprague Steamship Co.; Charles
Kurz, Keystone Shipping Company; Joseph T. Lykes,
Lykes Bros. Steamship Co.; John McAullilTe, American
Eastern Corp.; H. Harris Robson, United Fruit Co.; and
H. W. Warley, Calmar Steamship Co.

Other alternate Directors are: A. A. Alexander, Amer-
ican President Lines; W. R. Chamberlin, Sr., W. R.
Chamberlin & Company; M. G. Gamble, Standard Oil
Company of New Jersey; John F. Gehan, American Ex-
port Lines; Lawrence W. Hartman, American Mail
Lines; Lewis D. Parmalee, Agwi Lines; W. Creighton
Peet, Matson Navigation Company; Frank J. Taylor,
American Merchant Marine Institute; and Walter M.
Wells, Isthmian Steamship Company.

MAY

19 4 8

Page 97

1

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Above pictures taken at Bilge Club Banquet in Los Angeles

Top picture, leff to right: Ray L. Sullivan, Hagan Corp.; Entertainer;

Bill Foster, Hagan Corp.; Capt. L L. Lishman: Bill Eigle (standing).

Pope S Talbot.

Second picture, left to right: Jim Eitie; Phil Moss; Morton L. Booth,

Bechtel International Corp.; John Daulley. B & M Meat Co., Ship

Provisioners.

Third picture, speaker's table, left to right: Al Boro, Costcllo Supply;

Bob Snodgrass, secretary of Bilge Club; W. S. Rash, Fishermen i

Merchants Bank; Arthur R. Pcgg, Jr., International Marine Paint

Agency; Ed Marshall, John E. Marshall, Inc.

Fourth picture, left to right, seated: Bill Kane. Todd Shipyards Corp.;
E. W. Pike. Amer. Bureau of Shipping; Russell Cyrus, Union Oil; Frank
Cavanaugh. Cavanaugh Machine Works; Roy Harris, Left to right,
standing: J. Robert Gatfney, The De La Rama S.S. Co.; George Hayes;
W. P. Joyce; M. O. Barnett; H. Jillsing.

Bottom picture, left to right, seated; Irving Blumberg. B. & M. Supply
Co.; Ed Whitemore, Atlas Paint i Varnish Co.; Jack Cooper. Gridley
Construction Co.; Knox Price. Atlas Paint j Varnish Co.; Clarence
Kehky. Terminal Island Naval Drydocks. Left to right, standing:
Monty Locaty. Robert G. Allen Co.; Joe Hare. U. S. Maritime

Top picture, speaker's table, left to right: Jim
building Co.; Floyd Nelson, Texas Oil Co.; W. J.
Steel Co.; Earl Archibald, Sunset Oil Co.; Walter Richards, Wilming-
ton Iron Works (President of Bilge Club).
Second picture, left to right, front: Ted Rosner, Ed Harris, and Dan

Costlcy. all of Pope & Talbot.
Third picture, left to right, seated: George Messall. C. i M. Machine
Co.; Capt. F. D. Pennoyer. San Diego Boat Pilots; C. S. Sampson.
L. A. Harbor Commission; Arthur Eldridge. L. A. Harbor Commission;
Rolf Monsen. Todd Shipyards Corp.; Jack Gilbride, Todd Shipyards

Corp.
Fourth picture, left to right, seated: G.

M. Davis; Guy Yates, U. S.
ergn.

eft to right: Russ H,

'kenneth' Noel. U. S. Lines. Al Strui
nner. Calif. Ship Supply

Line

Page 98

Bottom picture, past presidents' table, leff to
Costello Supply; Duke Decker, San Pedro Tugboa
Oil Co.; Burt Peqg, Marine Solvents Corp.; Harry Summers, Amer.
Bureau of Shioping; Tom Forster. Forster Shipbuilding Co.; J. W.
Malseed, Shell Oil Co.; Arthur Pegg. International Paint; Buck Buck-
holtz. Metropolitan Stevedore.

PACIFIC MARINE REVIEW

m^n---»

Carrison Promoted; Jackson Succeeds Him

F. Lowell Garrison

F. Lowell Garrison of the General
Electric Company on April 15 th
will become Radio Sales Manager
for the San Francisco district of the
General Electric Supply Corpora-
tion.

He will make his headquarters
here and will be responsible for the
sale of radio and television receivers
in the area served by the San Fran-
cisco district which includes all of
northern California as far south as
the lower San Joaquin Valley plus

western Nevada

A native Northern Californian,
Mr. Garrison received his B. S. de-
gree in electrical engineering from
the University of California, Ber-
keley, in 1929 and was enrolled
immediately in the General Electric
Company's test course for beginning
engineers at Schenectady, N. Y.
After iiis training there he returned
to San Francisco with the company's
refrigerator reconditioning plant as
engineer. In 1934 he went to the
G-E Supply Corporation at Butte,
Montana, becoming assistant sales
manager in 1938. Four years later he
was transferred back to San Fran-
cisco to the company's Apparatus
Department, Engineering Division,
as field engineer to cover the large
shipyards.

In March 1944 he took over his
present assignment as Western Rep-
resentative for G-E's Advertising
and Publicity Department, assigned
to the General News Bureau and
handling publicity for all depart-
ments of the company. His area in-
cluded the three Pacific Coast states,
Arizona, Nev.ada and Western Utah.

Mr. Garrison is a member of the
Press Club of San Francisco, the
Electric Club of San Francisco, and
the San Francisco Advertising Club.

Robert W. Jackson of the Gen-
eral News Bureau in Schenectady,
N. Y., succeeds Garrison. Prior to

Robert W. Jackson

going with General Electric in 1945,
Jackson served for three years as
news editor of the 13-state division
of the U. S. Marine Corps Public
Relations in Philadelphia.

Before enlisting in the Marines,
he was a member of the editorial
department of the Charleston ( West
"Virginia) Daily Mail for ten years,
serving as a general news reporter,
columnist and motion picture edi-
tor. He is a native of West "Virginia.

Davidson Retires; Minnick Takes Over

Appointment of J. H. Minnick as
marine engineer of Shell Oil Com-
pany's lubricants sales department
for the Pacific Coast territory is an-
nounced by A. L. Wiest, department
manager. Minnick will replace
C. A. Davidson whose retirement on
July 10 terminates a 20-year associa-
tion with the marine industry as a
representative of Shell.

Minnick is no newcomer to Pa-
cific Coast shippers. Following grad-
uation from the Ma.ssachusetts Insti-
tute of Technology in 1931, he
joined the engineering staff of the
Matson Navigation Company and
for five years served aboard various
vessels under the Matson banner. In
I 1936 Minnick started with Shell as
■ a mechanical engineer at the Wil-

mington - Dominguez (California)
refinery where he was engaged in
engineering design, operation, and
maintenance of mechanical equip-
ment.

During World War II he attained
the rank of Commander in the U. S.
Naval Reserve and served as chief
engineer on various units of the Pa-
cific Fleet, including the anti-aircraft
cruiser, Tuc.fon, to which he was
ordered as commissioning engineer
in 1944 and in which he served dur-
ing the last stages of the war.

As marine engineer with Shell,
Minnick will be responsible for ma-
rine lubrication service on the West
Coast. He will make his headquar-
ters in San Francisco.

J. H. Minnick

MAY

19 4 8

Page 99

Kew and Retiring Officers of Standard Oil of California

Ship Owners Assn.
Opens Office in
Washington

The Association of American
Ship Owners announces the opening
of an office in Washington, D. C,
in charge of Lynn E. Mote, formerly
secretary and legislative assistant to
Hon. Eugene D. Millikin, United
States Senator from Colorado.

Page 100

Left

Hann
Ident

to right: J. L
.former vice pres-
now retired; Hill-
yer B. Brown, vice presi-
dent and director: Paul
L. Fahrney, vice presi-
dent: Marshall Madison,
General counsel.

J. H. MacGaregill, for-
mer vice president and
director of Standard Oil
of California, now re-
tired.

Engineering Society
Elects Westling
Chairman

L. L. Westling, well-known
member of the shipping fraternity
has been elected to the Chairman-
ship of the San Francisco Section of
The American Society of Refriger-
ating Engineers, succeeding Edw.
Simon, consulting engineer of San
Francisco.

Westling has been on the
Engineering Staff of The Matson
Navigation Company for over twen-
ty-five years, is known as an au-
thority on marine applications of
refrigeration and has contributed ex-
tensively to the literature on the
subject. He is also a member of The
Society of Naval Architects and
Marine Engineers.

Dearborn Elects
McMahon a
and Vice-President

E. J. McMahon, Production Man-
ager of the Dearborn Chemical
Company, was elected a Director
and Vice-President at the annual
stockholders' meeting held recently
at the company's iriain offices in
Chicago. He succeeds John W.
Brashears who has been with Dear-
born Chemical Company 52 years,
a member of the Board of D'irectors
since 1912, and who was retired as
an honorary director for life.

PACIFIC MARINE REVIEW

II •viM

KEEP POSTED

New Equipment and
Literature for Yard.
Ship and Dock

Bulletin on Whistles

A new 12-page illustrated
booklet (No. 466) titled: "Engi-
neering, Operating and Maintenance
Data on Leslie-Tyfon Whistles and
Signals," has been announced by
Leslie Co., Lyndhurst, N. J., man-
ufacturers of Pressure and Tempera-
ture Regulators and Controllers,
Strainers and Whistles.

Design and operation of these
Whistles and Signals are fully de-
scribed and completely illustrated in
detail. Installation of Leslie-Tyfon
Steam and Air Whistles is covered
in one part of the booklet, while
another section is devoted to the
subject of maintenance of these
Whistles, both subjects being pre-
sented in itemized, easy-to-follow
sequence.

Cordes Brothers, San Francisco,
are Pacific Coast Marine distribu-
tors for Leslie Company.

Safety Hand Truck

A light-weight, sturdy hand truck,
combining many safety features, is
available from General Scientific
Equipment Company, Philadelphia.

Of riveted, welded and bolted
construction, with tubular handles,
and 6" aluminum acid-resistant
wheels or rubber tires, this Safety
All-Purpose Hand Truck has two
carrying positions which adapt it to
a variety of portage jobs. In the
open position the truck can be used
to safely move carboys, acetylene
tanks, barrels, packages and other
items in a vertical position to avoid
spilling the contents. In the closed
position the truck can be used as a
hand truck to transport boxes, bar-
rels and similar items in the conven-
tional manner.

KEEP POSTED

The details of new equipment or the new literature announced in this department will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansotne Strast ... San Francisco
Send me descriptive data of the following new equipment or literature as reviewed in

_ - _ issue. Page No

NAME

(Identify by name of manufacturer and catalog)

BUSINESS

ADDRESS

All-8teel Skid

A new type all-steel skid with
end racks has just been developed
by the Palmer-Shile Company. Espe-
cially designed for handling heavy
loads with ease and safety, it is
built of heavy gauge corrugated
steel, with sturdy angle iron legs
that provide ample clearance for
fork lift or hand-operated trucks.

The removable end racks facil-
itate loading and unloading. Ex-
cellent for handling hot metal
parts, the skid can also be built
with ventilated bottom.

Trim Gage

Problems in predetermining the
Fore and Aft Draft which a ship
will have under any longitudinal
distribution of load are automatical-
ly calculated by a new Trim Gage,
developed by American Hydromath
Co., New York Ciry. The Trim
Gage simplifies the work of operat-
ing personnel, both aboard and
ashore, by helping them formulate
loading plans quickly and obtain, al-
most instantaneously, the desired
trim for any given consignment of
cargo, with a minimum of ballast.
Unusual or special loadings can be
tried out on the device, including
ballast trim, partial loadings, trim-
ming for dry dock, etc.

AO 105 CLASS TAMi-

Draft fore and aft calculated by this new Tri
Gage.

MAY • 194

Page 101

n E Ul S FLASHES

FEDERAL DRY DOCK SOLD TO NAVY

The offer of Federal Shipbuilding and Dry Dock Company to sell its ship-
building yard and principal facilities, at Kearny, New Jersey, to the United
States Navy has been accepted by the Navy. The price to be paid is approximately
$2,375,000, representing the depreciated book value of these physical assets.

It is contemplated that the yard will be transferred to the Navy upon the
completion of the work now in process. U. S. Steel has no other shipbuilding
operation.

UNITED ENGINEERING YARD LEASED TO TODD

According to a joint announcement made by John D. Reilly, president of
Todd Shipyards Corporation and John E. Gushing, president of Matson Navigation
Company, Todd has signed a ten-year lease on the 25-acre shipbuilding and repair
yard at Alameda, California, and for the use of Pier 36, and for facilities at
Beale Street, San Francisco, owned by United Engineering Company, a wholly-
owned Matson subsidiary. See story in this issue.

United Engineering will continue to operate as a Matson subsidiary, but
will confine itself to its facilities in San Francisco only, which will continue
to be devoted to commercial manufacturing and machine shop work.

BIG EXPORT FUTURE TO SOUTH AMERICA

American exporters will never catch up with the wants of Latin American
countries, Joshua Powers, president of Export Advertising Association, Inc.,
told delegates to the Chicago World Trade Conference.

Improvement in living standards and better social conditions in Latin
America already dominate inter-American trade. Powers said. "Advertising, the
motion pictures, radio and learning to read have multiplied wants", he said.
"You exporters will never catch up with filling these wants, because your
customers are multiplying also," he added.

:jc :^ :^ :f: :}:

BETHLEHEM WILL CONSTRUCT 17 BIG TANKERS

Bethlehem Steel Corporation reports orders or awards for 17 big tankers
with a total selling value of $100,000,000.

This will provide a couple of good years for its Sparrows Point yard,
where 13 of the tankers will be built, and Fore River, where four will be built.
13 of the tankers will be built, and Fore River, where four will be built.

90 VESSELS TO BE SURVEYED FOR OVERHAUL AT SAN FRANCISCO

Approximately 90 vessels assigned to the small craft fleet of San
Francisco Port of Embarcation are undergoing annual survey and overhaul in one
of the most extensive maintenance programs in maritime circles. Port Headquar-
ters announced.

Page 102 PACIFIC MARINE REVIEW

The program being carried out by the Marine Engineering Branch of Water
Division affects 30 vessels in active use and 60 forming the reserve fleet held
in wet storage at Mayberry Slough.

In each case the vessel is surveyed to determine what maintenance and
repair jobs are necessary to keep the craft in good condition. On the basis of
these surveys, contracts are awarded ship repair yards and shops of the San
Francisco Bay Area to do the necessary work.

Involved are tugs, barges, ferry boats, FS (freight supply) boats, a
laid-up minesweeper and all other small craft assigned to the Port.

12,500,000 0 K'd FOR DEL MONTE

Legislation signed May 11 by President Truman provides $2,500,000 for
purchase by the Navy of the Del Monte Hotel in Monterey for use as a post
graduate school, called the "Annapolis of the West." The school was described
in the Pacific Marine Review for March.

THE WEICHEL BILL

Congressman Weichel and Senator White have introduced bills in Congress
for widespread amendments to the Merchant Marine Act of 1936 as advocated by
the National Federation of American Shipping. The bills call for 50% subsidies
for construction for both domestic and foreign service, rate regulation on
competitive port services, tax and depreciation reforms. See editorial, this
issue.

*****

ALASKA

Legislation continuing financial assistance to steamship lines serving
Alaska now seems probable, says B. H. Parkinson, executive vice pres. of Coast-
wise Line. It is thought that new services to Alaska may be in prospect.

*****

ONE PACIFIC COAST YARD'S WEEK

USAT David S. Shanks U. S. Army Trans. Corps

USAT Fred C. Ainsworth U. 3. Army Trans. Corps

MV Hilo

USAT Frederick Funston

SS Comet

USAT James O'Hara

USAHS Comfort
Dredge Texas )
BC 3242 )

SS Northfield

SS Sea Bass

SS Sea Cat
i PC-1586 )
j PC-1599 )
I PC-1587 )
( PC-1591 )

SS Ramapo

SS Brainerd Victory

SS Hawaiian Refiner

SS Eugene W. Hilgard

SS Santa Leonor

MV Agamemnon

USHB San Leandro

MAY • 1948

Pillsbury & Martignoni
U. S. Army Trans. Corps.
U. S. Lines

U. S. Army Trans. Corps.
U. S. Army Trans. Corps.

J. M. Allen
Keystone Shipping Co.
Luckenbach S.S. Co.
Luckenbach S.S. Co.

Std. Oil Co. of Calif.

Mar Trading Corp.

American Pres. Lines

Matson Nav. Co.

U. S. M. C.

Grace Line

Blue Funnel Line

U. S. A. T. Corps.

Conversion
Conversion - Enter
DD No. 2 0600 May 11
Survey
Conversion
Recondition Survey
Conversion
Conversion

Miscl. Repairs
Conversion & Misc. Repair
Recondition Survey
Recondition Survey

Lay up and Survey

Miscl. Repairs

Voyage & Damage Repairs

Repairs & Alterations

Drydock & Miscl. Repairs

Miscl. Repairs

Miscl. Repairs

Drydock & Miscl

Repairs

Page 103

March 1

1948

1

,072

657

415

1

018

74

230
84

109
8

121
76

199
90

57
8

142
82

146

101

45

109

49

60

NEW TOWBOAT DUE FOR WESTERN TRANS. CO.

Soon to join the fleet of Western Transportation Company on the Columbia
River in the vicinity of Portland is the towboat Peter W. The vessel is now
being converted from a Navy LSM at the Albina Engine & Machine Works in Port-
land.

U. S. MERCHANT FLEET AS OF MARCH 1

TABLE I — U. S. Flag Privately Owned Fleet

Jan. 1, 1948

Total 1,005

Dry Cargo 643

Tanker 360

TABLE II — Government Owned Vessels Under Bareboat'
Number Under Bareboat 1,128

Withdrawn from charter but not

yet redelivered 52

Total 1,076 944

TABLE III — Government Owned Vessels Under General Agency Agreement

Total Active Inactive Total Active Inactive
Total

Dry Cargo

Tanker

TABLE IV — Vessels in the Reserve Fleet -

Total 1.325 1,318

Overage Vessels

Dry Cargo 104 86

Tanker 12 10

World War II Built Vessels

Dry Cargo 1,117 1,182

Tankers 92 40

^ In addition, five government owned passenger vessels are being operated under

special bareboat charter agreements.
= Excluding barges, tugs, military auxiliaries, concrete ships and British
Liberties.

, ^ :^ :{c :{( ^

INDUSTRIAL DEVELOPMENT IN SOUTHERN CALIFORNIA

During the month of April, 12 new factories were established in Los
Angeles County with a total investment of $822,000, and creating 258 new jobs
for factory workers. Twenty-seven (27) existing plants were expanded, calling
for an additional investment of |10,234, 000, and creating 488 new industrial
jobs.

Total investment in the 39 new and expanded units was $11,056,000, creat-
ing a total of 746 new jobs.

For the year to date, 60 new factories were established with a total in-
vestment of 17,339,000 and creating 2,754 new jobs; 119 plants were expanded,
calling for an additional investment of $22,697,500, and creating 2,198 new
industrial jobs.

Total investment for the year to date in the 179 new expanded units was
$30,036,500, creating a total of 4,952 new job::.

Page 104 PACIFIC MARINE REVIEW

BETHIEHEM-BUILT

Foremost among the world's
ibuilders of distinguished ships for
half a century, Bethlehem scores again
with the 2 3.000-ton luxury liners P>-«/-
(leiit Cltveluud and President Wilson.

The Pride of the Pacific, these
American President Lines pacemakers
are the largest passenger ships con-
structed in the United States since
1939, the biggest ever built on the
Pacific Coast, and the first to establish

regular postwar passenger, mail and
refrigerated freight service to the
Orient.

Like every vessel constructed by
Bethlehem, these liners represent the
blending together of capable manage-
ment, traditional skills, technical
progress, and a complete range of
modern facilities — the built-in charac-
teristics which distinguish every ship
bearing the label "Bethlehem-Built."

SH I PBU I LD I N G . . . SH IP C 0 N V E R S I 0 N . . . S H I P REPAIR

NAVAL ARCHITECTS and MARINE ENGINEERS
MARINE MACHINERY and MISCELLANEOUS PRODUCTS

JBETHLEHEM STEEL COMPANY

'general OFFICES: 25 BROADWAY, NEW YORK 4, N. Y.
[MAY • 19 4 8

SHIPBUILDING YARDS

QUINCY YARD

Quincy. Mass.
STATEN ISLAND YARD

Stolen Island. N. Y.
BETHLEHEM-SPARROWS POINT
SHIPYARD, INC.

Sparrows Point, Md.
BEAUMONT YARD

Beaumont, Texas
SAN FRANCISCO YARD

San Francisco, Calif.
BETHLEHEM-ALAMEDA SHIPYARD, INC.

Alameda, Calif.
SAN PEDRO YARD

Terminal Island, Calif.

SHIP KEPAIR YARDS

BOSTON HARBOR

Atlantic Yard

Simpson Yard
NEW YORK HARBOR

Brooklyn 2 7th St. Yard

Brooklyn 56tLi St. Yard

Hobokcn Yard

Staten Island Yard
BALTIMORE HARBOR

Baltimore Yard
GULF AREA

Beaumont Yard

(Beaumont, Texas)
SAN FRANCISCO HARBOR

San Francisco Yard

Alameda Yard
SAN PEDRO HARBOR (Port o( Loi An

San Pedro Yard

Page 105

Car Shakeout Saves time - labor - money

at The Port of LONG BEACH

Quickly— mechanically— and economically, the Robins
Car Shakeout unloads hopper-boHom cars for shippers
at the Port of Long Beach— another of the many facil-
ities available at America's Most Modern Port.

and

Bulk commodities like coal, coke, salt, limestone
ore can be unloaded "broom clean" by two men in
unbelievably short time, usually two to five minutes
and rarely as much as fifteen minutes. One man opens
and closes the hopper doors and the other operates
the Shakeout which is placed astraddle the car with a
five-ton hoist.

The Car Shakeout — the Bulk Commodity Terminal
which reduces loading time 400%— the modern sheds,
are just a few of the reasons this is the preferred port.

aME RICA'S MOST MODERN P(/rT ^ ^ J^ ^m% |- O R. 1^ I #%

Dearborn Appoints Jones
Chief Engineer

Frank A. Jones, formerly associated with Terminal
Railroad Company, St. Louis; Busch-Selzer Bros. Diesel
Engine Company, St. Louis; and the Missouri Pacific
Railroad, has been appointed Chief Engineer of Dear-
born Chemical Company, with headquarters at the Com-
pany's general offices, 310 S. Michigan Avenue, Chicago,
Illinois. He will supervise all engineering activities, foam-
meter equipment, and the development of new equip-
ment.

Mr. E. A. Goodnow, whom he succeeds, has relin-
quished his position due to ill health, but he will remain
with the Company as Assistant Chief Engineer.

Page 106

MOmVEmR^TIO

I Continued from page 87 1
box for the speed reductions. I' is used for starting only.

Because ACTION and REACTION are EQUAL the
torque output must be supplied by an equal torque in-
put in the opposite rotation. The additional counter
torque reaction in a speed reducing gear box is on the
frame of the gear assembly. The output torque may be
four times the input engine torque. The gear box will
have three times the engine torque on it so that this
plus the engine torque gives the four times value. The
straight hydraulic clutch has no fixed member to give
additional counter torque. There are, however, several
cars on the market which have a fixed member in the
fluid clutch assembly which when the output speed is
much less than the input speed takes additional reaction
and the output torque is greater than the input, thus act-
ing more like a gear box than a fluid coupling. When the
output speed comes up to nearly that of the engine the
output torque reduces until no more reaction torque is
needed and the forces on the additional fixed member
in the clutch reduces to zero and then reverses. By pro-
viding it with an overrunning hub like a free wheeling
drive the reversal of torque causes it to turn freely.
When turning, it no longer is a factor in the fluid clutch
and the output speed comes up to equal the engine speed
minus a little loss as is found in all fluid drives.

This is schematically shown in the bottom sketch on
the right.

Our next Chalk Talk will discuss the mathematics of
the screw.

PACIFIC MARINE REVIEW

Solution of the liight vSpherical Triangle

\C<iittniucd \iiini l\ixc >S'5i

it being the Hypotenuse we must use its complement
which is the altitude, and in this case just what wc want,
we can develop the formulae;
Sin altitude equals Cosin K (plus or minus) I. miilti-

plieti by Cos R so

Log Sin Alt. equals log Cos K (plus or minus) !. plus
log Cos R

Log Cos K (plus or minus) L 9.91913

Log Cos R 9.95359

Log sin alt. 9.87272

Alt. 48 ' 14' 32"

Step 4. To find the azimuth of the body we can u,sc

K (plus or minus ) I. as the middle part and develop the

formulae:

Sin of K (plus or minus) L equals t.m R multiplied by

tan Co azimuth or

Sin of K (plus or minus) L equals tan R multiplied by

Cotan azimuth .so

Log Sin of K (plus or minus ) [. minus log tan R equals
log Cotan azimuth

Log Sin K (plus or mmus) L 9.74634

log tan R 9^8855

log Cotan azimuth 10.05779

Azimuth equals N. 41" 11' 56" W

or 318" 48' 04"

The problem is complete and we can easily see that
after a little practice and having a clear mental picture of
the Spherical Triangle we will be able to use any of the
five parts as the middle part and develop our formulae
for the solution.

Conditions are not always as those shown in Sketch 2
or as used in the above problem thus causing us to have
to reason out the answers to some things. An instance
where conditions would be different would be when
Latitude and Declination were of opposite names. Then
if we erected a perpendicular as shown in Sketch 2 it
would fall on the other side of the Pole from our posi-
tion or on the lower branch of our meridian and would
then be of no value to us. So we erect the perpen-
dicular as shown in Sketch 3 and it then does not fall
between our position and our elevated pole but in the
same hemisphere as the body or if it is a Great Circle
problem as the Destination.

As is quite evident in the sketch the problem can be
solved as before and if we keep in mind just what we
are domg, there will be no difficulty in determining the
azimuth which is the only place we are apt to become
confused in the solution.

In a future article the versatility or "Napier s Rules"
will be discussed regarding, vertex of G. C. courses,
Time and Altitude of a body when on the Prime Vertical,
etc.

m TURBINE

(Continued from page 57)
horsepower per hour can be built. To obtain this higher
efficiency, units of larger capacity are necessary, because
turbine and compressor efficiencies are affected by clear-
ance areas. Maximum or near maximum component
efficiencies occur with blade heights at least twice those
used on the present machine. In addition, the cost of a
larger unit per horsepower should be substantially less.
TEST
Table 1 — Hours of Test Operation at Various
Temperatures
(As of January 15. 1948)
Temperature

Degrees F

500-600

600-700

700-800

800-900

900-1000

1000-1100

1100-1200

1200-1.300

1300-1400

Time — Hours

18
160
178

75
102
123

81
138
156

BOOK REVIEW

MARINE DIESEL ENGINE STANDARDS, pub-
lished by the Diesel Engine Manufacturers Association.
Price sS5.00.

Recently published for the u.se of naval architects,
shipbuilders and ship operators, this book covers the
application, performance, operation and maintenance of
marine Diesel engines in the types of craft in which they
are commonly used. Fuel oil, lubricating oil, and engine
parts and accessories are also discussed.

The 19 chapters were written and edited to final form
by a committee t)f engineers, drawn from DEMA's mem-
bership. Fifty-five illustrations, including charts, diagrams
and action-pictures of vessels amplify the text treatment.
The appendix contains formulae, tables and conversion
data.

MAY

19 4 8

Page 107

Modern Cargo Ships Every 15 Days— Each Way

Pope & Talbot Lines Intercoastal Service

r

"ope & Talbot Li.nk?>" (le|)eii(lal)le, frequent and coinpJete Intercoastal
Service will take your shipments directly to those markets which are the
fo<'al points in the nation's major marketinft areas. Modern cargo vessels,
utilization of hest stowage jirocedures, ample terminals with rail facilities,
modern handling methods, expertly supervised hv experienced personnel
. . . these lire the faetors that merit your consideration of Pope & Talhot
Lines when you ship intercoastal.

Sailing srheduies and iiiformtition titiit will assist in yinir shipping, proh-
li'nis ur*' insl<intly ttvniUtbte jrom our nearest office . . . ivrite, uire or telephftne.

POPE & TALBOT LINES

EXECUTIVE OFFICES

320 CAI.IFOHNIA STREET

SAN FRANCISCO 4

EASTBOUND VIA PUERTO RICO

POPE & TALBOT, INC.

Offices
and Terminals

SEATTLE 4
TACOMA

PORTLAND 9

SAN FRANCISCO 4
STOCKTON
OAKLAND 7
LOS ANGELES 15
NEW YORK 6
PITTSBURGH 22
DETROIT 2
PHILADELPHIA 6
BALTIMORE 2
NORFOLK

SAN JUAN, P.R. 18

Foreign Agency - Offices

VANCOUVER, B. C.
CANAL ZONE
COLOMBIA
VENEZUELA
TRINIDAD
BRAZIL
URUGUAY
ARGENTINA

Shown, le(* to right, are Ralph Zobrist. Marine Representa-
tive for General Petroleum Corp., Lee Wiley, Chief Engi-
neer of Sunset, and Anton Bregante, owner of Sunset.

SOOO Hours Without Oil Change

Anton Bregante's tuna clipper Sumet chalked up an
unusual operating record when its 850 H.P. Atlas Diesel
engine operated in excess of 5,000 hours during a 309
day fishing period with the same oil in its crankcase.

According to Lee Wiley, chief engineer and co-owner
of the Sunset, there were three factors which enabled
him to operate on the same oil for the 309 day period: the
oil, the filtering system, and periodic testing of the oil
to assure its capability of proper lubrication.

During the 309 day period the oil was tested at in-
tervals from 36 days to 110 days, by General Petroleum's
Marine Department for users of their Gargoyle Marine
Oils.

The Sunset's Atlas Engine would still be lubricated
by this same oil that has done the job for over 5,000
hours but for a water leak which necessitated draining.

Merchant Marine Memorial Book

As a tribute to U. S. Merchant Marine graduates and
members of the Cadet Corps who gave their lives in
World War II, the U. S. Merchant Marine Academy,
Kings Point, L. I., N. Y., has issued a Memorial Book
to parents of these men. Views of foreign Cadet-Mid-
shipmen, the guard of honor, and a graduating class are
presented to show the Academy as it pays homage to
those in whose spirit they are continuing to build. The
book shows an aerial view of the Academy and pictures of
its memorial and square, with the list of names of the
men reproduced from the actual plate on the memorial.

Page 108

PACIFIC MARINE REVIEW

Bohusluv Joins [nginecring Contruls

In line with their program of ex-
pansion, L. C. Harbert, president of
Engineering Controls, Inc., Los An-
geles and New York, announces that
Hans Bohuslav, widely known
gasoline and Diesel engine authorit)',
has joined that organiation as vice
president in charge of engineering.
Bohuslav's designing ability,
experience and knowledge of all
types of engines, make him a valu-
able addition to an outstanding staff
of engineers, designers and manu-
facturers of vapor phase engine cool-
ing and waste heat recovery systems
and of automatic engine controls.

For the past five years at Buflfalo,
as vice president in charge of en-

Kew Oregon SS Agency

A general steamship agency, to
be known as Commercial Marine
Ciimpany, Inc., has been opened at
North Bend, Oregon, to cover the
C:,)(>s Bay Area. Capt. W. J.
(Whitey) Wilkin.son is secretary
,nid treasurer and general manager,
and A. P. Patten, marine surveyor,
is president of the new firm.

Capt. Wilkinson spent twenty-
two years with the Alaska Steam-
ship Company and five years with
the Nelson Steamship Company.
He was the first marine superin-
tendent for the Luckenbach Steam-
ship Company in Seattle.

Over one million dollars is ex-
pected to be spent in dredging out
the Coos Bay Area so that lumber
can be shipped on large ocean-going
ships.

Capt. W. J. (Whitey) Wilkinson

gineeruig of Sterling lingine Com-
pany, Mr. Bohuslav gained interna-
tional recognition for his design and
development of the Sterling line of
Viking Diesels. During the ten years
prior to that, he served in a similar
capacity witli F.nterpri.se F.ngine &
Foundry Company of San Francisco,
and is credited with the design and
development of the current line of
Fnterpri.se Diesel and Gas Engines.

Hans Bohuslav

your

emblem of protection

Whotever your fire hazard, QUICK-AID FIRE GUARDS con
veniently placed throughout your ships ore your assurance
of safety from the menace of fire.

There are two types of QUICK-AID FIRE GUARDS
particularly recommended for marine installations:
carbon dioxide and foam. Each is engineered to do
the job of fighting fire quickly, safely, and eco-
nomicaUy. Foam type snuffs out fire with 22
gallons of tough foam. Carbon dioxide quickly
extinguishes electrical, chemical, oil, gasoline,
flammable liquid and paint fires; equally effective
in all temperatures.

Your nearby GENERAL dealer can help you select the
right QUICK-AID FIRE GUARDS for your needs. Write
today for his name and your FREE copy of our new
file folder.

FREE This handy file refer-
ence folder tells all you need
to know about fire extinguishers.
Write now for your copy. ^

THE GENERAL ff^ PACIFIC CORP.

lEoslern Affiliate: ^^^V The Ccoerol Detroit Corp.)
Generol Offices ond Factory; ^B W '501 E, Wsshinqton Blvd., Los Angeles 21

SAN FRANCISCO • PORTLAND • SEATTLE • DENVER

PACIFIC COAST

INSTRUMENT

COMPANY

INCORPORATED

246 MISSION STREET
SAN FRANCISCO 5. CALIF.
TELEPHONE SUTTER 1-2131

Representing

Helicoid Gage Division of Ameri-
can Cliain & Cable Co., Inc.

Helicoid Pressure and Vacuum
Gages.

Trimount Instrument Company

Manometers. Flow Meters. Draft
Sages. Electronic Level Controls.
Tank Level Gages.

Paxton Mitchell Company

Metallic Packing. Pump and Cyl-
inder Liners.

Paxton Diesel Engineering
Company

Bearing Watchdogs. ValveSpring
Depressors, other Diesel Spe-
cialties.

W. C. Dillon & Co., Inc.

Strain Gages and Dial Thermom-
eters.

Thermometers

A complete stock of Marine, In-
dustrial and Dial types.

Instrument Repairing

All types of instruments repaired,
calibrated, rebuilt and serviced.
All work guaranteed.

F. H. Searighf

Dake Transferred
To West Coast

The Cargocaire Engineering Cor-
poration has announced the trans-
fer of Lawrence Dake as Vice Pres-
ident in Charge of West Coast Op-
erations with offices at 417 Market
Street, San Francisco. Mr. Dake,
who is a Vice President of Cargo-
caire, until recently made his home
in New York. He is a member of
the Society of Naval Architects and
Marine Engineers, the Society of
Naval Engineers and the Propeller
Club of the United States.

Searight i\ppointed

TraiLsmission Engineering Com-
pany, San Francisco, recently an-
nounced the appointment of F.
Harvey Searight as Consulting En-
gineer to cover the liKal maritime
field for Pacific Pumps, Inc., Hunt-
ington Park, California.

Searight worked as a Junior De-
sign Engineer on marine engines
and hull designs under Hopps and
Ransom, Consulting Engineers, of
San Francisco, and was Port En-
gineer for the Robert Dollar Com-
pany and the Union Lumber Com-
pany's Steam Schooner The Noyo.

In 1904 he was transferred to
Charles C Moore & Company En-
gineers where he was engaged in
steam power plant design and ma-
rine boiler installations. He joined
the electrical engineer's office of the
Southern Pacific Company in 1907
and was instrumental in the design
of the Fruitvale Power Station and
sub-stations for the electric train
operations in Alameda, Oakland,
and Berkeley.

From there he went to the San
Francisco office of the Allis-Chalm-
ars Manufacturing Company in
191 1 designing steam turbine power
plants for utilities and saw mills
and detailing saw mill layouts. He
later entered the Sales Department,
becoming Assistant Manager in
1942 and Manager in 1944, which
office he held until his recent retire-
ment from the company.

Truett Returns to S. F.

W. A. Reanier, Sales Manager,
Tide Water Associated Oil Com-
pany, has announced the appoint-
ment of Dick M. Truett, as his ex-
ecutive assistant in the San Fran-
cisco general office.

Truett moves back to the Bay
Area after four years in the com-
pany's Los Angeles offices. He was
assigned to Associated offices in
Oakland and San Francisco from
19.i8 to 1943, and originally started
with the organization at. Fresno.
California in 19.37.

Prior to joining Associated, TrueK
held a position as personal secretary
to Stanley Dollar of the Dollar
Steamship Lines.

A fellow doesn't last long on
what he has done. He's got to keep
delivering as he goes on. — CARL

HUBBELL.

Page 110

PACIFIC MARINE REVIEW

Friend and Bayerlein Honored by France

J.nuit
( Oil
yen
([It 1

(imp.
Ir .li

French Merchant Marine
n recently presented awards
I officers of the Nordberg
acturingCompany. The award
cer du Merite Maritime was
to Robert E. Friend, Presi-
)f Nordberg Manufacturing
iny, and the award of Cheva-
Merite Maritime was given

to Roland W. Bayerlein, Vice Pres-
ident. The presentations were made
at the Nordberg plant by Comman-
der L. Poirer, F. N., Chief of Naval
Material, French Merchant Marine
Mission, in the name of His Excel-
lency Henri Bonnet, French Am-
bassador to the United States.

hrst
!)ip Service

l,In celebrating its first anniversary
Is month, the Gerst Ship Service
Impany reports that in the first
yir of operations more than two
S;ire ships have been serviced by
^ • company from its headquarters
ePier 27 in San Francisco.
I Among the Army transports
Viich recently went through the
C rst cleaning and servicing opera-
t ns are the General C. G. Morton
a 1 the General D. E. Aultman.

j. Gerst, owner of the com-
ply, is well-known on the San
Finci.sco waterfront where he has
b^n active in the ship servicing
biiness for the past nine years. He
riigned as superintendent of an-
pjer company a year ago to open
h| own business.

The company is completely
e>iipped for all types of ship main-
ttance work, including scaling,
S;d blasting, painting, tank clean-
ii and conversion, boiler cleaning,
g freeing, and similar work.

Consolidated
Extends Services

Consolidated Services, Inc., Seat-
tle, now is handling service on
Hagan control systems in marine
installations, it is reported by D. J.
Erickson, vice president in charge
of sales, Hagan Corporation. They
are prepared to provide Hagan re-
pair parts on all marine installations
of Hagan controls. This is in addi-
tion to the Seattle firm's other en-
gineering service work in the ship-
ping industry.

The Northwest Filter Company,
Seattle, is Hagan's exclusive sales
agent in the state of Washington.

h\t Port Steward
For P.F.LL

Pacific Far East Line, Inc. an-
nounces appointment of T. J. Tay-
lor as Port Steward. Mr. Taylor for-
merly served with American Export
Lines of New York and Parry Navi-
gation Co.

^ew Hotpoint Manager

Frank L. Sacha has been appoint-
ed manager of the commercial
cooking division of Hotpoint, Inc.
He will work with veteran Grant
Call, former manager, who will con-
tinue to serve in an advisory and
consulting capacity, Sacha has been
associated with Hotpoint for many
years in various sales capacities, and
at one time was manager of the
company's Washington ( D. C. ) of-
fice. Until recently he was manager
of the water heater sales department.

Prank L. Sacha

Li

'ADS ihe field

COMPLETE STOCKS
OF MARINE SUPPLIES
DAY AND NIGHT SERVICE

HARBOR SUPPLY CO.. Inc.

W. H. Rowand Earned
Chief Engineer
of Babcock & Wilcox

W. H. Rowand was named chief
engineer of The Babcock & Wilcox
Company at a meeting of the Board
of Directors of the company in
April. The position is a new one
created by the recent promotion of
Alfred Iddles to the presidency of
the company. Rowand will assume
most of the engineering activities
previously handled by Iddles.

Rowand has been with The
Babcock & Wilcox Company for 19
years. He studied mechanical en-
gineering at Cornell University,
class of 1929, and later carried out
post-graduate work at Columbia
University. During his years with
the company, Mr. Rowand has
served in many engineering capaci-
ties and has been active in the de-
sign and development of boilers. He
is the author of a number of techni-
cal papers and is prominent in the
Metropolitan Section of The Amer-
ican Society of Mechanical Engi-
neers.

821-825 Folsom Street
Day Phone EXbrook 2-4500

San Francisco, California
Night Phone Mission 7-3814

C. C. Moore & Co.
Distributors for
Tbur-Ma-Lox

Distribution of Thur-Ma-Lox,
high temperature coating, was re-
cently taken over by C. C. Moore
& Company Engineers who have
offices at Seattle. Portland, San Fran-
cisco, Los Angeles and Phoenix.

A product of the Dampney Com-
pany of America, Thur-Ma-Lox is
a rust preventative designed for ex-
posure to the atmosphere. Thur-
Ma-Lox coatings give effective and
durable protection to metal surfaces
over a temperature range that may
extend from sub-zero to extremely
high heat. Number 7, black in color,
provides a coating impervious to
weather and industrial atmospheres,
and Number 10, aluminum in color,
is recommended for use only in
sheltered locations.

Pace I 12

PACIFIC MARINE REVIEW

DROP ANCHOR

AT WESTERN SHIP
SERVICE TERMINAL

• AVOID DELAYS

• AVOID HIGH COSTS

Our Marine Terminal, located at FERRO
STREET WHARF In Oakland is a SAFE
PLACE TO ANCHOR.

We specialize In Ship Maintenance, Gas
Freeing, Chemical Cleaning, Tank Conver-
sion, Ship Painting and Sand Blasting.

TM

ANNIVERSARY

you SAVE WHEN YOU BUY KNOW HOW

DAY AND NIGHT PHONE SUfter 1-8632

WESTERN SHIP
SERVICE COMPANY

178 Fremont Street, San Francisco
Marine Terminal: Ferro St. Wharf, Oakland

TU^/^ctac^a^

EC-2 Liberty Ship tail shafts.

Auxiliary condenser water boxes.

Auxiliary circulating pump (liquid
ends) in bronze or cast iron.

Pistons, valves, valve liners, rods
and stems for Enberg generators
and Whitin (B 5"x6", C 6"x7")
engines.

Cargo winch parts.

Booms and fittings.

Main engine connecting rod
brasses.

H.P. valve liner (semi-finished).

Bronze rudder bearings.

PHONE, WIRE or WRITE

ALBINA ENGINE & MACHINE WKS.

2103 No. Clark St., Portland 12, Oregon
Phone MUrdock 1131

in A Y • 19 4

Page I 13

Howard C. Hinig

Hinig Promoted

Howard C H 11114; has been pro-
moted to assistant manager of in-
dustrial and transportation sales for
The Sherwin-Williams Company of
California.

Hinig joined Sherwin-Williams
in January, 1936 as a clerk in the
traffic department and two years
later was transferred to transporta-
tion sales. He was in the transporta-
tion sales department until his re-
cent appointment except for the
period July, 1943 to April, 1947
when he was a first lieutenant with
the U. S. Army Finance Department.

In his new position Hinig will
have charge of coordinating the

THE NEW LURLINE

PASSENGER ELEVATORS —

Modernization, New Controllers, New Cabs,

Automatic Doors, Position Indicators,

Accessories

By ATLAS

ALL ELEVATORS AND DUMBWAITERS —

Mechanical and Electrical Overhaul, Addi-
tional Safety Devices.

By ATLAS

At

LAS ELEVATOR COMPANY

Manufacturing • Repairs • Maintenance

417 Sixth Street • Phone EXbrook 2-1940

^aii Zrrancisco 3, (^alifornla
Los Angeles Branch: 326 S. Central Ave.

efforts of the various S-W factory
points, salesmen and the company's
Cleveland headquarters with trans-
portation and industrial operations
on the West Coast. He will be sta-
tioned at Oakland, California.

A native of Cleveland, Hinig at-
tended Western Reserve University.

Fire htinguisher Folder

The General Pacific Corporation
has prepared a special file folder
headed 'Fire Extinguishers" that '\f
available, without cost, upon re-
quest.

The two-color folder lists the
classes of fires, the type extinguisher
to be used for each class, and ex-
plains briefly and clearly the method
of operating the various types of
extinguishers. Pictures of General
Quick Aid Fire Guards illustrate
the chart. The outside of the folder
illustrates and defines other types
of General Quick Aid Fire Guards.

Of standard file size, this Gen-
eral Pacific folder provides a handy
reference for fire prevention and
valuable fire-fighting information.

fill IITIICKIINIIt

' mi EinitinsiK

Hydroleum

The Continental Asbestos and Re-
fining Corporation, New York City,
recently issued a new folder on
Hydroleum, a liquid product ap-
plied by brush, which prevents rust,
corrosion and pitting in hot and
cold water tanks, boilers, pipes and
practically all types of metal sur-
faces exposed to contact with steam,
hot or cold water.

Hydroleum protected surfaces are
said to be impervious to attack by
oxygen and other harmful elements
in steam, hot, cold, fresh or salt
water. The product comes in two
types. No. 1, used on surfaces ex-
posed to contact with steam and hot
water, and No. 2, used on surfaces
exposed to contact with cold, fresh
or salt water.

Tot true I- CO noma
Jlet uout buu-w^ota. Ire...

FEDERAL

MARINE
PAINTS

Federal takes care of all your painting
needs. Tliere 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 invHe you to consu/f wifh ffce Federal agenf in

your district when you are planning

your next painting /ob.

ON THE PACIFIC COAST:

SEATTLE, WASHINGTON

A. T. B. Shiels

108 West Lee Street

SAN FRANCISCO, CALIF.

Pillsbury & Martignoni
Mills BIdg. EXbrook 3302

VANCOUVER, WASHINGTON LONG BEACH, CALIF.
States Steamship Co. Robert R. Campbell

1010 Washington St. c/o Standard Marine Paint Co.

A. J. Chalmers 1545 West Anaheim Blvd.

Agenti and Stocks in all the Principal Ports

Anti-Fouling
Anti-Corrosive
Boottopping
Cabin Paints
Decit Paints

Decit House Paints

Hold Paints

Red Lead (Mixed)

Smoke Stacit Paints

Topside Paints

The Federal Paint
Company, Inc.

33 Rector Street, New York, N. Y.

^
^
^

^

SOUTHERN CALIFORNIA'S LARGEST

SHIP

DISMANTLERS

LIBERTY SHIP EQUIPMENT I

4

• MAIN ENGINES |

• BOILERS I

• CONDENSERS |

• TAILSHAFT J

• REFRIGERATION f

• EVAPORATOR |

• PUMPS i

FUEL OIL TRANSFER; BALLAST; FIRE AND «|»

BILGE; FUEL OIL SERVICE. 4

MANY OTHER ITEMS OF LIBERTY SHIP EQUIPMENT. T

DIESEL GENERATORS

20 KW 120V DC 30 HP GM 2 cyl. 1200 RPM.

100 KW 3/60/450AC 150 HP GM 3 cyl. 1200 RPM.

200 KW 3/60/450AC 450 HP GM 8 cyl. 1200 RPM.

1200 KW 525V DC 1700 HP GM 16 cyl. 750 RPM.

DIESEL ENGINES

225 HP GM 2100 RPM 6 cyl.

1800 HP Fairbanks-Morse 800 RPM 10 cyl. O.P.

1700 HP GM 16 cyl. 750 RPM.

900 HP GM Electromotive 12 cyl. 744 RPM.

DIESEL CARGO VESSELS

4100 Gross Tons. L.S.T.; 900 Gross Tons, L.S.M.; 400 Gross Tons, L.C.I.

REPRESENTATIVES FOR:

BALDT ANCHOR & CHAIN CO.

CHESTER. PA.

NUMEROUS OTHER ITEMS OF

MARINE EQUIPMENT

Attractively Priced Immediate Delivery

PHONE WIRE WRITE

NATIONAL
METAL & STEEL CORP.

DEPT. H TERMINAL ISLAND. CALIF.

LOS ANGELES: NEvada 6-2571

CabU: NACOR

A Y

9 4 8

Page 115

Experience and Equipment
mean ECONOMY in

MARINE REPAIRS

SKILLED shipbuilders do the work when
you give your repair job to Long Beach
Marine Repair Company. AND they work
with equipment that is of the best. Examine
our shipway . . . the "up-to-date" layout of
our entire yard. You'll agree, we think, that
it-s designed for EFFICIENCY. All this
means repair work done at a cost favorable
to you. Contact Long Beach Marine Rapair
Company.

:5fea»f^

L. B. 7-899S TE

1409 WEST 7th ST.

MARINE REPAIR CO.

LONG BEACH 13, CALIFORNIA
il 4-1214 L. B. 6-6433

• BERTH 73 (CHANNEL 2)

Fairbanks-Morse [ngineering Conference

T. M. Robie, manager, Diesel sales division, Chicago, addresses Northern California,

Nevada and Utah sales engineering staff of Fairbanks-Morse & Company.

His subject was " New Model 48 Stationary and Marine Engineers." The meeting was

held at Commercial Club. April 5. in San Francisco.

Bethlehem Announces
\m Sales Manager

John F. Shea was recently ap-
pointed manager for the San Pedro
Yard, Bethlehem Steel Company,
Shipbuilding Division.

Shea joined the Bethlehem organ-
iation at the San Pedro Yard as a
sales engineer in 1941 and is widely
known in shipping circles. He is a
member of the Bilge Club, Society
of Naval ArchiteCTs, and the Pro-
peller Club.

He was graduated in engineering
from Santa Clara University in 1929.

John F. Shea

Manager for Bethlehem's San Pedro Yard

(See opposite column below)

Asbestos Textiles

"Johns-ManviUe Asbestos Tex-
tiles" is the title of a new sixteen-
page brochure just published by
Johns-ManviUe Corporation. The
brochure is printed in two colors
and contains twenty-six photographs
which show asbestos mining opera-
tions, carding and spinning ma-
chines and the various Johns-Man-
viUe Asbestos Textile products, in-
cluding reproductions of ten popu-
lar styles of asbestos cloth.

The opening paragraphs of the
brochure list many of the countless
uses for asbestos textiles in indus-
try and in the home, and point out
the fact that new uses and applica-
tions for these versatile products are
being discovered and developed
every day.

The balance of the pages are de-
voted to detailed descriptions of
asbestos roving, lap, yarn, cloth,
clothing, safen' curtains, tubing,
cord, wick, rope, tape and oil burner
wicking. The descriptive material
on each asbestos textile product is
accompanied by an easy-to-read table)
which gives the Johns-ManviUei
specifications for that product.

WiUiam Wrigley was riding with j
a friend on a train from New York]
to Chicago. Said the friend, "Yourj
chewing gum is known all over the]
world. Why don't you save the mil-
lions of dollars you are now spend-
ing on advertising?"

Mr. Wrigley thought for a mo-
rnent and then asked, 'How fast is
this train going?"

"About sixty mUes an hour," was
the answer.

"Then," asked Wrigley, "Why
doesn't the railroad company re-
move the engine and let the train
travel on its own momentum? " —
The Standard.

AT SEA OR IN PORT

WILSON

TUBE CLEANERS

CutCosts

Rising costs of ship oper-
ation make new highs in
efficiency a "must". That's
why you'll find Wilson
Tube Cleaners on deck in
ports all over the world, ready to help improve
boiler room efficiency two ways.

• Faster turn-around in port when tube
cleaning is necessary — fast-acting Wil-
son cleaners make short work of scales
and deposits — get you back at sea in
less time.
I • Better heat transfer, new operating

economies through more thorough, less
j frequent tube cleaning with Wilson

equipment
5 Wilson Tube Cleaners are available for straight or
curved, ferrous or non-ferrous tubes from i/g" I.D.
: to the largest ever cleaned. Call your local Wilson
Representative to select the proper performance-
proved Wilson Tube Cleaners for your fleet main-
jj tenance program. Please address Department

THOMAS C. WILSON, INC.

21-11 44th AVENUE, LONG ISLAND CITY 1, N. Y.
Cable: "TUBECIEAN," New York.

WILSON

TUBE CLEANERS

OettY

TRADITIONS OF ^^
THE SEA ^

No matter what today's industrial research
brings forth in increased speeds, no matter
what a product-hungry nation calls for in
increased needs, hoary traditions of the sea,
born in a harsher era, are still perpetuated.
Traditions of sound design, unerring craftsman-
ship, absolute dependability, will always be
paramount with us.

H. S. Getty & Co., Inc., has been creating
fine marine joiner hardware for a quarter of
a century; products proven in performance
year after year. Skill born of experience is
reflected in the quality and integrity engineered
into every item which bears the Getty name.
Only a few representative samples of the
complete Getty line of marine joiner hardware
can be shown here; but Getty quality continues
to be a basic ingredient of every Getty product.

Getty has consistently produced marine
hardware with the highest standards of quality
through wartime and peacetime. In peace, as
in war, danger sails ever with the men who
man the ships; their security must be dependent
upon nothing less than the best.

A Y

19 4 8

H. S. GETTY & CO.

3350 N. 10th St, Phila. 40, Pa.

Representatives
Raljton R. Cunningham Co., Inc. . . 73 Columbia St., Seattle 4, Wosh.

oeorge S. Lacy Co 25 California St.. San Francisco II, Cal.

526 S. San Pedro St., Los Angeles 13, California

Page 117

FORSTER SHIPBUILDING CO., INC.

SHIPBUILDERS • ENGINEERS • MARINE WAYS • REPAIRS

All types of diesel and hull repairs

CONSTRUCTION OF ALL TYPES FISHBOATS

PLEASURE CRAFT AND BARGES

WOOD OR STEEL

TErminol 2-4527 • Ferry Street

P. O. Box 66, Terminal Island Station

SAN PEDRO. CALIFORNIA

Los Angeles Harbor

Formerly
Gorbutt & Walsh

FITLER

LUBRICORE

There is but one genuine

"LUBRICORE"
Self-Lubricating Rope made and
placed on the market by FITLER,
patented by FITLER and easily
identified as a FITLER product
by the Self - Lubricating
"Green Yarn Center"

C« COHTIOLIED SELF-l

Beware of imitations —

Ask for "LUBRICORE," the
Self - Lubricating Green Yarn
Center Pure Manila Rope made
by FITLER.

The [dwin H. Filler Co.

PHILADELPHIA, PA.

MANUFACTURERS OF QUALITY

ROPE SINCE 1804

Upper picture: L. E. Menns, Bridgport

Brass Co. (left) and James S. Martin of

Martin & Turner.

Center picture: left to right: S. E. Shaw,

Arnold J. Hanson, and W. Ray Culp, all

of Pittsburgh Plate Glass Co.; Russ Turner

of Martin & Turner.

Lower picture, left to right: J. L. McBride,
Bethlehem Supply Co. of Calif.; Charles
Menveg, Real Estate Agent; Stevedore
Schlauger; Capt. Ostrander, P. Banning
Young; Joe Hare, Maritime Commission;
Russ Turner, Martin & Turner; Al Sem-
nacher. Isthmian S.S. Co.; Fred Pate,
Isthmian S.S. Co.

Martin and Turner
Open House

To celebrate the opening of their
new headquarters at 112 N. Avalon
Blvd., Wilmington, the Martin and
Turner Company. Marine and In-
dustrial Supplies, held a most suc-
cessful Open House. Reflecting the
enjojment of all who attended are
the groups shown belnw

Refrigeration Components
Named EutecRod Distributor

Fred Esser, owner of Refrigera-
tion Components Company. 15
Steuart St., San Francisco, has been
appointed exclusive refrigeration
distributor of Weldrods for the Bay
Area.

EutecRods have a new flux-coat-
ing containing metals and chemicals
which improve the bonding at base
metal heats. EutecRods weld brass,
bronze, copper, aluminum, steels,
cast iron and malleable iron in de-
grees ranging from 575 F. to
U.OO^' F.

OVERHAULED. TESTED
^ND SET FOR

ANY PRESSURE

ANY TEMPERATURE

ANY BLOW-DOWN

at the

Thomas A. Short Company

245 Fren.ont S+reet
San Francisco

For every purpose

Specialists in Marine
Canvas for a quar-
ter century.

Life Boat Covers,
Canvas Dodgers,
Deck Gear Covers.

^^N,NG COMPANV

Co// C. "F/ags" Bennett, M/ssion 7-3085

Courtesy purchase privileges on garden furniture and camping equipment

COMPLETE

SHIP CHANDLERY

SERVICE

Prompt Service — Experienced per-
sonnel, offers choice of right
equipnnenf for every need on all
Deck, Engine & Steward Supplies.

Distributors for
Pabco Marine Paint

MARDEN & HAGIST

Complete Ship Chandlery Service
1705 N.W. 14th. PORTLAND 9, ORE.

Small Resigns From United Engineering

HARRY R. LEVER
Associates

Resident Buyers

111 N. Marine Ave. (P. O. Box 532)

Wilmiagton. California

Phones: NEvada 6-1921

TErminaJ 4-4505; 4506; 5080; 6993

Your PERSONAL Wen Coast Buying Agent

Our services cost you nothing unless

we produce.

Commodore Lisle F. Small (above)
and Raymond P. Hasenauer.

Commodore Lisle F. Small, presi-
dent of the United Engineering
Company, has resigned to become
associated with the engineering di-
vision of the Lima-Hamilton Cor-
poration, of Hamilton, Ohio, Wil-

CATALINA ISLAND
STEAMSHIP LINE

Utamer Service fe Cotalina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
TELEPHONE NUMBERS: Terminal 2-4292; Terminal 2-4293; Long Beach 6J6-563

WHISTLE CALL FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3802

Member — American Waterways Operators

..Jweadauurteri

COFFIN PUMPS

THE GARLOCK
PACKING CO.
"On Decif and Befew"

IFSIIF rCl j ff*""'" Regulating Val»«
LtSLIt l-(J. j "Tyfon" Whistle.

ATLAS MARINE PAINTS

MARINE ELECTROLYSIS ELIMINATOR

a

t the ^J^urbor I

NEW YORK BELTING and PACKING
CO.— Air, Fire, Water and Steam
Hose

TODD COMBUSTION EOUIPMENT CO.

TUBES CORDAGE COMPANY

J & L STEEL CORPORATION, Wire Rope

ALLENCOTE REFRACTORY COATING

DIAMOND POWER CORP.

KOMUL Ant;-Corrosive Coating

PA)aON MITCHELL Metallic Packing
ENSIGN Products

J. M. CosTELLo Supply Co.

MARINE SPECIALTIES

221 No. Avalon Blvd., Wilmington, Calif. Phone Terminal 47291

ham P Roth, Matson Navigation
Company board chairman, an-
nounced. United is a Matson sub-
sidiary.

During the last two years Com-
modore Small has been directly in
charge of the work in connection
with the completion of Matson's
new Lurline, largest privately owned
passenger liner under the American
flag.

Commodore Small's resignation is
effective April 30 and he will be
succeeded by Raymond P. Hasen-
auer, treasurer of the Matson Navi-
gation Company. Hasenauer served
as president during the period pre-
ceding Small's appointment.

Adm. Biesemeier
Joins Guralnick

Morris Guralnick, Naval Archi'
tect and Marine Surveyor of San
Francisco, announces the advent into
his organization of Rear Admiral
Harold Biesemeier, U. S. N. (Ret.),
who will specialize in marine sur-
veys.

Admiral Biesemeier graduated
from the United States Naval Acad-
emy, Class of 1918, and was an
officer of the line for thirty years.
In addition to the degree of Bach-
elor of Science from the Academy,
he obtained degrees of LLB and
LLM from the Law School of the
George Washington Universtiy.

Admiral Biesemeier has been in
command of submarines and de-
stroyers, and during four of the
recent war years, assault transports.
In this time, he had many oppor-
tunities to prepare the specifications
for and supervise upkeep work and
damage repairs of naval vessels. He
was Judge Advocate of the Pearl
Harbor Court of Inquiry.

Gareway to Alaska, nearest U. S. port to the
Orient, and outlet for the great natural resources
of the Northwest, the Port of Seattle is one of
the best natural harbors in the world.

In Seattle harbor, 'round the world steamship
lines, as well as fishing and commercial ves-
sels plying local waters, depend on Gargoyle
Marine Oils and Lubricants.

Seattle is one of the more than 300 ports where
Gargoyle products and service are available.

MARINE OILS AND

riimurrmun orniiinr

f#^

I. S. MINES

Publisher

N. DeROCHIE

Atslsfant
Publisher

'. DOUGLAS MacMULLEN
Editor

y N. DeROCHIE. Jr.
jSsslsfonf
Manager

,AUL FAULKNER

Pacific Coast
Advertising Mgr.

AVID J. DeROCHIE

Asslsfani
Let Angeles

EORGE W. FREIBERGER

OS ANGELES OFFICE
'i Wilshire Blvd., Beverly Hills
lephone — BRadshaw 2-6205

SAN FRANCISCO
Telephone — GArfield t-4760

flbseripfion rates:

O) year, $2.00; two years,
$3,0; three years, $5.00; for-
tii, $1.00 additional per year;

(jjle copies, 25c.
i

TABLE OF CONTENTS JUNE. 1948

P.inama Canal Tolls Kililoridl By T. Douglas M.icMullcn ... 43

The President Wilson - 44

The Giant Tankers 58

Aluminum Mast 61

The Golden Gate 62

U. S. Lines Plans Big Ship . , ■ 65

Foreign Trade Zone, Port of San Francisco 66

Pacific World Trade 68

Shipping a Factory

Brazil's New Trade Controls

Shipping Under the Marshall Plan

Port of Long Beach E.xpansion Program

Summary of Situation in Japwn and Korea

Foster Wheeler Announces Big British Boiler Order

Junior World Trade Association Meeting

New Ore Carriers Will Import From Venezuela

Steady As Wiu Go! By "The Skipper" 77

Lower Transits For Higher Latitudes

Admiralty Decisions By Harold S. Dohbs 79

Curiosity Killed The Cat

Stevedore Employer Held Solely Liable

Suspension of Bar of Statute of Limitations

Marine Insurance , .... 82

The London Letter

Coast Commercial Craft 83

Dredge and Attendant Plant for Bureau of Reclamation

Your Problems Answered By "'The Chiet" 86

The Screw and Its Application

With the Port Engineers 88

Port Engineers of the Month: Bob Streiff, George H. Hoxie
Los Angeles Society May Meeting
San Francisco Society May Meeting
Future Meetings for San Francisco

On the Ways .*.... ^: ,.. 90

Tydol Flying A, T-I Tanker Readied by Todd
Restoration of Railway Dry Docks at Ostend, Belgium

Rimning Lights 91

Ne«s Flashes 102

Keep Posted 106

PUBLISHED AT 500 SANSOME STREET • SAN FRANCISCO 11. CALIFORNIA

^0^ Hoisting Cargo, Hay, or Hods...

men who know choose COLUMBIAN ROPE

W HETHER you are in marine service — towing, loading, or fishing;
farming or ranching; construction or other field . . . you'll find the rope
that does your job best carries the red-white-blue markers of Columbian
- — the Rope of the Nation.

In selection and preparation of the fibers — manila, nylon, hemp,
jute, or sisal; in waterproofing for durability and flexibility; and in
producing with a lay that assures perfect balance . . . Columbian's
knowledge and experience result in the rope that is right for the purpose.

Insist on Columbian . . . look for the red-white-blue surface markers
(on sizes 3/^" and larger).

COLUMBIAN ROPE

400-90 Genesee St., Auburn, "The Cordage CHy", N. Y.

c/te_

Page 42

PACIFIC MARINE REVIEW

Panama Canal Tolls

IT HAS BEEN SAID that a great many people think they are thinking when they are
merely rearranging their prejudices. "Thinking" on the question of Panama Canal
Tolls usually takes the form of pride in the honor and integrity of a nation that not
only wants to be right in the administration of the Canal but to even seem to be right.
This nod toward international ethics satisfies those who are willing to see a great industry
destroyed rather than equalize the burden as between commercial and national defense
categories of vessels.

We believe that without violating any legal recjuirement a good case can be made
for the elimination of all tolls for intercoastal vessels. What is more, we believe that
even the spirit of the Hay-Pauncefote treaty would be satisfied by such elimination. Thar
treaty provided that all nations be treated equitably. Domestic traffic between ports of the
United States could scarcely be the concern of other nations. Only American Bag vessels
are allowed by law to participate in the intercoastal trade so there is no possibility of dis-
crimination against vessels of other nations in that movement. Forcing an American vessel
to pay $15, ()()() for a round trip through the Canal seems like an unfair and destructive
burden on our intercoastal industry, and just when the industry was almost "on the ropes"
the President raised the rate of toll, — although the increase has been delayed for further
review.

The Canal was not built to earn a pro 'it, nor was it built to please commercial in-
terests, although it has done both of these. Srrategic and political motives following the
acquisition of Hawaii, Guam and the Philippines prompted its construction and the cost
was never intended to be a burden on commercial shipping. It hds been such a burden, and
continues to be, although the Canal has long ago justified its cost in defense economies
alone. Without it. Naval expenditures would be higher — according to varied opinions —
by from 300 million dollars to five times that figure every year. Commercial shipping is
saving us from this vast expenditure by paying for the Canal's operation. This is, of course,
just one more way in which the shipping industry lacks full appreciation from the public.
On a par are depressed port rail rates, delay; in restoring intercoastal and other vessels,
cumbersome management of the Ship Sales Act, expecting the industry to carry the burden
of defense equipment on its vessels, and other lacks which the Weichel Bills were intend-
ed to correct but which now seem due for further delay. Why must there always be months
and years of delay in shipping matters? Seems that the present able Association leaderships
took over just in time.

Panama Canal policy is vital to shipp'ng and should be followed closely. The in-
dustry's contention that the Canal is at least as much military as commercial seems sound.
On this basis a 40 per cent cut in tolls to 5-1 cents per ton (it is 90 cents now and the
planned increase would bring it to $1.00), would still leave a safe margin over commercial
operating costs. Military installations should not be charged to shipping, which is a first
line asset in emergency.

Let us keep our Merchant Marine in trim; make-ready time exists only before an
aggressor acts.

JUNE • 1948 Page 43

7<^ ^ne^idmt TiJii^OK

The great new steamship President Wihon of the
American President Lines was completed during April
and sailed from San Francisco on May 1. The vessel's
maiden voyage officially began at Los Angeles on May 8
when she set out for the Orient with 550 passengers.
On the bridge was Captain Orel A. Pierson, Master, and
Commodore of A. P. L.'s fleet.

The President Wilson was built at the Alameda Yard
of Bethlehem, as were the President Cleveland and the
group of P-2 transports during the war. The President
Cleveland was well described in a 3.vpage feature article
in the January issue of the PACIFIC MARINE REVIEW.
The Wilson is similar to the Cleveland in every important
respect, but there are many features that were held for
greater elaboration in this issue.

Built for the U. S. Maritime Commission at a cost
of about $22,000,000 the Wilson was laid down late in
the war and launched in November, 1946. She has an
overall length of 608 feet 5M inches, a molded beam
of 75 feet 6 inches, and a scantling draft of 32 feet.
Normal shaft horsepower is 18,000 with a maximum of
20,460. Normal sustained speed is 19 knots with an
economy run estimate of 11 knots. Like all P-2s, the
Wilson has dual engine rooms as a defense feature. Prin-
cipal characteristics of the vessel will be found tabulated
in the box on page 49.

A passenger liner is a first-class hotel afloat and self-
contained. All her services must be maintained with a
very high degree of reliability through her own ma-
chinery. In addition she must be able to move herself
on definite schedules from one port to another, almost
regardless of weather. She is therefore one of the most
complicated structures devised by the mind of man and
her functioning is dependent on a great number and
great variety of mechanisms. These together with the
furnishings and equipment give work to a great many
artisans who are scattered all over the nation and who
in many cases may never have seen a shipyard or even
have seen salt water. The cost of a vessel is distributed
over the whole country for labor and materials, to a
greater degree than is true in any other industry. A par-
tial list of vendors supplying the President Wilson
indicates that it comes from 1 5 states, 5 of which are
middle western states.

Hull Design and Construction
The basic hull design of these vessels was evolved by
the LI. S. Maritime Commission, Technical Division, and

JUNE • 1948

Mrs. George Killlon and Mi
of American

. Killion. Mr. Killi.
President Lines.

esidflfl^

m

altered by the Navy. All passenger accommodations and
crew space arrangement and interior decoration design
was produced by George G. Sharp, Naval Architect,
New York. All joiner work, furnishing and interior deco-
ration were installed and erected by the Aetna Marine
Corporation.

The hull is of combined riveted and welded steel con-
struction with a curved stem, a cruiser stern, and with
three complete decks and a partial deck. These decks are
designated A, B. C, and D. Above these are: an upper
deck extending from the stem almost to the stern; a
promenade deck extending from the stem to frame 168;
a boat deck covering the midship house; and a navigating
bridge deck. The midship house above the boat deck is of
riveted aluminum construction which saves some 75
tons in weight at a position where weight saving is im-
portant. This use of aluminum is new in merchant ship
construction although the Navy has used this metal on
the superstructures of destroyers and cruisers with very
satisfactory service results. In this work all rivet holes
are drilled or punched to a diameter I 16th inch less
than that of the rivet. After assembly and packing, with
every third liolc bolted, the holes are reamed to a diameter

■'age

45

Top: Vertical Battery of Brine Pumps (Warren) in Air Cor
ditioning Room.

Center: Close-up of GE Auniliary Turbine*.

Bottom: Another view of Main Turbine, After Engine Roon

1, 3 2d inch larger than the rivet. Up to and including
%" diameter the rivets are driven and set up cold.
Above 's" diameter they are driven hot.

All decks above A deck have both camber and sheer,
A deck has sheer but no camber, decks below A have no
camber and no sheer. As has been usual for some years
in American passenger liners of this type, the promenade
deck, in way of the house amidships, projects about 2
feet outboard from the hull, port and starboard. This
serves the purpose of helping to keep boats clear of hull
when lowering and allows the installation of flood lights
under this overhang to illuminate the sea. It gives, of
course, a wider promenade which is a decided advantage
for passenger recreation and loafing space.

Several of the weather decks in the way of passenger
accommodations are covered with Oregon pine decking
lys" thick and 41/^" wide. Margin strakes on these
decks are of teak lYs" thick and the pine timbers are
carefully nibbed into the teak at curved sections of the
ship and around all deck fittings. Deck timbers were
laid over a coating of Dex-O-Tex, a corrosion-prevention
composition manufactured by Crossfield Products Corp.,
of Los Angeles, and all seams caulked with two strands of
cotton and one of oakum payed over with marine glue.

Provisions for air conditioning and ventilating are
very complete. Air conditioning is provided: for all
cabin and tourist class passenger staterooms; for a num-
ber of ship's officers staterooms and offices; for all mess
rooms; for tourist and cabin class dining rooms; the
library, waiting room, writing room, and shops; and for
tourist, cabin, and officers lounge rooms. Mechanical
ventilation is provided for practically all the enclosed
spaces on the ship. In general the air supply to all un-
cooled space is required to equal 30 cubic feet per
minute for each occupant. In unoccupied spaces the air
change varies from a complete change every two minutes
in the battery room to a change every thirty minutes in
dry cargo spaces, air supply to be for the gross cubic
measure without benefit of deductions for furniture or
other contents, and no space to receive less than 25c m.
Air conditioning machinery is supplied by the Carrier
Corporation and the ventilating and air conditioning
systems are equipped with llg fans. Air conditioning
systems are served by heaters and cooling coils supplied
by McQuay, Inc.

Deck Equipment

The electric drive Lidgerwood windlass is mounted
forward on the promenade deck and is of the horizontal
shaft, double wildcat, double gypsy type, the entire as-
sembly including electric motor being installed above the
weather deck. This equipment is capable of hoisting two
stockless cast steel anchors each weighing 15,575 lbs. and
two 165 fathom lengths of 2^8" NACO steel stud link
chain, each weighing 11,630 lbs. at a rate not less than
30 fpm. Either gypsy head must have a line pull of 20,000
lbs. at a speed of 30 fpm. and a no load speed of not less
than 75 fpm. The motor for this windlass is rated 125 hp
230 volts, approximately 600 rpm.

The steering gear is of the Lidgerwood hydro-electric
double ram four cylinder Rapson slide type, located di-
rectly over the rudder on "C" deck. It is capable of mov-

Page 46

PACIFIC MARINE REVIEW

1. The well-known Jack Paton. Chief on PRESIDENT WILSON.

2. Two top Coast lubrication men snapped in After Engine R^om: R. E. Burness and H. J. Bihier, of Standard Oil

3. Main Control Board. Forward Engine Room.

4. Typical Watertight Door. Commissary. Controls are by Philadelphia Gear Works.

5. The Lakeshore Siporter in operation.

6. Engine Room Layout. Auxiliary Turbine Generators on left, main Turbine on right, all General Electric.

JUNE • 1941

Page 47

ing the rudder from hard over to hard over (70° ) in less
than 30 seconds when the ship is going ahead at a speed
corresponding to the maximum designed shaft hp and at
full load draft and in less than 60 seconds when going
astern at 40 per cent of the maximum shaft horsepower.
The rudder may be independently operated by either
ram. The maximum working pressure ahead or astern
must never exceed 1500 psi. The hydraulic pumps for
these gears are in duplicate, each pump having capacity'
to handle the gear. Each pump is driven by a 50 hp 440
volt A.C., 3 phase 60 cycle motor operating at 1800 rpm.
These motors may be controlled from four steering sta-
tions: a pair of trick wheels in the steering gear room;
a mechanically connected after deck steering wheel sta-
tion; the standard station in the pilot house; and a sta-
tion on the pilot house top. At the last two the control
is by hydraulic telemotor connection for manual steering,
and by Gyro Pilot system for automatic holding to the
course. Suitable switch-over arrangements prevent any
interference between the steering systems.

Ten single drum and six double drum electric drive
winches, of double reduction gear type are provided for
cargo handling at the six hatches. These winches are
driven by 50 hp d. c, 600 rpm, 230 volt motors, and are
capable of handling: iy2 tons at 290 fpm; 3 tons at 220
fpm; and 10 tons at 56 fpm. They were manufactured by
Lake Shore Engineering Co. with motors and controls by
Westinghouse.

Two 24 inch vertical Lidgerwood capstans driven by
35 hp, 230 volt d. c. motors through gearing are each

Close-up of Combustion Engineering's boile
President Wilson.

Cutaway view of one of the four
Combination Engineering boilers,
showing the interior arrangement
of boiler tubes, superheater tubes,
and economizer tubes.

PACIFIC MARINE REVIEW

capable of exerting a 20,000 pound pull at 30 fpm on
warping or other hawsers. Motor and gearing are installed
on deck below.

An interesting advance in the design of cargo handling
machinery is the Lake Shore Engineering Co. side port
loading-discharging crane for hatch No. 4 which tops on
"A" deck. Two bridges each carrying one trolley and each
capable of handling 2V2 tons safely are installed for ath-
wartship travel in unison. The travel of the bridges is
served by a 10 hp motor; the travel of the trolleys by a
15 hp motor, and the hoist drums are operated by a 50
hp motor. The bridges at the limit of their travel have
sufficient outboard projection to give the trolley 1 5 feet
clearance from ship's side.

Another interesting item of cargo handling equip-
ment is a pair of portable cargo oil pumps supplied by
the Waterous Company. These are of the rotary type
with herringbone reduction gears driven by Westing-
house 30 hp, 1800 rpm motors and each pump will dis-
charge 350 gpm against 100 psi with 440 rpm of the
pump rotors. These pumps are handled by three electric
motor drive whip type hoists each with a capacity for
lifting two tons at 25 fpm.

Two elevators by Otis are installed, one for passengers
and one for baggage each capable of lifting 2000 lbs. at
100 fpm. The passenger cage travels from "B" deck to
the promenade deck and the baggage elevator from "C"
deck to the upper deck.

Navigating Equipment

The pilot house, navigating bridges and pilot house
top are equipped with all the most modern devices for
making navigation simple and safe.

Gyrocompass system includes one Sperry Mark XIV
master gyrocompass and eight repeaters mounted and
located as follows: steering type repeater on gyro pilot
control stand in wheelhouse; steering type repeater on
column stand on wheelhouse top; bearing type repeater
on column stand at after steering station; bearing type
repeater on column stand, port and starboard on bridge
wings; bearing type repeater bulkhead mounted in mas-
ter's office; steering type repeater bulkhead mounted in
steering room; and repeater mounted in radio direction
finder. An automatic course recorder of the gyrocompass
repeater type in the chart room keeps accurate records
of all courses.

A Sperry gyro-pilot system provides complete and in-
dependent electric telemotoring for either manual or
automatic control of the stroke of the main steering gear
pumps. The control unit of this system is mounted in the
wlieelhouse.

A Submarine Signal Co. echo depth sounder provides
visual and recorded reading of the depth of water under
keel. This instrument has a range of from three fathoms

Principal Characteri.stics of
President Wilson

Length Overall 608' 5%"

" 32 Ft. 'Waterline 593' 2 "

■• 29 Ft. Waterline 590' 0 "

Bet. Perpendiculars 573' 0 "

Beam molded 75' 6 "

Draft subdivision 30' 0 "

Draft scantling '. 32' 0 "

Normal Shaft Horsepower 18,000

Sustained Sea Speed 19 knots

Depth Molded Promenade Deck 61' 6 "

Height Upper Deck to Promenade Deck 9' 0 "

A Deck to Upper Deck 9' 0 "at side

B Deck to A Deck . 9' 0 "

" C Deck to B Deck 8' 6 "

Crew including spares 352

Passengers ( about) 550

Lightweight of ship including 700 tons

fixed ballast - 12,424 tons

Deadweight in long tons —

Stores, passenger, crew and effects, and pools.... 545

Fresh water 388

Fuel oil 4,343

Cargo oil 762

Cargo oil heating water 114

Refrigerated cargo 500 @ 70 cf/ton

General cargo 4,431

Total deadweight 11,093 tons

Total displacement at SO'-f/s" draft 23,507 tons

Three 50-ton Frick Machines for Cargo Refrigeration.

JUNE • I 948

Page 49

Tourist Lounge

Good vision and light interior is maintained in wheelhous
by Kearfott windows.

Typical aluminum lifeboat and davit, by Welin.

Page 50

PACIFIC MARINE REVIEW

up and its readings are accurate within 2 per cent.

Two systems of sound powered telephones are used.
System A keeps the wheel house in communication with:
the wheelhouse top; the chart room; the forecastle head;
the crow's nest; the captain's ollice; the radio room; the
stern capstan; the steering gear room; and the after
steering station. System B connects the wheelhouse with;
the foreward engine room operating station; the after
motor room; the Chief Engineer's ofhce; the emergency
generator room; the steering gear room; and the electric
distribution room. 'Voice tubes connect the wheelhouse
with the radio room, the wheelhouse top, and master
gyro room, and the captain's stateroom.

Port and starboard propeller shaft revolution indica-
tors indicate the rpm and direction of rotation of each
propeller. A waterproof mechanical seven digit counter
and electrical transmitter are installed on each shaft and
waterproof electrical indicators: at each engine control
stand; on forward bulkhead above windows in the wheel-
house; and in the chief engineer's office.

A Navy standard magnetic compass with complete azi-
muth circle is mounted on top of wheelhouse; a standard
magnetic steering compass and binnacle in the wheel-
house; and a standard magnetic steering compass at the
steering station aft.

The Electronic Navigator, General Electrics equipment
for radar navigation, is installed so that regardless of
visibility the navigating officer is able to detect visually
any approaching vessel or other floating object and any
landfall in ample time to avoid collision or stranding.

The radio direction finder is the latest model of the
Radiomarine Corporation of America and is located in
the chart room.

A Leslie Tyfon whistle and whistle control with con-
trol stations in the wheelhouse and on the navigating
bridge, port and starboard, is arranged for both electric
and manual operation.

The ship's radio telegraph and telephone installation
was supplied by R.M.C.A. and consists of four radio
telegraph transmitters of various frequencies and four
receivers of various frequencies covering all the regular
and emergency requirements of a passenger liner radio
service. A harbor type radio telephone tansmitter re-
ceiver takes care of ship to shore conversatitins in or near
harbors. Each motor lifeboat is equipped with a radio
telegraph transmitter and with a storage battery of suffi-
cient capacity to operate this transmitter-receiver con-
tinuously for at least six hours.

In connection with the ship's radio there is an auto-
matic alarm that responds to the ship's radio call letters
and rings bells in the pilot house, in the radio room, and
in the radio operator's cabin.

One broadcast and high frequency receiver is provided
together with loud speakers in the mess rooms, the din-
ing rooms, the lounges, the dance floor and in other public
rooms to provide for entertainment of passengers and
crew.

Safety Systems

A complete C-O-Two Fire Equipment Co. fire detect-
ing and extinguishing system provides detection of
smoke by eye, ear and nose through two cabinets in the

Top: First class stateroom of President
sleepers in down position.

Center: Open Arnot sleepe

Bottom: Beauty shop
Company.

President Wilsoi

Wilson. Two Arnot

ass cabin,
turnished by Arnot

JUNE

I 948

Page 51

Page 52

PACIFIC MARINE REVIEW

^Jm^4-^^ ^

First class writing roon

First cUss libr

wheelhouse which indicates the space from which the
smoke comes and are combined with a carbon dioxide
fire extinguishing system in the 51 spaces covered. These
spaces include: cargo holds, cargo 'tween deck spaces,
trunks to cargo spaces; and special cargo lockers; paint
and lamp rooms, carpenter shop, engineer's paint locker
and oil lockers; wiring trunks; provision and other store

Top picture: Veranda de lux
bedroom is to the left.

rooms. Separate C-O-Two systems are provided for the
machmery spaces and for the gyro room, the projector
booth film locker, the emergency generator room and
similar spaces.

In each engine room a hose reel unit is installed hav-
ing two 50 lb. carbon dioxide cylinders and sufficient
length of flexible reinforced hose to reach any part of
the space.

The special C-O-2 hose reel fire extinguishing equip-
ment for the propulsion generators and propulsion mo-
tors was furnished by Walter Kidde and Company, Inc.

A complete water fire extinguishing system is served

Interior as well as weather decks of
the new liner PRESIDENT WILSON
have been covered with colorful Koro-
seal. The flooring in the Cabin Class
dining room, pictured at right, is
black, ribbed with quarter inch white
lines at nine-inch intervals, running
fore-and-aft.

JUNE

I 948

Page 53

1. Main lounge, the social center of the ship.

2. Stateroom, showing the Arnot bed combination and the all-purpose dresser chest which opens up to become a dressing
table.

3. Marine veranda.

4. Cabin class smoking room.

5. Sitting room of veranda suite. -

6. First class bar.

Ceilings are of Johns-Manville Marinlte for acoustical conUol and fire-proofing.

Page 54

PACIFIC MARINE REVIEW

by four horizontal centrifug.il pumps, two in each engine
room. Each of these pumps is driven by a 50 hp motor
and has a capacity of 400 gpm against 55 psi or 225 gpm
aganst 125 psi. This system has an 8-inch pressure gage
located in the fire control room so that the watchman on
duty there can see at all times that the necessary pressure
is maintained. Fire hydrants and hose racks are installed
so that any point may be reached by two separate hose
outlets.

An electrical thermostat and annunciator system covers
all spaces not protected by the smoke detection system,

and this system rings an alarm and indicates space and
zone affected on an annunciator panel in fire control
room. Fire doors are fitted to stairway enclosures and to
fire screen bulkheads. These are of the hinged self-clos-
ing type and can be released by electric control from the
fire control room. A system of watchman's clocks moni-
tors the watchmen and is supervised by the fire control
room. Thus a man on watch in the fire control room can
supervise all fire risks and extinguishing systems on the
vessel and promptly apply the water or the CO- to the

Streamlining the Company's ex-
ecutive structure to meet competi-
tive postwar conditions. Presi-
dent George Killion of American
President Lines announces the as-
signment of new duties for several
high APL officials.

Killion's announcement was made
following the meeting of the Board
of Directors, which approved the
streamlining appointments.

The Board also accepted the vol-
untary retirement of T. J. Cokely,
Vice President-Operations, who is
the oldest Company staff member in
years of service.

The reassignments of duties are:

Col. John Kilpatrick, previously
Assistant Operating Manager, has
been promoted to Operating Man-
ager, and will direct the work of
the Operating Department, hereto-
fore headed by retiring Vice Presi-
dent Cokely.

Eugene F. Hoffman, veteran Di-
rector of Public Relations, will as-
sume the important and newly-
created position of Passenger Sales
Manager.

Official Changes in American
President Lines

William H. Sharon, Industrial
Relations Director, has been named
assistant to E. Russell Lutz, Vice
President for Foreign Administra-
tion.

In assuming his job as Operating
Manager, Col. Kilpatrick brings

Colonel John Kilpatrick.

Operating Manager of

A. P. L

with him the experience of nearly
forty years in the shipping industry.
He joined APL early this year and
was formerly superintendent of the
Water Division at the San Francis-
co Port of Embarkation. Other ma-
jor positions he has held during his
long career include the direction of
Bush Terminal in New York and
the Port of Embarkation in Los An-
geles, both during the late war when
he was a colonel in the Army.

best advantage.

Watertight doors of the electrically operated horizontal
sliding type are fitted between the motor rooms and the
shaft alleys and between the motor rooms in the center-
line watertight bulkheads. Same type doors provide access
through the watertight bulkheads on "B" and "C" decks.
These doors are controllable locally and from a central
control station.

Refrigeration Machinery

There are thirteen refrigerated cargo compartments in

JUNE

I 948

each vessel with a total volume of 52,350 cubic feet.
Estimated load for the total volume with each compart-
ment maintained at the most severe conditions is 90.05
tons of refrigeration.

The nine ship service compartments have a total
volume of 17,575 cubic feet.

In addition to the above there is the refrigeration
load in connection with the extensive air conditioning
system. Each of these is a separate system of the direct
expansion Freon type.

All the machinery for these systems is installed in one

Page 55

Ship fo shore Radion

compartment.

Serving them are the folJowing pumps, supplied by
the Warren Steam Pump Company, Inc.:

Three 5" vertical centrifugal refrigerator condenser
circulating; two 4" vertical centrifugal chilled water cir-
culating; three 3" vertii:al centrifugal brine circulating;
one IVa" vertical centrifugal air conditioning hot water
circulating; two IV2" vertical centrifugal air condition-
ing hot or cold water circulating; one 2" vertical centrif-
ugal warm brine circulating and mixing; and one %"
horizontal centrifugal ice water circulating.

For cargo refrigeration there are three Frick Freon-12
systems, each compressor being driven by a d.c. 240 volt
100 hp Westinghouse marine type motor.

On the air conditioning load there are two Carrier
systems each served by a Carrier multi-stage centrifugal
compressor. One compressor is driven by a 150 hp 3
phase 60 cycle 440 volt a.c. Westinghouse marine type
motor, and the other by a reduction geared steam turbine.
This air conditioning refrigeration takes care of the
cooling of air for the cargo hold air conditioning system
in addition to the exetnsive air conditioning load for the
passenger and crew accommodations.

Propulsion Machinery

The P-2 design is for turbo-electric drive and its most
distinctive feature is the complete separation of its two
power plant units and of its two motor units. Each power
unit comprises two Combustion Engineering Company
boilers generating steam at 600 psi and 840° F for a
General Electric turbo generating set that has an output
of 6890 K.W. at 3500 volts. 3 phase 60 cycle at 3600
rpm and supplies this current to a synchronous propulsion
motor normally rated 9000 shp at 120 rpm and with a
maximum capacity for 10,000 shp at 124 rpm — 3610
volts. Each generator is normally at full power direct
connected to one of the motors giving a normal shaft

horsepower of 18,000 on the twin screw propellers or a
maximum rating of 20,000 shp.

In each engine room there are two General Electric
five unit turbo-generating sets. Each set consists of a
steam turbine rated 600 K.W. at 10,033 rpm connected,
through an enclosed reduction gear, to a 500 K.W. 450
volt 3 phase 60 cycle 1200 rpm a.c. generator, a 200 K.
W. 3 wire 240 120 volt 1200 rpm d.c. generator, and a
booster exciter 750 amp. at 100 volts 1200 rpm. The a.c.
generators supply power for general auxiliary ship's serv-
ice. The d.c. generators supply excitation current for the
propulsion generators and the propulsion motors.

The boilers in each engine room are served by Hagan
Automatic Combustion Control equipment that main-
tains a constant steam pressure and the correct fuel and
air ratio for complete combustion of fuel. Todd Hex-
Press oil burners take care of correct atomizing of the
fuel. Copes thermostats mounted at the front of the boiler
drum operate the feed water regulating valves. Reliance
water gages are used to indicate the water level. In each
boiler uptake there is installed a Wagner smoke indicator.
In each boiler 10 Diamond Soot Blowers are fitted — three
in the superheater section, two in the small boiler rube
bank, and five in the economizer. Three Crosby safety
valves protect each boiler, two in the drum and one at
the superheater outlet. All the miscellaneous valves used
in these boilers are Edward with EV alloy seats. Furnish-
ed with the boilers for cleaning the interiors of tubes
are Wilson pneumatic turbine drive tube cleaners.

Specifications call for a maximum consumption in each
boiler of 3002 lbs. per hour of 18,500 B.T.U. oil. That
would be 12,028 lbs. per hour for all four boilers which
figures at close to 0.66 lbs. of oil per brake horsepower
hour for propulsion or something like 0.635 lbs. per shp
hour for all purposes. This indicates a very high boiler
efficiency and also the importance of the steam generator
in low fuel consumption per unit of power. The sides
and rear of the furnace space are lined with 2" water-
wall tubes. On the uptake side there are three rows of
these 2" tubes, back of which are the superheater ele-
ments which are held in position by two sets of alloy
support castings clamped at each side to two pairs of
2V4 inch support tubes. Back of the superheater is a
bank of 1 V4 inch boiler tubes. Two baflles and a partition
plate direct the flow of the hot gases up through the
superheater elements down through the bank of H4"
boiler tubes, and up through the economizer. The feed
water enters the economizer at the top and emerges at
the bottom on its way to the boiler steam drum. An
economizer is thus a last stage feed water heater utilizing
the heat left in the combustion gases from the boiler
furnace.

A forced draft blower is provided for each boiler. This
blower takes its suction air from the machinery space and
delivers it to the furnace front of the boiler through an
air preheater which is heated by 75 lbs. steam bled from
the main turbines. This pre-heater raises the combustion
air from 100° F to 280° F.

Two fuel oil service pumps each capable of serving
both boilers are provided in each engine room. These
pumps take suction from the fuel oil settling ranks and

Page 56

PACIFIC MARINE REVIEW

-sAi:

PRESIDEIVT WILSDIV-Arlisf's Cnnceplion

Beliiw-InbDard Profile
Reverse Side uf Ibis Sheet -Deck Plans

r

j_

-'^'"f--!-.

i^ikiiit

^^^Sseese;

liUthBte

i^a^p..^. is^

'=Tig,i'-:

^fclfcl

g

sE

asMg

^s

'■^■"'-l^^■S5'll

.jfeii;l!--a:.j.i-^^'i|iniffgyS;;T^!?TT

PACIFIC MARINE REVIEW

PACIFIC MARINE REVIE

deliver it to the burner headers on the boiler fronts
through the fuel t)il iie.uers. Three of these heaters are
provided in each engine room. Any two are capable of
heating 6500 lbs. of Bunker C fuel oil per hour from
100° F to 230° F when supplied with steam from the
contaminated evaporator at 50 psi gage. The water drains
from all oil heaters are pumped to the contaminated evap-
orator where they are heated to wet steam at 100 psi by
desuperheated steam at 250 psi. As will be noted in the
trial results herewith, the steam generating plant exceed-
ed specified performance.

Steam from the boilers cornes through a short pipe
lead to the main turbine in each engine room at 590 psi
815° F total temperature for normal operation at 9000
shp and at 585 psi 845° F total temperature for max-
imum output at 10,000 shp. The turbines are of the
General Electric impulse reaction type. Each turbine
is mounted over and exhaust directly into its condenser
which is of capacity to maintain a vacuum of 28.75 inches
hg when its unit of the propulsion machinery is develop-
ing 9000 shp ahead with normal extraction from the tur-
bine. Condensate and feed water system is of the closed
type and follows the U. S. Navy-Maritime Commission
flow type that has become practically standard on marine
turbine drives. There are two condensate pumps to each
condenser. The suctions of these pumps connect to the
hot well under the condenser. This discharge is through
the intercondenser of the main air ejector, the drain
cooler, the gland cooler, the after condenser and the first
stage heater to the deaerating heater. From the deaerat-
ing heater one of the two main feed pumps takes the feed
water and discharges it through the economizer to the
steam drum of the boilers. Each auxiliary condenser is
served by a similar condensate and feed system discharg-
ing to the deaerating feed heater. Arrangement of piping
and tankage in each engine room provides for feeding of
boiler compound into the feed pump discharge.

Each main generator is equipped with a totally enclosed
ventilating system having fans integral with the genera-
tor rotor. The air coolers are mounted below the generator
frame. Cooling water is forced through the tubes of
these coolers by a motor driven pump and the capacity
is such that at maximum power requirement the ventilat-
ing air must be kept at 40°C when the circulating water
enters at 85°F. The same type of ventilating system with
the same requirements is used on the propulsion motors
with the exception that the fan is external and operated
by a separate motor.

A main control panel in each engine room adjusts the
circuits between each main generator and its correspond-
ing propulsion motor. These panels are of the dead front
type. Combined with transfer panels in the motor rooms
these panels make possible any workable combination of
generators and motors.

The J. O. Martin Company furnished some 52 King

He could smile at last! Tom Ingersoll, Manager, Bethlehem'
San Francisco Bay Area Shipyards. The big job was done

gages on several panels in convenient locations in tlie en-
gine room which permit accurate centralized reading of
the quantity of liquid in the fresh water, lube oil, diesel
oil, fuel oil and gravity tanks. The gages not only elim-
inate the daily necessity of taking soundings at each in-
dividual tank but the system is so designed that accurate
remote readings can be had on tanks which cannot other-
wise be measured with a tape, rod, or float device because
of inaccessability of the soundings tubes. The gages are
located near the pumps or valves which fill the tanks so
that for taking bunkers, and for trimming the tanks when
loading or at sea one man can accomplish this work
from a centralized King Gage panel.

With the exception of the main feed pumps and a few
stand-by pumps practically every auxiliary machine on
these ships is motor driven. All of the auxiliary power cir-
cuits and lighting, cooking, and heating circuits are dis-
tributed from the switchboards in the main engine rooms
through a panel board system. The panel boards, the mo-
tor controls and practically all of the motors in these
systems are supplied by Westinghouse.

An interesting installation in each engine room is the
low pressure distilling plant built at Bethlehem's Fore
River plant. Each of these plants will produce fresh water
for boiler feed and for domestic purposes at the rate of
40,000 gal. per 24 hours.

Clean oil for turbine lubrication is insured by De
Laval centrifugal oil purifiers of the latest type installed
in each engine room.

k J0^'

JUNE • 1948

Page 57

SIZE— POWER-
A striking conception of Esso's 628' s

-STRENGTH
per tanlters. ,

The sudden emergence of the giant tanker construction program as the major ship construction news of the year
has aroused great interest on the part of the oil companies' shipyard operators, tanker officers and crews, and the Mari-
time industry as a whole.

There are several sizes currently being built or planned with a possibility of even greater size for the near future.
The 26,000-ton and 28,000-ton sizes have reached a point where plans and specifications are being released and they will
appear from time to time in the PACIFIC MARINE REVIEW. A proposed 30,000-ton ship has not passed the discus-
sion stage. The length varies somewhat at around 620 feet and the beam around 84 feet.

In the planning of these ships the use of the experimental towing tank has played a new and important part. The
Stevens Institute tank was used for the vessels of the Standard Oil Company of New Jersey and Gulf Oil and five mcjd-
els were required in the tests to determine which of several bow designs was the most efficient. Towing tank and
model basin technique is being found well worthwhile for even very small vessels including tugs and barges.

Sun Shipbuilding and Dry Dock Company, which is having an important part in the construction program, had
to reconstruct its shipways on the land side in order to accommodate the great length of the tankers.

of six new 26,000
carrying capacity of

Contracts for the construction
D. W. T. tankers, having a
228,000 barrels of high gravity cargo, have been signed
by Standard Oil Company ( New Jersey), two of the ships
to be built by Sun Shipbuilding & Dry Dock Company.
Chester, Penna., and four by Newport News shipbuild-
ing and Dry Dock Company, Newport News, Va. The
vessels will be built from designs prepared by the
Marine Department's technical staff. Each ship will

Page 58

have a normal complement of about 50 officers and men.

Dimensions and Particulars

Length, overall 628' 0"

Length, between perpendiculars 600' 0"

Breadth, molded 82' 6"

Depth, molded to upper deck at side amid-
ships 42' 6"

Designed load draft, molded ^l'^"

PACIFIC MARINE REVIEW

Displacement, total, at designed load

draft, about 3i,10() Tons

Deadweight at designed load

draft, approx 26,000 Tons

Normal Shaft Horsepower 12,500 at 112 r.p.m.

Speed, on trial, approx. 16 Knots on designed

load draft

The vessel will have a rounded curved stem, a mer-
chant cruiser stern, a vertical mast for radar and radio
antennae and a raked streamlined stack. The propelling
machinery spaces will be located aft, consisting of
engine room and boiler room, separated by a water-
tight bulkhead. The boiler room will be on a raised flat
aft of the engine room. The hull will be of the single
deck design, with forecastle, poop, and bridge deck-
house, all connected together by the usual fore and aft
walkways at the center of the vessel. The upper deck
will be the strength deck and will extend from stem to
stern. There will be ten main cargo oil tanks, each
divided into three separate transverse compartments by
twin longitudinal bulkheads, providing thirty main car-
go compartments. Cofferdams will be provided at the
extreme ends of the cargo oil tanks.

The cargo oil pumproom will be kxated at the aft
end of the aftermost center oil tank and adjoining the
engine room. A small pumproom for ballasting pur-
poses will be located forward at the center of the vessel
and adjoining the forward center cargo oil tank.

Fuel oil settling tanks will be located at the forward
end of the engine room extending from the top of the
main pumproom to the upper deck between the twin
longitudinal bulkheads. Deep fuel oil storage tanks will
be located port and starboard at the forward end of the
engine room, outboard of the settling tanks. The double
bottom under the machinery space will be arranged
for reserve feed water. Potable water tanks will be pro-
vided aft at the poop deck level, and one in the upper
deck enclosure amidships. Deep fuel oil or water bal-
last tanks will be provided under the second deck in
the forehold.

Kingposts

For handling the cargo hose two steel kingposts, one
port and one starboard, will be located immediately aft
of the midship superstructure, provided with steel
booms of three tons capacity. The spaces in the forehold
above the second deck will be arranged for package
freight, served through cargo hatches by twin steel king-
posts with a five ton boom at the forward side of each
kingpost. For handling ships stores there will be two
steel kingposts aft on the poop, each having one two
ton boom. The stores will be loaded through cargo ports
into the pooD.

Accommodations

All officers will be berthed in the midship superstruc-
ture and petty officers and crew in the poop. Accom-
modations for Captain and Chief Engineer will consist
of suites containing stateroom, ofiice and private shower
and toilet. Other licensed officers, and Purser, Steward
and Radio Operator, will each have a stateroom with
private shower and toilet. An officers' recreation room
will be provided in the midship house, while the
officers' mess will be conveniently located in the poop,
petty officers and crew will be berthed generally not
more than two persons per room, with either a private
shower and toilet or connecting shower and toilet for
adjoining rooms. There will be separate petty officers'
and crew's messrooms and a comfortable recreation
room for both. An engineers' dayroom, hospital, laun-
dry and usual ship's service rooms will be provided. The
galley will be electrically equipped.

Accommodations on the bridge deck will be provided
for four passengers in two rooms, each with a private
shower and toilet. The accommodations throughout will
be of fireproof construction and mechanically ventilated.

The fire fighting and safety appliances provided will
be of the usual high standard existing in Esso fleet
tankers. Four 24-foot, 35-person metal lifeboats, two aft
and two amidships, will be part of each vessel's life-
saving equipment. The boats will be suspended from
mechanical davits.

Machinery

The propelling machinery will consist of a geared
turbine propulsion unit with cross-compound impulse
type steam turbines and a double reduction gear. The
cross-compound turbines consist of one high pressure
ahead turbine and one low pressure ahead turbine with
an astern turbine incorporated in the exhaust end of the
low pressure turbine. Multiple hand operated valves are
used for control of the number of the first stage ahead
nozzles to obtain improved steam economy for part load
operation.

Reduction Gears

The two turbine rotors are connected to the high
speed pinions through flexible couplings of the high
speed gear tooth type. The double reduction gear has
the high speed first reduction elements placed forward
of, and above, the low speed reduction element. The
two high speed pinions drive two intermediate gears,
connected through a flexible coupling to a low speed
pinion. The two low speed pinions drive the low speed
gear. Double helix design is used for all the reduction
gear elements. The main thrust bearing, housed in the
forward end of the reduction gear casing, is of the

STEERING GEAR

Profile of fhe New 26,000 D.W.T. Tankers Now Under Construction

WATER BALLAST
OR FUEL OIL

FORE PEAK

WATER BALL«

TANK,

pivoted segmental, single collar, marine type, and is
arranged to take the thrust in both directions. The ahead
power and RPM for the unit are:

Power and RPM Rated Maximum

Shaft Horsepower 12,500 13,750

Propeller RPM 112 115.7

The propelling machinery is designed for reliable
and economical operation at an estimated fuel consump-
tion of .52 pounds of bunker fuel oil per shaft horse-
power per hour when developing about 12,500 S.H.P.
and not heating cargo, baUasting or tank cleaning.

The turbines are designed to operate at normal steam
condition of:

Steam pressure at turbine inlet, Ibs./sq. in. gauge. -835

Steam temperature at turbine inlet, degrees F 840

Exhaust back pressure at turbine exhaust

flange, in. Hg abs 1%

Boilers and Condensers

Two Babcock & Wilcox watertube two-drum air in-
cased boilers will be located on a fiat aft of the main
propulsion unit. Each boiler will have furnace water
walls, convection type superheater, desuperheater, econ-
omizer, air heater, mechanical atomizing oil burners,
smoke indicator, air operated feed water regulators,
combustion control, air puff type soot blowers and other
accessories required for economical operation.

There will be a main condenser serving the main
propulsion unit and turbo generators, and capable of
maintaining a vacuum of 28.25" Hg, located under the
main low pressure turbine. An auxiliary condenser is
provided to condense the exhaust steam from the two
turbo generators, cargo pump turbines and other steam
actuated auxiliary machinery units. The auxiliary ma-
chinery which has been arranged to ensure reliable and
economical operation includes three steam turbine act-
uated rotary feed pumps, main and auxiliary circulat-
ing and condensate pumps, main and auxiliary condens-
er air ejectors, lubricating oil service pumps in associa-
tion with a gravity type lubricating oil system for the
main propelling machinery, a steam turbine actuated
fire and Butterworth pump ■A'ith heater and drain cooler,
a reciprocating general service steam piston type bilge
and ballast pump, an electric motor actuated centrifugal
fire pump, sanitary pump, two wash water pumps, two
drinking water pumps, two Freon refrigerating ma-
chinery units, complete with condensers and cooling
water pump, and engine room bilge pump, reciprocating
type.

The feed heating system will be provided with four
stages of feed water heating including a deaerating feed
water heater. The evaporating plant will include two
salt water evaporators and one make up feed evaporator
and two distillers.

The boiler forced draft system will include two elec-
tric blowers equipped with vane control. Each boiler
will have four fuel oil burners, served by two fuel oil
service pumps and heaters in conjunction with Bailey
combustion control equipment. Air puff type automatic
control boiler soot blowers will be supplied with air
from two large air compressors; a small compressor will
furnish air to the combustion control system and feed
water regulators.

Electrical Installations

The electrical installation will include two 400 K.W.,
450 Volt, 60 Cycle, 3 Phase, A.C., steam turbine genera-
tors on a flat at the starboard side of the engine room.
These generators will operate on a steam condition,
same as that of the main propulsion turbines. In addi-
tion, there will be transformers for the lighting services
and galley ranges and two motor generators for supply-
ing direct current service. A 60 K.W. Diesel generator,
450 Volts, A.C. current, will be provided for emergency
lighting services and for use with the boiler cold starting
system, having emergency forced draft blower, fuel oil
service pump and feed pump.

A lathe, drill press and grinder will be provided in
the workshop which is located aft on the boiler flar.

The deck machinery will include an electro-hydraulic
steering gear of the two ram type, a steam windlass and
five steam winches.

The engine and boiler room will be ventilated by
eight supply and exhaust propeller type fans located in
the ventilators.

Pumping Equipment

The cargo pumproom located between the aftermost
cargo tank and the engine room will contain four two-
stage centrifugal cargo pumps, driven by steam turbines
located in the engine room; these four pumps will be
capable of discharging about 22,000 barrels per hour of
30" A.P.I, crude oil. Also in the main pumproom will
be two steam reciprocating stripper pumps, and one
rotary type stripper pump driven by an electric motor
located in the engine room; each stripping pump has a
capacity of 1,000 barrels per hour against a discharge
(Please turn to page 67)

Page 60

PACIFIC MARINE REVIEW

) Hand holes near

each joint facilitate the

riveting of sections and

the assembly of rigging

fittings.

(below) Looking up the
inside of the aluminum
mast. Note the tube used
for installation of electric
cable.

H I liisf-up shovv-
Jil'Li and tool used
b-kint; up rivets
ttsecilons of mast
ire joined.

yummum Mast

ONSTRUCTED of Alcoa Aluminum drawn tuh-
I ing, this 74-ft., 5^-in. mast was built in the
Dlant of The Fuller Brush Company, Hartford, Con-
lecticut, for Mr. Hiiward Fuller's yacht, "Gesture."
iVeighing 756 pounds, including all fittings, with the
enter of gravity 28 feet above the deck, the aluminum
tiast weighs about 180 pounds less than the original
JAfOoden mast and lowers the center of gravity exactly
jthree feet, seven and one-half inches.

The mast was built in three sections riveted together
pver doublers. The doublers were made from two
halves of the original tubing, flush riveted. The
taper in the top section was produced by cutting a
y-shaped strip, eleven feet long, out of each side anti
pinching the head of the mast together. This cut was
then closed hv welding.

Officials of The Fuller Brush Company state that
the aluminum mast produces a noticeable improve-
ment in the stability of the yacht, and, due to better
kir foiling, less wind resistance is offered than with
the former mast. Because of its success and the success
bf another smaller one built for Mr. Avard Fuller's
Doat, "Eroica," The Fuller Brush Company has
jiinnounced the commercial production of these light-
Iwcight masts, made of Alcoa Aluminum.

Fitted with her
aluminum niisc, iIk
"Gesture ' is shoun un
der sail.

J

sL-^-rJ

^^ (doldeH ^^Xc

SECOND IN THE JOHNSON LINES SERIES of
postwar cargo ships, the streamlined Golden Gate is
reputedly the fastest cargo vessel in the world. Preceded
by the Seattle which was featured in the February PA-
CIFIC MARINE REVIEW, the Golden Gate will be fol-
lowed by the Los Angeles which is expected to be ready
in August, and two more in the series as soon as the ca-
pacity of the shipyard permits. All the vessels are intended
for Europe-North Pacific service.

The 9,100-ton, 502-foot speed queen averaged the
outstanding speed of 21.4 knots in trial runs in Swedish
waters and bettered that speed under full power. Fully
loaded, she has a cruising speed of 19.5 knots. The
Golden Gate was built for the Johnson Line by the

If

^iim

is

l^gg '~

Page 62

Kockums Shipyard in Malmo, Sweden.

Embodying the latest structural improvements, the
Golden Gate and her sisterships are designed to provide
maximum economy in running costs. Important among
these is the efficiency in loading and unloading cargo.
Instead of the old type derrick boom, the ship has four-
teen specially constructed electric cranes, each with a
reach of 41 feet and a capacity of from two to five tons.
On some hatches, a combination of two cranes provides
a 10-ton lift. The cranes are also adaptable to other jobs
such as hoisting engine parts out of the ship or handling
lifeboats. The after mast was eliminated in order to pro-
vide more space for the operation of these cranes. The
foremast has no other function than to support the
lantern, aerial, radar, etc.

Seven hatches instead of five make it possible for a

In a ceremony that is believed without precedent on the
Pacific Coast, the Junior Chamber of Commerce Commit-
tee of the San Francisco Bay Area Council, representing
Junior Chambers of Commerce from the entire bay area,
presented a complete sterling silver service set to the
motorshlp GOLDEN GATE when the resplendent new
Johnson Line motorship arrived in her namesake's harbor

on Sunday, May 23.
Left to right: Captain Swen A. Lagerberg, owner's repre-
sentative on the Pacific Coast; Chief Engineer S. Strand-
berg, Captain C. O. Homberg, master of the Golden
Gate: Fred L. Doelker, Pacific Coast manager of the John-
son Line, and James E. Lash, acting chairman of the Junior
Chamber of Commerce, Bay Area Council.

PACIFIC MARINE REVIEW

i ■ ^fniiirn-TnTi-ff^rrif-.44jjjSWi-rrTT?r! ^JTftefF^y^

Longitudinal cross-section ot the GOLDEN GATE.

larger number of cargo-handling gangs to work simul-
taneously, thereby reducing time in port. Scientific place-
ment of deck fittings and rigging further accelerate load-
ing and discharge as does the elimination of stanchions
to the greatest possible extent. Hold trimmings are large-
ly vertical and all holds are provided with permanent
light fixtures. Shifting beams in the regular holds move
on ball bearings in the same plane as the hatch so that
cargo can be reached without lifting beams.

The six refrigerated holds on the Golden Gate have
a total volume of 95,000 cubic feet and two of them are
suited for storage of deep-frozen products at — 20°C.,
which is — 4°F. Only a small number of fixed ventilators
of the ordinary type are installed. Motor driven fans
located in deckhouses on the fore and after decks venti-
late all holds, and the holds are provided with devices
for extinguishing fire in the cargo. Radar and autopilot
are included in the modern aids to navigation provided
on the ship.

The vessel is propelled by two double acting Diesel
engines developing together 14,000 shaft horsepower at
110 revolutions per minute.

Located amidships, the galley is finished in stainless
steel and is equipped with the most up-to-date electric
appliances, electric ranges, baking ovens and refrigera-

tors. There is also a laundry with washing and ironing
machines and a drying room.

The hull is all-welded; frames are welded to the
plating, and beams to the deck. The double bottom is
also welded all around and is provided with extra disk-
ing keels, which enable the ship to be docked with a
couple of thousand tons of cargo on board. Reinforce-
ment for running in ice stretches as far aft as the forward
engine room bulkhead.

Accommodations for twelve passengers are provided
in spacious outside cabins, each with private bath. They
are panelled throughout with Swedish maple, mahogany,
American walnut and other fine wotxis.

A new milestone has been reached by the Johnson
Line in the addition of the Golden Gate and her sister-
ships for direct service between Europe and the North
Pacific seaboard, a service which began in 1914. The
Golden Gate's European ports of call include Antwerp,
London, Gothenberg, Hamburg, and St(x:kholm. Visits
are also made to Curacao, Barranquilla, the Panama Canal
and Pacific Coast ports of Central America.

The third vessel of the Johnson Line's .series, the Los
Angeles, will have adjustable pitch propellers operated
from the bridge. This device was described at length in
an illustrated article in the August 1947 PACIFIC MA-
RINE REVIEW,

Promenade and Boat Deck Plans of the GOLDEN GATE.

PROMENADE DECK

JUNE • I 948

Page 63

Above and below: The cargo crane in operation.

These cranes take the place of the boonns and masts popu-
larly associated with cargo handling and they offer a de-
gree of flexibility and speed so essential to a quick turn-
around in port.

These three pictures show the beauty of the furniture and

fittings in public rooms and stateroom. The woodwork in

all of these rooms would do credit to the finest piano.

Page 64

PACIFIC MARINE REVIEW

Model of proposed 65,0()().()()0 dollar luxury liner tor
United States Lines being scrutinized by officials of the
United States Maritime Commission; the United States
Lines, and Gibbs and Cox, Naval Architects. This ship
would be the largest, fastest, most luxurious liner ever
built in this country. The vessel, which will be air condi-
j tioned throughout, would have a gross tonnage of approx-
imately 18,000 tons, accommodations for 2,000 pas-
sengers, a crew of 1,000, and be able to maintain a cruis-
ing speed of l^Vi knots. The new ship would have
48,000 cubic feet of cargo refrigeration space as well
as 100,000 cubic feet of space for dry cargo and pas-
senger automobiles. In time of a national emergency, the
vessel could be quickly converted into a transport to
carry 12,000 troops.

Left to right: Joseph K. Carson Jr., Maritime Commission; Vice
Admiral William W. Smith, Chairman of Maritime Commission;
John M. Franklin. President of the United States Lines; William
F. Gibbs. Vice President of Gibbs and Cox, Naval Architects;
Raymond S. McKeough, Vice Chairman of the Maritime Com-

i^ (UMA ca Ofren^tcoK

San Francisco Pier 45 — Site of proposed Foreign Trade Zone

IU8DLD
TRflD€

Page 66

Official Definition

A Foreign Trade Zone is an isolated, enclosed and
policed area" into which "goods may be brought, stored,
and subjected to certain specified manipulation opera-
tions. If reshipped to foreign points the goods may leave
the restricted trade zone without payment of duty . . .
Such products cannot, of course, leave the Foreign Trade
Zone for domestic use or consumption without full com-
pliance with existing customs laws. Goods may not be
manufactured or exhibited in such an area."
Privileges

Although the strictest safeguards are maintained, co-

PACIFIC MARINE REVIEW

operation with traders is the keynote of the entire setup.
Prospective customers may be taken into the Zone by
importers and allowed to examine merchandise unsuper-
vised by a customs storekeeper. ( This practice is subject
to some exceptions, such as a precious stones and small
articles of high value.) Importers are allowed to take
away samples by making an informal entry and paying
duty at the customs olhce at the Zone. Retail stores can
send buyers into the Zone to purchase merchandise from
samples sent from abroad. Salesmen's swatches of fabrics
can be cut and forwarded to prospective customers both
in the United States and elsewhere.

Schedule of Charges

The Board of State Harbor Commissioners for the Port
of San Francisco has a tariff fixing charges for storage
and handling. These rate schedules will be comparable
with the established charges set for similar services by
private enterprise. Vessels docking at Foreign Trade Zone
berths will be subject to regular dockage and wharfage
charges in accordance with the published tariffs of the
Board of State Harbor Commissioners.

Permissible Operations

These are among the things the trader can do in a
Foreign Trade Zone: Bring m anything foreign or do-
mestic not prohibited by law, and whether dutiable or
free; trans-ship without entry; export or import in orig-
inal package or otherwise; have gcxxls immediately ap-
praised and duties liquidated, if desired; break open and
pack; inspect, sample, recondition or clean; import part
of a shipment and export or destroy the balance; re-mark
or label; mix domestic with foreign goods; manipulate
otherwise.

The trader enjoys freedom from quota restrictions;
drawback problems; immediate entry; bonds, ( with one
exception ) ; also freedom from internal revenue tax; local
liquor control; time limits on storage; duties on waste or
loss; and freedom from all other customs rules and laws.

Among permissible operations in a Foreign Trade
Zone is the manipulation of merchandise. Application
for manipulation must be made to the Collector of Cus-
toms, who. in doubtful cases, refers the application to
the Commissioner of Customs. Applicant has further
right to appeal to the Foreign Trade Zones Board. A
deputy Collector of Customs is stationed permanently in
the zone.

The official address is: Foreign Trade Zone No. t,
Port of San Francisco, California, U. S. A.

Operators Named

West Coast Terminals have been appointed as the
operators of the San Francisco Foreign Trade Zone
which opened June 10. As operators. West Coast takes
care of stevedoring, handling and other terminal opera-
tions.

West Coast will be remunerated on a percentage basis.
Dockage and wharfage charges will still be paid to the
Board of State Harbor Commissioners. Wharf demur-
rages and storage charges will be divided between the
board and the zone operators.

A highly informative moving picture is available for
public showing. It indicates the place of the Zone in
San Francisco harbor history, and shows how cargo may
be consigned directly to the Zone by the foreign shipper,

or redirected there by the consignee, either before or
after arrival of the vessel.

The Giant Tankers

'(.Dtit'ttiuud from paf;e 60)

pressure of 125 pounds per square inch at the pump. In
the main cargo tanks there will be four 14" O.D. fore
and aft cargo suction lines and a 6" stripping line which
is connected into one of the main cargo lines in # 1
tank.

The stripping pumps are arranged to take suction
from the vapor space of the main cargo pumps, the main
lines, stripper line or sea, and discharge into #10 center
tank, the main suction and discharge crossovers in the
pumproom and to a 6" discharge line crossover on the
upper deck. The four main cargo pumps are arranged
to discharge to four crossovers located on the upper
deck aft of the amidship house.

A steam actuated reciprocating bilge ballast pump
and a like type fuel oil transfer pump, with the cus-
tomary suction and discharge connections, are to be
provided in the forward pumproom.

The cargo piping and cargo tank venting system
are arranged to permit the carriage of Grade "A" petro-
leum prtxlucts.

The aids to navigation include radio receiver and
transmitters, radio direction finder, radar, echo sound-
ing equipment, gyro compass and gyro pilot automatic
steering.

Cheer Up

It is a gloomy moment in history. Not in many years
— not in the lifetime of most men who will read this
paper — has there been such a grave and deep apprehen-
sion. Never has the future seemed so incalculable as at the
present time.

"In France the political cauldron seerhs and hub-bubs
with uncertainty; Russia hangs, as usual, like a dark and
silent cloud over the horizon of Europe, while all the
resources and energies of the British Empire are sorely
tried and are yet to be tried more sorely in keeping with
the deadly Indian insurrection and with distressed con-
ditions in China:— from HARPERS WEEKLY of
October 10. 1 857.

TRflDf

JUNE

948

Page 67

UieitLD
TRHDf

Reg. U. S. Pat. Oft.

Shipping a Factory

THE first ship ever to carry a factory across the ocean
docked at Pier 26 last month.

This was the 10,500-ton cargo vessel Delftdyk of the
Holland American Line which arrived in San Francisco
May 24. In her hold she carried 1,100 cases ( 1,350 tons )
of parts of the aluminum foil mill "Tscheulin" once
geared to the huge war machinery of Hitler's Germany.
The Inter-Allied reparations commission had allocated
the plant to the United States and high-bidding "Perma-
nente" had acquired it for removal to Los Altos, Cali-
fornia.

Storage of the cases was the greatest shipping problem.
"We sat many a night and day figuring out a loading
plan," Capt. Thomas Stuut of the Delftdyk admitted.
One of the main difficulties was that the cases could not
be placed according to their size and weight but had
to be loaded in their order of importance. Permanente
engineers in Rotterdam indicated the crates required at
once for the re-assembly work in the States. Those had

to be placed so that they could be unloaded in San Fran-
cisco before the rest of the cargo.

The problem of unloading was solved by rigging up
the 40-ton boom of the vessel which is never used for
ordinary cargo. The really heavy work, however, was
accomplished by a Smith Rice derrick, a floating crane
with an 80-ton capacity.

"No accident happened and not one case was dropped
during the difficult loading and unloading operation,"
Capt. Stuut said proudly. Permanente officials had noth-
ing but praise for the excellent way in which the un-
wieldy cargo was handled.

In December 1947 a small news item announced the
purchase of the German war plant by Henry J. Kaiser's
corporation. Only a little while after this press release
Mr. De Lanoy, Pacific Coast Manager of the Holland
American Line, sat in the Permanente office, offering
the services of his shipping line. After a series of ne-
gotiations it was agreed that the Holland American Line

;argo vessel DELFTDYK,
factory to San Francis^

Photograph shows aluminum foil mill machinery
being unloaded from DELFTDYK, which carried
cargo from Rofterdam to San Francisco. The
plant was purchased by The Permanente Metals
Corporation and will manufacture Kiser Alumi-
num foil at its new location near San Jose, Cali-
fornia. This shipment, totaling 1350 tons, was the
first of three necessary to move the plant from
Germany to this country.

would be entrusted with the shipping of the entire
factory.

The Diiidcndyk. another H.-A. cargo vessel, will soon
follow the Deljtdyk and unload the balance of the Ger-
man factory at San Francisco's port.

Although the aluminum mill was the most important
cargo the twin-screw diesel carried to California, it was

not the only one. There were bananas, Dutch herring
and cheese, window glass and pepper aboard to make
use of the Dcljldyk's total freight capacity of 12,480 tons.
Capt. Stuut is no stranger to San Francisco shipping
circles. As skipper of the Sommelsdyk this was his main
port of call during the war when his vessel carried arms
and materials to the various allied fronts.

Brazifs \m Trade Controls

Under Brazil's new foreign trade law, foreign trade
j will be concentrated in economically useful channels and
subjected to licensing. The new law was made necessary
i because of the growing scarcity of dollar exchange, ac-
cording to the Brazilian Government Trade Bureau. In
a recent article in their bulletin the background of the
new controls was explained. It was pointed out that most
nations lacked vital gotxls after the war — food, industrial
and transportation equipment, particularly — and had no
exchange for the purchase of even the most necessary
items. In filling preliminary demands of some countries
the United States exhausted the dollar exchange of the
buying nations, thus contributing to the necessity for
U. S. loans and credits and eventually, the Marshall Plan.

Brazil's imports were few during the war but they ex-
ported as much as possible to the Allies. However, the
credits they built up abroad were not sufficient and the
Brazilian government set up partial controls in an attempt
to retain enough foreign exchange to continue its most
necessary purchases abroad, but the drain continued and
was intensified by the decline in exports in relation to
imports.

Although the new Brazilian law covers exports, it is

JUNE • I 948

primarily aimed at import control. The new controls will
parallel a policy of stimulating production, particularly
prtxluction of scarce goods, and increasing agricultural
and industrial output so as to meet domestic needs and
export the surplus. Under the new law Brazil will be
able to accumulate foreign exchange with which to buy
abroad goods most vital to her domestic economy.

TRflDf

Page 69

SHIPPING UNDER THE MARSHALL PLAN

Editor's Note:

This statement is issued jointly by the Economic Co-
operation Administration and the U. S. Department of
Conmierce, in response to many requests from business-
men as to ho IV they can be sure their products will be
considered for shipment to Europe under the European
Recovery Program. The requirement in the European
Recovery Act for at least 50% of the tonnage to be car-
ried in American flag ships I pro riding rates are favorable
and vessels available) is to be covered by procedure still
to be outlined by the Economic Cooperation Adminis-
tration.

American exporters will continue to do business in the
same way as in the past. All arrangements for the solicit-
ing of orders, the requesting of export and import licenses
and exchange permits, the shipping and storing of goods,
and the payment for individual shipments will be initiat-
ed and carried through by the private exporter in the
United States and the importer in Europe.

Only certain bulk food products that are in short
world supply, such as grains, rice, flour, fats and oils,
and a small volume of relief supplies, such as drugs, have
largely been bought on an interim basis by the U. S.
Government and shipped direct to European govern-
ments. These food commodities were bought and shipped
by the Commodity Credit Corporation of the Department
of Agriculture. Some of the surplus agricultural products
acquired by the CCC under its price support program
will also be made available for purchase by the ERP
governments with ECA funds. The relief supplies were
bought and shipped by the Bureau of Federal Supply.

The area in which government procurement applies
is subject to continual review with the purpose of re-
stricting as far as possible commodities obtained through
government channels.

Exporters who have established business contacts
with agents and distributors in Europe should continue
to solicit business as they have normally done in the past.
The European importer will consult with his government
regarding the need for a particular product as part of
the recovery program. The European governments will
— in consultation with U. S. Government agencies —
program the requirements to be paid for with ECA funds.
(When the European governments have reached an

agreement with the United States as to the requirements
which are to be financed by these funds, public announce-
ment of the list of goods will be made.; The European
importer will obtain permision from his government to
pay for his goods with dollars that are set aside for ERP
purchases. A permit system will be set up so that the
Economic Cooperation Administration in the United
States and the European governments will be enabled to
keep account of the funds that are spent. The mechanics
of this system are now being worked out. Whatever sys-
tem of accounting and disbursement is devised, the
European importer — not the United States exporter —
will initiate the first action in requesting permission to
use ECA dollars to pay for a shipment.

When the United States exporter receives an order
from an importer in an ERP country, he will apply to
the OflSce of International Trade, Department of Com-
merce, for an export license — if an export license is
needed for the goods ordered. Neither the ECA nor any
other agency of the government will guarantee the
granting of an export license simply because an importer
in the ERP country has received permission from his
government to pay for a shipment with dollars. In grant-
ing export licenses for shipments to these countries, the
OIT will follow its normal procedures.

The ECA is concerned primarily with providing fi-
nancing to the ERP countries, with determining — in
consultation with those countries — how the funds shall
be used, and with keeping account of the funds used. It
will not decide which exporters are to do business with
Europe. And it will not decide which brands or makes of
a particular product will be paid for with ECA money.
These decisions will be made by the European importer
wht) buys the goods he considers the best for his money.

Many people have gathered the impression that the
ERP is another Lend-Lease arrangement. They remem-
ber that under Lend-Lease the Treasury Procurement
Division ( now the Bureau of Federal Supply ) mailed
requests for bids to suppliers in the United States, and
that after delivery was made to the U. S. Government,
the private businessman had nothing to do with the
shipment of the goods. The ERP legislation is based on
the belief that the use and strengthening of private chan-
nels of trade is an important part of economic recovery,
not only for Europe, but for the rest of the world.

TlUQill

lUOi^LD
TRflD€

THERE'S LOTS OF LIFE IN THE IMPORT BUSINESS
American President Lines reports that their freighter
President Grant arrived in San Francisco from the Far
East on May 11 carrying the following:
7 elephants
6 bears
200 monkeys
20 Gibbon apes

4 Siamese golden cats
2000 birds

5 large cases of snakes, each case containing about
20 reptiles, including cobras and boa constrictors.

Page 70

PACIFIC MARINE REVIEW

Port of Long Beach Expansion Program

Upper left: The first sheet steel bulkhead being d
proximately 1500 ft. and is 500 ft. wide. Th
and 600 ft. wide and will be of th

for the extension of Pier B m the Outer Harbor. Pier B will be extended ap-
truction of Pier C will also be commenced in the near future. Pier C will be 2475 ft. long

^lUAMuaiciy I ^vu ri. aiiu is j\j\j ii. wrue. i nt; ^uiis 1 1 ut. i luii oi rier \^ win aiiu ue uuriiriit;(n,eu in ine near luiurt;. r ler \^ win ue iT/^ ii. long

and 600 ft. wide and will be of the same type of construction, i. e., sheet steel bulkhead with solid earth fill. Contracts were let in the

amount of $2,261,056.00 with the United Construction Company and $436,914.00 with Franks Dredging Company for the extension and

construction of Piers B and C and dredging and filling operations.

Upper right: The new transit shed at Berth 5, Pier A, Long Beach Outer Harbor. The shed is 608 ft. long and 128 ft. wide and was con-
structed by Peter Kiewit Sons at a cost of $512,000.00. It is now being used by Calmar Lines, a subsidiary of Bethlehem Steel Company.
'~-»'""" ships are bringing in 6,000 tons of steel from the East Coast every ten days

Lower left: The bulkloading

being used in the movement of 40,000 tons of rock salt

eyor located on Pier D. The conveyor is
to Japan.

Lower right: An interior view of the shed at Berth 5 which shows the clear span construction of the shed. This is typical of the inte
construction of the new transit sheds being constructed by the Port of Long Beach.

The expansion program now being carried on by the
Port of Long Beach will entail an expenditure of ap-
proximately $85,000,000 over the next twenty years.
The Port of Long Beach owns and operates 475 oil
wells and is the fourth largest producer of oil wells in
the State of California. The revenues from these oil opera-
tions are being used in carrying on this development
program and have already retired all bonded indebted-
ness and the interest thereon, making the Port of Long

Beach probably the only debt free port in the world.

In a recent address at the National Maritime Day
luncheon in Los Angeles, Arthur Eldridge, general man-
ager of the Los Angeles Harbor Department forecast
harbor development projects totaling approximately
SI 75,000,000 between Los Angeles and Long Beach
Ports and said that when the new projects are completed
in the dual port construction program, facilities will not
be exceeded by any other port.

JUNE • 1948

Page 71

SUMMARY OF

JAPM Al

SITUATION IN

D um

Editor's Note; Under date of May 19 the Secretary
of the Army, Kenneth C. Royall, released the full re-
port of the "Johnston Committee" which recently visited
Japan and Korea at the request of the Army to study the
economic position and prospects of those countries. The
Committee's suggestions for measures required to im-
prove conditions are contained in the following sum-
mary.

Quoted in full is the section of the report dealing with
foreign trade and merchant marine, of which we will
have more to say from time to time.

The Committee consisted of Percy H. Johnston, chair-
man of the Chemical Bank and Trust Company; Paul G.
Hoffman, now Administrator for the European Recovery
Program; Robert F. Loree, Chairman, National Foreign
Trade Council, formerly vice-President of the Guaranty
Trust Company, and Sidney H. Scheuer, senior partner
of Scheuer and Company. The committee was assisted
by Herbert Feis, Special Advisor to the Secretary of the
Army; Alexander Lipsman, Treasury Department, and
on textile matters by Frederic A. Williams, former presi-
dent of Cannon Mills, Incorporated.

IN JAPAN General MacArthur, Supreme Commander
for the Allied Powers, is administering the occupa-
tion of the four main islands which have a population
of nearly 80,000,000.

The Committee has been greatly impressed with the
complete demilitarization of Japan and with the progress
made in developing representative government in that
formerly feudalistic country. A thoroughly democratic
constitution has been adopted and an elected Diet, or
Parliament, is actively functioning. Unlike the situation
in Germany and Korea, Japan is not cut up in separate
zones of occupation, and a Japanese Government is
actively dealing with the daily problems of its people.
The Japanese people themselves seem to be fully co-
operating with the occupation authorities. These are out-
standing achievements.

7IUOIII

lUOItlD
TRflDt

Although two and one-half years have passed since the
surrender, no treaty of peace has yet been signed. The
United States has been paying the military costs of oc-
cupation and in addition, under its international law
obligation as occupying power to prevent disease and
unrest, has been furnishing food and other relief supplies
to keep the Japanese people alive. These relief costs run
to nearly $400,000,000 a year. In our opinion the United
States must now face squarely the problem of assisting
the Japanese people to become self-supporting.

Japan has been shorn of its empire and no longer has
under its control resources of food and raw materials
which formerly contributed to its prosperity. It has been
expelled from China, Manchuria, Korea and Formosa,
southern Sakhalin, the Kurile, Marshall and Mariana
groups of islands. It grows only 80 per cent of its mini-
mum food requirements. Its population is increasing a
million a year. It must produce and export industrial
products in large volume to live. It is short of natural
resources and raw materials.

The Committee believes that the United States should
now assist the recovery of Japan. Japan's industrial prod-
ucts are needed throughout the Far East, whose coun-
tries also need Japan as a market for their potential
exportable production — their tin, rubber, copra, wool,
cotton, iron ore, bauxite, sugar and rice. Japanese in-
dustry is operating at a very low level — less than 45 per
cent of the 1930-1934 average. Shortage of needed raw
materials is a major reason. However, despite the up-
heaval of war and defeat and the changing social out-
look, the traditional will to work of the Japanese people
themselves is still in evidence. Food production and coal
production have been rising, although both are still far
below minimum needs. Food collections are better than
at any time since the occupation — in fact, rice collections
reached 100 per cent of this year's quota while the Com-
mittee was in Japan.

The reparations issue has not been settled. The Jap-
anese do not yet know which plants and which equip-
ment will be left to them, so, within industries thought
to be subject to reparations, incentive to restore and
reconstruct is suppressed. Plants which are needed in
bringing about the recovery of Japan should be retained
and only excess capacity removed. Otherwise the United
States, which is now extending relief to Japan, would
in reality be paying their reparations bill. In our opinion,
the capacity that can be spared without affecting Japan's
useful peacetime productivity is not great. It is most
important that the present uncertainty be removed and
the reparation issue be finally settled.

Japanese exports have been growing and reached
$173,000,000 last year. Mosr of these exports, however.

Page 72

PACIFIC MARINE REVIEW

were made possible only by a special scheme of Ameri-
can assistance — particularly in cotton manufacture. A
beginning has been made, nothing more. Total exports
will have to increase to eight to nine times present levels
to provide payment for the imported food and raw ma-
terials needed to sustain a reasonable standard of life
in Japan. In our opinion, it should be possible to ac-
omplish this if tranquillity is restored throughout the
Far East, if present restrictions on Japanese trade and
travel are lessened, and if help is given to import raw
materials and get production going. An eventual shift
in Japanese food and other imports from the dollar area
to the sterling and Far Eastern areas, with compensation
in Japanese industrial exports, is essential to any perma-
nent Far Eastern recovery.

The Japanese merchant marine has been reduced by
war losses to 20 per cent of its prewar size. Most of the
larger ocean-going Japanese ships have been lost with
the bulk of the remaining fleet consisting of small coastal
and fishing vessels. Payment to non-Japanese shipping
Df present-day inflated freights on essential imports is
1 large factor in Japan's foreign trade deficit. We be-
lieve that Japan should be encouraged to increase its
merchant shipping both by new building and by bare-
boat chartering of available vessels.

Principal among Japan's internal problems is the in-
flationary spiral resulting from the extreme scarcity of raw
aterials and consumer goods, the constant upward pres-
lure of wages and other costs, and the heavy budgetary
'eficit. The internal cost of the occupation adds to this
problem. Until this inflation problem can be solved by
greater production, increased tax revenues, and more
rigid control of governmental expenditures, the estab-
lishment of a stable foreign exchange rate, and even of a
stable internal economy, can hardly be achieved. Here
again, the importation of greater amounts of raw ma-
terials and the resulting increased production will assist
'in a solution.

Drastic and continuing efforts by the Japanese them-
■selves are necessary to balance the national budget. Self-
help and self-sacrifice in clarifying and controlling in-
ternal price and wage relationships, in reducing national
expenditures and increasing tax revenues, in expanding
domestic production of food, coal and products from
ither Japanese resources, are essential to proper use of
ny American assistance and, of course, to economic
ecovery itself. The Japanese people will have to work
lard and long, with comparatively little recompense for
any years to come, in order to survive and support their
;rowing population.

In conclusion the Committee agrees with General Mac-
Arthur and the Department of the Army that industrial
recovery of Japan on a peaceful basis is necessary to
bring about a self-supporting economy; that this pro-
gram has now properly become a primary objective of
the occupation; and that the American Government in
the national interest should support a reasonable re-
covery program.

I In Korea the problem is complicated by the artificial
jdivision of the country into two zones of military oc-
iCupation. The Koreans are eager for the independence
to which our Government is committed. It has been im-
possible so far to hold elections throughout all Korea,

but an election is soon to be held in the South Korean
(American) zone, under the auspices of the United
Nations. After the election and the establishment of a
representative government it is proposed under the
United Nations resolution to work out arrangements
for the withdrawal of cKCupation troops.

Korean food production is improving and South
Korea should eventually be able to supply its own food
requirements if fertilizer requirements can be met. Other
problems, however, are most acute. Lack of raw ma-
terials is greater even than in Japan. South Korea is
dependent on North Korea for most of its electric power
supply. The Korean railroads would stop if coal sup-
plied by our occupation authorities in Japan were
cut off. The industries which Japan developed during
40 years of Japanese control are operating at only about
20 per cent of capacity. South Korea is short of raw
materials, and equally short of management and technical
supervision formerly supplied by the Japanese. As in
Japan, the United States has been supplying food, fer-
tilizer, and petroleum products to keep the economy
from collapse and to prevent widespread disease and
unrest.

Here again the Committee believes, with General
Hodge, our Military Commander, that reasonable as-
sistance should be given to finance importation of raw
materials necessary to increased production of agricul-
tural and industrial goods.

Raw Materials and Foreign Trade
(and Merchant Marine)

To achieve economic recovery, Japan must secure a
far greater volume of raw materials than at present. It
can, by careful planning and effort increase the supply
of a limited group of raw materials found within Japan:
bituminous coal, copper, lumber and other building ma-
terials. But most of the products required by industry
are not found within Japan. These are too numerous
fully to list: textile fiber and wood-pulp for its cotton
and rayon industries; iron ore, manganese and coking
coal for her iron and steel industry; bauxite for the
aluminum industry; rubber, tin, zinc, lead for the manu-
facture of vehicles, farm tools and machines; salt and
other chemicals for her fertilizer plants; copra for soap-
making; oil for the whole of her economy. To secure
these Japan must begin to trade again with the rest
of the world on a large scale. Hardly less important is
Japan's need for certain essential parts and components
I Please turn to page 75)

lUOitLD
TRflD€

JUNE • I 948

Page 73

Banbide Power Station, London.

Foster Wheeler Announces Big
British Boiler Order

Foster Wheeler Corporation, New York, announced
recently that its subsidiary, Foster Wheeler Limited, has
received an order from the British Electricity Authority
for the installation of boilers in the London area at a
total cost of approximately 56,000,000.

This order, which comprises four boilers for the new
Bankside Generating Station to be located on the South
Bank of the River Thames in the heart of London, repre-
sents one of the most important contracts recently placed
in England.

Two 60,000 kw Turbo-generators will be supplied
with steam by this group of boilers. Three boilers will
be working and one acting as a standby. The boilers
are of the Single Drum Type. Each will be capable of
producing 375,000 pounds of steam per hour at a pres-
sure of 950 pounds per square inch and a temperature
of 925 degrees Fahrenheit at the superheater outlet when
supplied with feed water at a temperature of 370 de-
grees at the economizer inlet. Condenser-type Superheat
Control will insure accurate control of the final steam
temperature over loads ranging from 280,000 to 375.000
pounds per hour.

Jr. World Trade ^ss'n Meeting

*ar^r'

"1

May meeting of Junior World Trade Association. Left to right:
A. M. Zauala. Export Department, General Mills: K. E. Mac-
farlane. Standard Oil; J. J. Buckley. American President Lines;
Roberto Regala, F, A. O.. Consul General of the Republic of the
Philippines.

Page 74

^ew Ore Carriers Will Import From Venezuela

Named for the Port of Baltimore, the SS. Baltore,
last in a series of eight high-speed 25,000 ton ore car-
riers being completed at Bethlehem Steel Company's
Sparrows Point Shipyard, was launched April 16.

W. L. Jacobs, Bethlehem's 'Vice President in charge of
Raw Material Properties, stated that shipment of ore
from Bethlehem's iron mines in 'Venezuela to the com-
pany's Sparrows Point steel plant probably would be
made beginning with the new ore carriers in 1949.

The 'Venezuelan mines and shipping facilities are
being prepared for production during 1949. They are
expected to yield up to 2,000,000 tons of iron ore annual-
ly. This will be shipped in the new ore carriers to the
United States for use in Bethlehem's Eastern Steel plants,
and a substantial amount will go to Sparrows Point.

Six of the new carriers — the Venore. Chilore. Marore,
Feltore, Lebore, and Santore — are now bringing ore to
the Sparrows Plant. Another, the Cubore. is nearing com-
pletion. They are the largest vessels ever built in the
port of Baltimore, and the largest and fastest bulk car-
riers of their type. They have an overall length of 582
feet, four inches, a beam of 78 feet, and ore-carrying
capacity of 402,000 cubic feet.

With a speed of 16 to 18 knots, each of the vessels
is designed to carry 300,000 tons of ore annually to
Sparrows Point, from Bethlehem's mines in South Ameri-
ca. Modern accommodations are provided for a comple-
ment of 48 officers and crew. Completely electrified
equipment is used in the galley, and refrigerator com-
partments, and there is a modern hospital amidships.

Because of their large size, unusual provisions were
made for the mooring, including large steam mooring
winches in addition to the conventional securing fittings.

Goldilocks and the Three Wolves

At the World Trade Week Luncheon of the San Francisco Ad :|
Club, where Port Manager General Wylie was the speaker. Miss
Joyce Tissot. "Miss Maritime Day," seems to be edging away
from Leiand Cutler, president of World Trade Center Authority;
Dick Prosser, Harbor's advertising expert, and Bob Wylie. Actually
"Miss Maritime Day" is not edging away but is charming her
friends away from Ad Club president Chapman who Is trying to
put over Sonne idea of his own in another direction.

PACIFIC MARINE REVIEW

Mw m um

I CoMtuued from Page 73 /
for its iiKiustruil plants, which Japan will have to im-
port until its own industries are repaired and re-
established.

The relatively meager revival of Japanese foreign
trade has until now been largely dependent upon raw
materials and supplies made available by the United
States. Failure to press vigorously for restoration of for-
eign trade would prolong the expensive necessity of
underwriting Japanese deficits.

SCAP* has estimated that under favorable conditions
and with reasonable aid from the United States, a bal-
ance between exports and imports should be attainable
by 195.S.

It has been estimated that Japan will require about
$1,575,000,000 of exports each year (at current prices)
to pay for essential imports of food and raw materials
(and necessary invisible imports) to maintain a toler-
able food ration and standard of living at home. A bal-
ance of payments could, of course, be maintained with
lower exports and imports, but at the cost of a lowered
and perhaps unbearable standard of living in Japan. An
increase of at least eight to nine times 1947 exports is
necessary to meet the goal set. Under favorable circum-
stances of world and Japanese trade the Committee con-
siders that this goal may be attainable, although the
realization of these estimates is obviously subject to many
uncertainties both in Japanese and in world-wide eco-
nomic and political conditions.

During 1947, imports into Japan were 5526,130,000
and exports were $173,568,000. Approximately 25'/
of the imports were financed by foreign exchange created
by the sale of Japanese exports, the balance being the
value of relief supplies procured with United States
appropriated funds. It will be seen, therefore, that the
most strenuous efforts will have to be employed to reach
the 1953 targets. The Committee makes the following
comments and suggestions which, if successfully carried
out, should assist materially toward this end. It recog-
nizes fully that the occupation authorities have been
striving to overcome many of the obstacles involved.

First, Japan's merchant fleet should be substantially
enlarged. Out of 5.75 million gross tons of steel vessels
over 1,000 gross tons before the war, there are now
afloat in the hands of the Japanese 1.15 million gross
tons of serviceable or repairable vessels. Since a large
number of these vessels are necessarily engaged in do-
mestic coastwise services, the reduction in vessels avail-
able for overseas foreign trade has been greater than
the overall SO'/i loss indicated by this tonnage com-
parison. Even if given every opportunity to increase
merchant shipping, by building, purchasing and bareboat
chartering, it will be many years before Japan's mer-
chant tonnage can be reasonably adequate for its needs.

Prevailing costs of transporting goods to Japan are
extremely high. For instance, salt, which sells at $3.00
f.o.b. Mediterranean port, costs $14.00 additional to land

'Supreme Commander lor the Allted Powe
^CAP n also uied, ai indicated by the context, t

al Ma, Arthur.

in Jfapan. Iron ore, at S7.00 f.o.b. Hainan, costs S9.25
additional to land in Japan. Coking coal, at SI 2.00 f.o.b.
Canada, involves a freight charge of SI 4.00 to Si 6.00
to deliver in Japan. The Japanese have always been ef-
fective ship operators and builders. Their shipbuilding
and ship operating costs have been low as compared
with other countries. They have the know-how and the
manpower To the extent that they are able to employ
domestic shipping and shipbuilding facilities, they will
be enabled to reduce their substantial need for foreign
exchange now required for shipping services.

Japan has valuable facilities for the construction of
ships of all sizes. Present restrictions on building vessels
of six thousand gross tons and more should be lifted to
permit building for their own use and on contract for
foreign buyers. There are indications that such orders
would be available to them.

The argument has been made that Japan's shipping
should be limited because of its war potential. However,
Japan's army, navy and air force have been abolished
so there should be little fear of future Japanese aggres-
sion from the mere existence of a merchant fleet. Also,
it has been historically the American position, and gen-
erally recognized by maritime nations, that world trade
and the long-range interests of all nations are best
served when the high seas are open to all. Purely com-
petitive considerations do not, in our opinion, justify a
prohibition that would prevent the Japanese from de-
veloping the necessary merchant shipping to assist in
balancing their foreign trade.

Second, the Committee recognizes that by reason of
the economic upheaval stemming from war, Japan will,
of necessity, be forced to seek export business through-
out the world. Besides textiles, it is capable of producing
modern machinery and metal products of diversified
character. Chemicals, rubber products, pottery, toys and
handicraft all are potential exports. Where its products
are fairly competitive and it uses fair methods of mar-
keting, they should be admitted to the world's markets.

It is important to the Japanese (and to the American
taxpayer) that we use our influence to overcome the
understandable trade discriminations which are prac-
ticed against Japan, especially in markets in which they
have heretofore enjoyed large trade. In the judgment
of the Committee the countries involved are impairing
their own well-being by refusing to trade with Japan
and are retarding the reactivation of a potentially valu-
able economic asset for the benefit of all Asiatic coun-
tries. We, in the United States, have been called upon
to overcome deep and justifiable resentment in our
attitude toward Japan. Neighboring nations have much
to gain by the adoption of a new and more receptive
attitude. The reciprocal advantages ensuing are unmis-
takable.

Third, our financial assistance to both China and Japan
can be most productively employed if active trade be-
tween them is resumed. However, China is not at pres-
ent trading any important vokmne of goods with Japan.
Many raw materials can be sold by China to good ad-
vantage in Japan; in turn, Japan has many commodities
and facilities which (!hina needs. United States trade
iPlctw liini tci next paf.fi

JUNE • 1941

Page 75

jApy m KOREA

iCoiiitniied jrom preceding pogel
policy is emphatically in accord with this philosophy.
The European Recovery Plan is based upon it.

Fourth, it would be advantageous if Japan could ob-
tain the foods it imports from nearby sources as in the
past, rather than from the more expensive dollar areas
as at present. Perhaps this cannot be arranged imme-
diately, but, as these neighboring countries move toward
more normal production, restoration of these trade pat-
terns should be possible. This will be helpful to both the
Far Eastern and American economies.

Fifth, the Committee recognizes that, in a scarcity
economy requiring equitable allocations of available
raw materials and other products, government must
continue to play an important supervisory role over
trade. However, the restrictions and red tape now re-
quired by the Japanese authorities are undoubtedly ham-
pering trade. Although the Committee has been in-
formed that both the Japanese Government and the
occupation authorities are taking steps to simplify and
streamline the methods of handling business transac-
tions, it urges that this be done quickly and thoroughly.
Direct business contracts between buyers and sellers
should be encouraged. Liquidation of the Foreign Trade
Kodans (government buying and selling monopolies)
as soon as the acute need for raw material allocations
ends, and limitation of the operators of Boeki Cho
(government foreign trade agency) to the minimum,
seem to be well advised.

It is also desirable to establish direct contact between
Japanese businessmen and their potential customers by
permitting the movement of Japanese nationals to for-
eign markets.

Sixth, all export possibilities must be stimulated. As
has been already stated Japan historically has always
been a processing nation which purchased raw materials
abroad, manufactured them in Japan and sold a major
■portion of the finished products abroad to pay for its
necessary imports of raw materials and food. This eco-
nomic pattern has been even more true of Japan than
of Great Britain or Western Germany, and must be
revived on a large scale for Japan to live.

Prior to the war textile products constituted 60%
of Japan's exports. The remaining 40' r comprised mainly
machinery, metal products, chemicals, rubber products,

pottery, toys and handicraft articles.

The cotton textile industry represents a vital force
in the creation of a healthier Japanese economy. There
is a present demand for its products, but great difficul-
ties have been experienced recently in making foreign
sales in dollars because of the world-wide dollar scarcity.
Under existing circumstances, attention should be given
to three-way transactions, such as shipment of cotton
from the United States to Japan, manufactured textiles
from Japan to the Netherlands East Indies and tin from
there to the United States in an amount sufficient to re-
pay the cost of the raw cotton. Normally, the cotton
industry is highly competitive; to operate successfully,
Japan must be in a position to adjust its marketing
practices to this reality.

The Commodity Credit Corporation contract for the
manufacture and sale of cotton yarn and goods pr<xluced
from raw cotton supplied by it has not yet been liqui-
dated. All possibilities of sale must be vigorously pur-
sued. The large potential United States market should
not be excluded from this effort. The possible volume
of Japanese cotton textiles that might be offered for
sale in the United States would be only an insignificant
percentage of United States production and constitutes
no threat to American producers as long as present fair
merchandising methods are pursued.

It is obvious that unless a sufficient portion of the
textiles manufactured from American cotton to repay
the cost of the raw cotton is sold for dollars or for some
commodity or currency which can be converted into
dollars, Japan will be unable to buy American cotton.
Historically the Japanese used a large percentage of
American cotton and it is of great interest to American
cotton growers that this problem be solved realistically
so that the large potential Japanese market not be lost.

We endorse the cotton credit now pending in the
Congress; it should include only sufficient limitations re-
quiring direct or indirect dollar sales of goods to assure
repayment of the credit. Japan should be permitted to
accept sterling for that portion of fabric and yarn sales
not needed for dollar repayment, purchasing therewith
necessary imports from sterling areas. Japan's textile
manufacturers are at present unable to employ the hedg-
ing facilities of the cotton futures markets, and this dis-
advantage should be overcome as soon as possible.

The expanded use of the woolen and worsted facilities
of Japan can produce substantial benefits and should be
encouraged.

The rayon industry has been dependent in large meas-
ure upon domestic pulp supply. Arrangements have been
recently completed for a substantial tonnage of Swedish
pulp, with which it is hoped to improve the quality and
quantity of rayon production. Inasmuch as Japan has no
facilities to supply rayon yarn in cone form, it is lim-
( Please turn to pag,e SI)

Lurline Receives Merchant Marine Pennant

Matson Navigation Company's luxury liner SS LURLINE receives
a Merchant Marine Naval Reserve pennant on Maritime Day in
San Francisco, Saturday, May 22. 1948. Present on the ship's
flying bridge for the ceremony (left to right) are: Hugh Gal-
lagher, vice-president of Matson Navigation Co.; Commodore
Frank Johnson, captain of the LURLINE; Fleet Admiral Chester
W. Nimiti, USN; Miss Joyce Tissot, "Miss Maritime Day"; John
E. Cushing. president of Matson Navigation Company; and Rear
Admiral Donald B. Beary, USN., Commandant of the Twelfth
Naval District.

Page 76

PACIFIC MARINE REVIEW

ad.

if<m ^^/

KnOUILEDCE IS THE STRfllCHT
lOURSE TO RDunniEmEnT

A ^efiXAAime4itl^ ^eck O^ice/iA.

h'^f "The Skipper"

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

LOWER nmm m mu^ latitudes

ANY NAVIGATORS HAVE BEEN FRIGHTEN-
ED by the term "lower transit" and as a result have
never taken the trouble to spend a short while in mak-
ing a study of it to determine how simple the problem
really is. Determining the latitude by an observation of
a body when it transits the lower branch of an observ-
er's meridian is really less difficult than when at upper
transit.

All navigators are suiely familiar with the oft quoted
phrases, "your latitude is equal to the altitude of the
elevated pole," or "your latitude is equal to the declina-
tion of your zenith." In making a study of observations
of bodies at lower transit these phrases take on more
meaning and by making a couple of sketches we can
quite easily see how these quotations are facts. Before
making the sketches, let us review a few facts and defini-
tions.

1. Our zenith is a point on the celestial sphere directly
over our head, and is contained in the upper branch of
our celestial meridian.

2. Our Nadir is a point 180 degrees from our zenith
and is contained in the lower branch of our celestial
meridian.

3. The elevated pole is the celestial pole we are nearest
to. North latitude — North Celestial Pole, South latitude
— South Celestial Pole.

4. The lower branch of our celestial meridian is that
branch from Pole to Pole which contains our Nadir.

5. The Equinoctial is a great circle of the Celestial
sphere which is formed by the plane of the Earth's Equa-
tor extended.

6. The angular distance from the Equinoctial to the
Celestial poles is 90 degrees.

7. The angular distance from the observer's zenith to
his celestial horizon is 90 degrees.

By these we can see that if the observer were on the
Equator, his zenith would be in the Equinoctial and the
Celestial poles would be in the plane of his horizon as is

3K£TCH I-

Sketch 2.

::rr7

Oaatfi"*** ^'

JUNE • I 948

Page 77

shown in Sketch 1.

In Sketch 2 we see that, though the t)bserver's position
on the earth is changed, the angular distance between his
zenith and horizon is still 90 degrees and the angle be-
tween the Equinoctial and Celestial pole is still 90 de-
grees. These two angles being equal, surely then the
angle between the Equinoctial and the Observer's Zenith
will be equal to the angle between the observer's celes-
tial horizon and the celestial pole, thus proving the fore-
going quotation that the "latitude is equal to the altitude
of the elevated pole."

Now if we just had a high powered neon sign marking
the position of the celestial pole on the celestial sphere
it would be quite simple for us to measure the altitude of
this point and determine our latitude. Since we do not
have this sign, however, we can determine its position
by measuring the altitude of celestial bodies as they
transit the lower branch of our celestial meridian. We all
know that polar distance is the angular distance from the
elevated pole to the body. 'We can determine this polar
distance by subtracting the declination from 90 degrees.
It might be well to note at this time that observations
of bodies at lower transit can only be made of bodies
whose declination is of the same name as the latitude.
If we determine the polar distance and then measure the
altitude of a body as it transits the lower branch of our
meridian, we can add the two together and find the alti-
tude of the elevated pole and the latitude, as shown in
Sketch 3. To measure the altitude of a body when it
transits the lower branch of our meridian, we must keep
in mind this fact. The altitude of a body decreases until
it transits and then increases; or when it transits the low-
er branch, it is at the lowest altitude it will subtend
from that particular latitude. It is just the opposite of the
meridian altitude at upper transit. Therefore, if we do
not wish to take the sight by time, which is really imprac-
tical, we would make observations when the body sub-

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Page 78

tended the lowest altitude. Then apply the corrections for
refraction. Dip, and semi-Diameter and parallax if neces-
sary. Add this true altitude to the polar distance to de-
termine the latitude.

Some other facts to remember are that if the sum of
the co-latitude and the polar distance is greater than 90
degrees you will not be able to see the body as it transits
the lower branch. Since refraction causes a varying
amount of error at low altitudes, it is advisable to refrain
from using observations when the altitude is less than 10
degrees. It is best if we make sure the co-latitude and
polar distance does not exceed 80 degrees. From this we
see that the lower our latitude, the higher the declination
must be.

With these facts in mind we can see that except when
navigating in extremely high latitudes our observations
will be limited to stars. Other celestial bodies will have
too great a polar distance.

Now for determining the approximate time the stats
will be transiting the lower branch of our meridian. The
simplest method is by using the Rude Star Identifier.
After setting up the star identifier for the desired time of
observation (as was outlined in a previous issue), we
look for the stars which are about to cross the 0 — 180
degree line of the template on the opposite side of the
pole from the observer. While doing this, keep in mind
that these stars will apparently be moving from West
to East. An alternate method is by applying 180 degrees
to your D. R. longitude to the West and then finding the
stars whose G.H.A. is near that number of degrees. To do
this vou must subtract the change in G.H.A. for the
G.C.T. of observation (found on Pages 214, 215 and
216 of the Nautical Almanac) from the D. R. longitude
plus or minus 180 degrees and then look at the G.H.A.
for 0 hours on that particular date. Example: On July
15, 1948 an observer in D. R. Lat. 48° 40' North, Long.
142" 30' West desires to see what stars will be available
for a lower transit observation. Bv consulting his Nauti-
cal Almanac, he sees that sunrise will occur at approxi-
mately 0412 L.C.T. and beginning of morning twilight
will be approximately 0120, so he decides to use a L.C.T.
of 0330 to determine if any stars of proper declination
will be near the lower branch of his meridian at that
time. He computes in the following manner.

Desired L.C.T. of observation 03*^ 30™

Longitude in time 9*^ 30""

Desired G.C.T. of observation \V^ OO"

Longitude 142° 30' West

Plus . 180° 00'

G. H. A, of Lower Branch 322° 30'

Correction to G.H.A. for 13'' G.C.T.

(Page 215 N. A.) 195° 32'

Required G.H.A. of Star at 0'' G.C.T. 126° 58'
Looking in the Nautical Almanac opposite July 15, he
finds that at 0'' G.C.T. the Star Dubhe ( which is the only
one near his lower branch with the required declination )
has a G.H.A. of 127° 37'0 or would be 39' of arc past
the lower branch of his meridian at 03'' 30™ L.C.T. By
converting this arc to time by using the correction table
on Page 214 of the N.A., he sees that Dubhe will transit

iPleuie turn to page 82)

PACIFIC MARINE REVIEW

ildmiralty Decisions

By HAROLD S. DDBBS of San Francisco Bar

Curiosity Killed the Cat

The expression "Curiosity killed the cat" has probably
been used to describe situations of one type or another,
but I doubt that it has ever been used in connection
with an admiralty case.

The 9th United States Circuit Court of Appeals, which
is our own circuit, recently had before it the case of
B/trnhursi vs. United States of America, in which the
curiosity of the libelant ( the seaman ) caused him to
suffer personal injury, for which he was denied recovery.
Libelant was a seaman aboard the Piieiitc Hills employed
in the capacity of a wiper in the engine room depart-
ment. The SS Puente Hills was owned and operated by
the United States. While the ship was at sea, the libelant
was injured when a heavy tank top fell and struck his
hands. The trial court resolved the case in favor of the
respondent. United States of America, and against the
libelant, following which libelant appealed to the United
States Circuit Court of Appeals.

In his libel he alleged he was working in the course
of his employment at the time he was injured; that
the respondent failed to provide him with a seaworthy
ship at the beginning of the voyage on which the acci-
dent occurred, and failed to take reasonable means to
insure the seaworthiness of the ship for the duration of
the voyage; that the unseaworthiness was due to im-
proper construction of the operating gears used to raise
and lower the tank tops of the storage tanks; and that
.ifter the voyage was under way, respondent failed to
use reasonable means to insure the seaworthiness of the
ship in omitting to take means to prevent the tank tops
from falling down and in particular, the tank top to
,No. 8 port wing tank which struck the libelant. Naturally,
other allegations sought to charge the respondent with
direct and proximate cause resulting in libelant's in-
juries. The answer of respondent denied all of the
charges and the court found that libelant's allegations
were untrue.

As the facts were developed, it became apparent that
wU.n actually happened was simply that the libelant,
prior to the time he sustained injury, had been cleaning
the quarters of certain members of the engine room de-
partment, but before completing the work, had actually
left the part of the vessel where he was required to be
in the performance of his job, and made his way over
and across a portion of the after well deck of the ves-
sel to a point where other seamen were engaged in
doing work with respect to a six hundred pound mov-
able and moving tank top cover. Libelant voluntarily,
and not in the performance of any work or duty which
he was required to do or perform, placed his hands on
the edge of the tank and leaned forward, supporting his
weight by his hands for the purpose of examining the
inside of the tank. In other words, libelant's curiosity
pad caused him to leave his regular job and wander

1 IJ U N E • 19 4 8

over to another part of the ship for the purpose of sat-
isfying his own curiosity as to the work that was going
on and the condition or appearance of the inside of the
tank, which of course was none of his busine.ss.

The court found that the acts of the libelant in do-
ing what I have just described, were caused solely and
exclusively by the libelant's curiosity, and so, "Curiosity
killed the cat".

Stevedore Employer Held Solely Liable

The problem of determining the moment at which
the vessel owner loses control of the vessel from the
standpoint of liability to third parties, and the moment
that the repair man, as he is better known, assumes the
liabilities attendant in and about the ship, has always,
of course, been determined as a matter of fact rather
than law.

An interesting decision determining the factual prob-
lem was decided by the United States District Court for
the Eastern District of New York in December of this
last year. The case is entitled Frusteri vs. United States
of America and Arthur Tickle Engineering Works. Inc.

In the Frusteri case, libelant, a stevedore employed
by the Tickle Engineering Works, was injured as the
result of being hit on the head by a "chunk" of ice
which fell from a nearby mast of an army transport
vessel owned by the United States, on the deck of which
vessel libelant was then working at a winch. Libelant
sued the United States, alleging injuries sustained as
the result of negligence. The United States, in turn,
impleaded the Tickle Engineering Works, alleging that
if there was any negligence causing the injury to libelant,
it was solely the negligence of the Engineering Works.

Libelant's employer ( Tickle Engineering Works ) had
duly obtained insurance against such accidents in ac-
cordance with the Longshoremen and Harbor Workers
Compansation Act. Libelant had already made a claim
for compensation and as a matter of fact, he had re-
ceived certain payments and benefits up until the time
he had filed an election to sue the United States.

Libelant argued that both the United States and the
Engineering Works were jointly negligent. The court,
however, failed to agree with libelant's contention and
held the Government free of negligence and the Engi-
neering Works guilty of sole negligence.

Briefly stated, the facts are that this Government-
owned vessel was a former French passenger ship which
the War Shipping Administration had converted into
a troop transport. It was brought into the port of
New York as a dead ship, and subsequently turned over
to the Tickle Engineering Works for conversion from
a troop transport to a hospital ship. The work involved
a complete rearrangement of the interior of the vessel.

Page 79

removing all troop accommodations and the rearrange-
ment of operating quarters, crew quarters, substituting
quarters for medical staff, nurses, etc., removal of arm-
ament, complete painting of the ship and illumination
of her. In other words, the work described above
amounted to a major rebuilding of the vessel.

During this period of conversion, there were days
upon which Tickle Engineering Works had over twelve
hundred men employed in and about the vessel. The
French crew who brought the vessel into the port had
already departed and the Tickle Engineering Works
were then in complete charge and possession of the
vessel. The evidence did disclose that the United States
had three or four men taking inventory of equipment
in the storerooms, etc., and possibly watching the progress
of the work. But the work that I have just described
was confined to duties that did not cast upon them care
over the condition of the deck and such matters as were
solely the duty of the Tickle Engineering Works. This
was not a case of a ship being temporarily laid up for
repairs, or where the ship, for one reason or another,
was considered dangerous in which to work, such as
where there was presence of gas or other similar danger.
On the contrary, the accident occurred as follows: On
or about the 14th of February there had been occasional
snow and cold weather. As the weather moderated
some of the ice on the mast dropped down on the
deck and was allowed to lie there until it melted. Ac-
cording to Strenskri, a fellow workman of libelant,
"we kept telling him (our foreman) that ice was fall-
ing down * * * it kept on thawing and it kept on com-
ing down * * it did not look good." Apparently noth-
ing was done about the matter and they kept on working.
In a comparatively short time, about 1 1 a.m., a somewhat
large piece of ice fell and hit the head of libelant.

In other words, due to this thaw, the gradual falling
of pieces of ice took place, all within a period of a
couple of hours. The court refused to find that this
condition was such or existed for such a length of time
as to indicate serious danger so as to make apparent
to the owner of the ship that the particular place where
libelant was working was unsafe, with ample oppor-
tunity to correct such a situation, assuming that some
control and possession still remained in the United
States. Nevertheless, there was a duty upon the Tickle
Engineering Works to temporarily offer protection to
the libelant who was standing at the winch, or even to
suspend work until the ice had either fallen or been
removed from the mast. Evidence was adduced by ex-
pert testimony to show that the tarpaulin or canvas
could have been used as a sort of protective net in a
situation such as this, and therefore the court was of
the opinion that the negligence was that of the foreman
of Tickle Engineering Works in refusing to heed the
warnings and requests of the workmen at the winch.

Inasmuch as the court refused to find that the United
States had any further control over the vessel at the
time of the accident, and further that the Tickle Engi-
neering Works, as a result of the failure to act on the
part of its foreman was guilty of negligence, the court
dismissed the United States and made the further find-
ing that Tickle had duly provided compensation under

the Longshoremen and Harbor Workers Compensation
Act to libelant, and therefore the remedy for libelant
under the Longshoremen and Harbor Workers Act was
exclusive, which necessarily left the libelant with no
recovery in the District Court, but merely a right to
return to the Federal Security Agency for the pursuit
of his further rights under the Longshoremen and Harbor
Workers Compensation Act.

Suspension of Bar of Statute of limitations

The Circuit Court of Appeals for the Second Circuit
was recently confronted with a very interesting decision
arising out of the war between the United States and
Japan. Libelant-appellant was a man by the name of
Alexander Osbourne and he brought suit against the
United States of America and American President Lines,
Ltd. who are respectively named respondents-appellees.
The case was heard by the distinguished Justices Learned
Hand and Augustus Hand, in addition to Frank, who
prepared the opinion.

Appellant sought to recover for injuries suffered
through the negligence of appellees while employed as
a crew member of their vessel, the SS President Harrison.
He was employed from October 15, 1941, to December
8, 1941. He was interned along with the rest of the :
crew by the enemy on the last mentioned date. He did '
not return to the United States until October, 1945. The
instant suit was commenced on July 31, 1946. The
United States and American President Lines excepted [
to the libel on the grounds that it had not been filed I'
within the two year period of limitations permitted under
the Suits in Admiralty Act or the three year period
under the Jones Act.

The lower court held "with reluctance" that the action i
had been barred because "failure to start action within i
the time prescribed extinguishes the right of action".
It added, however, that libelant had prosecuted his
claim with due diligence after his return to this coun-
try. The case was filed in the Circuit Court of Appeals
for the Second Circuit following the court's order dis-
missing the libel.

The question of whether the limitation period under
the Suits in Admiralty Act or under the Jones Act
should apply, is of no real concern, for if the appel-
lant's action is barred, it is barred under either statute.
The question is moot.

Generally, where a statute creates a cause of action
which was unknown at common law, a period of limita-
tion set up in the same statute is regarded as a matter of
substance, limiting the right as well as the remedy. Fil-
ing a complaint within the prescribed period is a con-
dition precedent to recovery, and the cause of action Is
extinguished after the running of the period. The gen-
eral rule, developed chiefly with respect to the Federal
Employees Liability Act, has been applied also to the i
period of limitations in the Jones Act, which incor-
porates the period in the Employers Liability Act, and
to the Suits in Admiralty Act. The practical results of

Page 80

PACIFIC MARINE REVIEW

the application of this rule have been that the perioti

of limitation under any of the three statutes will control

rhc time for bringing suit in a state court regardless

of state statutes of limitations; that the period ot limita-

' tion under any of these Acts will not be extended, as it

I' would be in the case of an ordinary statute of limita-

' tions, by a claimant's disability to sue because of infancy

or insanity or by a delay occasioned by the fraud of

the defendant; and that the defendant cannot waive the

defense of the period of limitations.

Appellant did not deny the force of these holdmgs.
But he maintained that they were not applicable to his
case because of the extraordinary circumstances that
throughout the period when he ought to have brought
stut, the courts were unavailable to him as a prisoner
in the hands of the enemy. The leading case on which
he relied is Hanger vs. Abbott, 73 U.S. 5.32. There a
rcMdent of New Hampshire brought suit against a resi-
Jcnt of Arkansas in the federal courts in Arkansas
shortly after the civil war. The debt sued upon had been
contracted before the war; the defendant pleaded the
I ! statute of limitations. The Supreme CA)urt held that diir-
1 ^ ing the war both plaintiff's right and remedies had been
suspended, as the courts had not then been open to
1 the parties. The Court recognized that the statute of
limitations contained no express exception regarding
war periods, but stated that exceptions had been made
which were not in the statute.

The Hanger c;ise has been consistently followed in
the federal courts. Its doctrine has been applied not only
where the plaintiff was a citizen of the United States,
but also where he was an enemy alien during a war. It
has also been applied where the statute of limitations
was of the substantive type involved here, not the ordi-

nary type as in the Hanger case, because the considera-
tions for so tolling the ordinary statute apply also to
the special type. State courts, facing the same problem
in cases involving limitations provisions in wrongful
death statutes, have held that the statute should toll for
enemy aliens, despite silence on the subject in the
stature itself.

The court concluded that there was no reason why
the Hanger doctrine should not control. The cases cited
show there would be no doubt that a Japanese citizen
employed as appellant was on the SS President Harrison
would have been able to sue for similar injuries. There-
fore, as the court said, "It would seem the height of un-
reasonableness to grant such redress to one of our former
enemies at the same time we denied it to a citizen who,
through no fault of his own, was held prisoner by that
enemy." The court continued by saying: "Neither do
we think that distinction should be made because of the
type of statute of limitations involved. All statutes of
limitation are based on the assumption that one with a
good cause of action will not delay bringing it for an
unreasonable period of time; but. when a plaintiff has
been denied access to the courts, the basis of the as-
sumption has been destroyed. Whatever the reasons for
describing this type of statute of limitations as substance
rather than procedural — and we suspect the chief rea-
son was to make the period of limitation named in the
statute, rather than that of the forum, control in cases
brought in state courts — we think we do the distinction
no violence by holding that either type of statute will
toll for one who is a prisoner in the hands of the enemy
in time of war. "

The case was reversed and remanded to the District
Court.

mn m koreh

I Continued from page 7G)

( ited to skein packaging. This fact, plus the fact of the
I comparatively inferior quality of the Japanese product,
puts it at a disadvantage in world markets, more espe-
I cially in countries equipped with high-.speed processing
■ facilities. 'While the export of rayon yarn is desirable,
too much early hope should not be built up in this direc-
tion. The relatively low price of rayon staple fiber
throughout the world and the fact that the Japanese
product is not favored because of its poor quality do
' not encourage the belief that they can quickly develop
\ large export demand. Therefore, in the judgment of the
Committee, rayon yarn and staple fiber production should
be planned with primary emphasis on spinning and
I weaving these rayon products in Japan. A large per-
centage of this fabric production should be readily salable
in this form to foreign buyers.

Raw silk and silk products were one of Japan's chief
prewar trade assets. Export sales of raw silk for 1935-3^
, ranged between 400,000 and 500,000 bales annually and
( those of silk fabrics ranged between 75 and 125 million
I yards annually. From the surrender to the end of De-
cember 1947 (over two years) only 44,210 bales and
' 12.5 million yards were sold. Since January 1, 1948,
with more realistic pricing and sales policies, 20,000
bales and approximately 5.2 million yards were moved.

Before the war, and increasingly during the war and
since, silk has lost favor. Growing nylon and rayon com-
petition has been largely responsible for this decline.

The Japanese are using all their ingenuity to overcome
some of the technical difficulties which the use of silk
involves in competition with other fibers. It is likely that
the situation is now at its worst and that gradual im-
provement both in raw silk and silk fabric sales will be
experienced.

In addition to gradually increasing textile exports, it
is planned to expand largely export sales of machinery
and metal products, ceramics, minerals, chemicals, drugs,
handicraft, toys, processed fish, and paper and wood
products.

Fundamental to any successful export program is con-
trol of inflation, and the supply of the necessary im-
ported raw materials to get the program under way.

We find a difficult circle of circumstances in the Jap-
anese productive economy. Insufficient necessary raw ma-
terials result in insufficient production; insufficient pro-
duction results in insufficient exports; insufficient ex-
ports result in insufficient foreign exchange to pay for the
necessary raw materials. Until this circle is broken Japan's
economy will remain prostrate and dependent upon a
focxi dole such as the United States is presently supply-
ing. The best way to break the circle is by supplying
sufficient dollar exchange to enable Japan to purchase
the initial foreign raw materials.

JUNE • 1948

Page 81

Marine Insurance

The London Lette

By Our United Kingdom CnrrespDndent

A Liverpool Company Report

Major A. Harold Bibby, chairman of the Sea Insurance
Company, Ltd., Liverpooi — the Sea Company, established
in 1875 and now possessing a paid-up capital of £500,-
000, with reserve funds greatly exceeding that amount,
has the distinction of bemg the only large marine com-
pany which has not so far been absorbed by one of the
fire companies — has reviewed the present situation of
marine underwriting. He reports that the company's
marine premium income in 1947, at f 1,454, .i89, shows
a big increase over 1946 of £324,095. But, he goes on,
this account, which will not be closed until the end of
1948, so far shows a less favorable underwriting experi-
ence than recent years. It is anticipated, nevertheless,
that it will show a satisfactory profit.

A large proportion of the Company's business, and
particularly of the increased business shown in the year
under review, comes from foreign sources, principally
what are today known as the "hard currency" areas.

The York Antwerp Rules

There is a growing volume of opinion that the ques-
tion of the amendment of the York/Antwerp Rules,
1924, should be handed over to the Comite Maritime
International. Some valuable particulars of the suitability
of the C.M.I, for the work have just become available.

The rapid industrial expansion in the last 150 years
created a divergence in the system of commercial law,
partly due to political pressure and partly to the diver-
gence between the English system of commercial law and
that derived from Roman law, which is largely followed
in nearly all Continental jurisdiction. This diveragence
became increasingly manifest among the principal trad-
ing and maritime countries, and more recently even be-
tween the English and American Courts, which, although
theoretically following the same system, were affected by
the political outlook.

It was in order to rectify and check this unfortunate
development that the late Maitre Louis Franck, a famous
Belgian advocate and statesman, conceived the idea of
forming an international body whose object would be to
achieve and maintain the unification of commercial law
amongst the principal maritime countries of the world.
This idea resulted in the formation of the Comite Mari-
time International, which had its first meeting in Brussels
in 1897, at which there were present delegates from nine
nations. Its first consideration was the law of collision at
sea and salvage, on which there were divergent views.

The Maritime Convention Act of 1911 was the result
under which the rule of division of loss as now applied
in the Admiralty Court was established. Since then it has
met in various capitals at frequent intervals, the most

Page 82

recent being last September in Antwerp. Its most suc-
cessful achievement was the unification of the law of the
Carriage of Goods by Sea, which is now embodied in the
legislation of most countries, but in this case credit must
be given to the International Law Association, which was
responsible for the draft of the Brussels Convention of
1922.

In honor of its founder, the seat of the Comite is at
Antwerp, and the president is traditionally a Belgian. Its
constituents, however, are the national associations estab-
lished in all the principal maritime countries, who send
delegates to each session. The character of the Comite is
predominantly commercial, the legal members being
purely advisory. Final results are decided by the repre-
sentatives of commercial and maritime interests, such as
underwriters, shipowners and bankers. It is to commer-
cial rather than to legal implications that the work of the
Comite is directed, and for that reason it is judged to be
the most suitable body to discuss matters like the
York/Antwerp Rules.

Lower Transits For Higher Latitudes

iCu:itniutJ from page 78 1

this lower Branch 2"" 36* sooner than 03'' 30" or at 03''
27m 245 L.C.T. This navigator a few minutes prior to the
time of lower transit goes out on the bridge where he has
a 45 ft. height of eye and proceeds to make his observa-
tion waiting until the star subtends its lowest altitude.
When the star begins to rise above the horizon again in
his sextant, he knows that the star has transited his meri-
dian. He then notes the sextant altitude of the star to
be 20" 50. '3. Looking up the correction for a 45 ft. H.
E. in Table C of the N.A., he finds it to be minus 6'.6.
Picking out the correction for refraction from Table A
for an altitude of approximately 21°, he finds it to be
minus 2.5. Adding these two corrections and applying
them to the sextant altitude as follows:

Sextant altitude .-. ..20' 50. '3

Correction 9. 1

True altitude 20 41. '2

Subtracting the declination of Dubhe (62 02. '1 N.)
from 90° he gets the polar distance of Dubhe as follows:

90^ 00. '0

Declination 62° 02. '1

Polar Distance 27° 57. '9

True Altitude 20' 41. '2

Altitude of Elevated pole.. 48" 39. '1

or latitude 48° 39. 'IN

An ex meridian or reduction to the meridian may be
solved at lower transit just as at upper transit. However,
care must be used in picking out the variation per minute
and the reduction is always subtractive instead of addi-
tive as at upper transit.

PACI FIG MARINE REVIEW

CRflfT

Dredge and Mtendant Plant for Bureau of Reclamation

THE PACIFIC COAST ENGINEERING COMPANY
of Alameda, California, is at present engaged in the
construction of the 20" Hydraulic Cutter type Suction
Dredge, "Colorado", for the U. S. Bureau of Reclamation.
The dredge is of sectional construction, designed to be
knocked down into easily handled shipping units. The
"Colorado" is to be fabricated at the Company's plant

Pacific Coast Engine

in Alameda, California, where it will be assembled and
put into operation in the Colorado River. The river be-
tween Hoover Dam and Parker Dam has been silting
heavily, and the level of the river bed has been rising over
the past few years until there is imminent danger of
flooding the town of Needles and tiie main line tracks of
the Santa Fe Railrtiad. The dredge is to be operated in

JUNE • 1948

Page 83

i^l

te]

cr;

Ph

Dredge and Attendant llant

the Colorado River to dredge a channel which will lower
the river bed level sufficiently to eliminate this hazard.
The Company is furnishing, in addition to the dredge,
a work barge with pile driver and A-Frame, a pipe barge,
a fuel barge for carrying diesel oil from the shore base
to the dredge and a 40' twin screw, diesel engine.

The dredge is composed of nine hull pontoons with
an over-all length of 130', a width of 30', a depth of
7'4" and an operating draft of 4' 10". The sectional hull
is designed in such a way that the pontoons overlap
with a minimum of 16' between longitudinal joints. The
pontoons are bolted together using I V4" bolts and water
tight grommets. Each hull section is designed as a water-
tight unit. The deck house is constructed with portable
side panels and 10' wide portable roof sections, which
are complete shipping units. Cranes and hoists are pro-
vided over the pump in order to handle the pump from
its seating in the hull overboard to the work barge. An
overhead trolley runs the length of the house from the
stern to the 7-drum hoist to service the main engine and
auxiliary engines. A bridge type crane is provided to serv-
ice the 7-drum hoist and the cutter drive. The entire
hull, deckhouse, and pilot house are of all-welded steel
construction.

The superstructure frames are welded steel construc-
tion. The spud frame, the forward frame and the ladder
frame are pin connected, and the center A-frame over
the pump well amidships is a fixed unit welded to the
hull structure.

The dredge is designed for digging alluvial silt and
fine sand and gravel from a depth of 25' below water
level and to discharge 500 cubic yards of solid material
per hour through a 2,000' pipe line at an elevation 10'
above water level. The entire unit is so constructed that
it may be readily dismantled for shipment by rail to
another work site. No shipping unit will weigh over
forty tons.

The dredging pump is designed with a 24" suction,
20" discharge solid steel case direct connected to an
Enterprise model DSQ316, 16" x 20", 6 cylinder 1350
HP, supercharged diesel engine operating at 360 RPM.
The connection between the pump shaft and the engine
is made with a Thomas Flexible Coupling and the
dredge impeller shaft runs in a Kingsbury GF 21 thrust
bearing and Kingsbury LI 9 self-aligning journal bearing.
Power for the cutter motor, hoist motor, service water
pumps and other connected loads is provided by an En-
terprise model DSX316, IOV2 x 12, 6 cylinder, 525 H.P.,
supercharged diesel directly connected to a General Elec-
tric 300 KW 230 Volt DC 3-wire Generator. The two
engines are equipped with Elliot Buchii exhaust gas turbo
chargers. Jacket water cooling and lubricating oil cool-
ing is by means of heat exchangers, using river water as
the cooling agent.

The cutter drive is powered by a General Electric 250
HP, 230 Volt, stabilized shunt wound motor. Control
for the cutter motor furnished by the General Electric
Company provides constant horsepower between the
basic full load speed and 150'; of basic full load .speed.
A General Electric master switch is mounted in the pilot
house. This motor is directly conected with a Waldron
Flexible Coupling to a Pacific Western Special 9.145/1

herringbone gear reducer. The output shaft of the Pa-
cific Western Reducer is connected to a pinion and bull
gear, the latter being directly mounted on the cutter shaft
on the deck. The cutter shafting is carried forward
through a universal type knuckle joint with a telescopic
unit between the hull and the ladder. Thrust from the
cutter is taken on a special plate type thrust bearing
mounted on the ladder structure. The ladder is all-welded
steel consrtuction with the ladder head casting welded
directly to the forward end of the ladder structure. Two
cutters are provided, one for the standani cutting service,
the other specially designed for cutting tules and marsh
grasses. The cutters are cast steel, designed so the cutting
edges can be renewed.

The seven-drum hoist is mounted on the deck aft of the
cutter drive motor. The center drum is for the ladder
hoist, the two adjacent drums are for the swing ropes,
the two outside drums are for the spuds. Directly ahead
of the spud drums are two drums for operating the swing
anchors. The hoist is the outside band, friction type and
has been designed and will be built by the Pacific Coast
Engineering Company. The hoist is designed for air
control from the pilot house by means of Westinghouse
Air Brake control valves and cylinders. Spud ropes
are carried aft under the deck.

The seven-drum hoist is powered by a 60 H. P., 230
Volt, Westinghouse direct current motor with a Westing-
house controller providing for a forty foot per minute
rope speed at basic motor speed, a 90 foot per minute
rope speed by field weakening and a 1 5 foot per minute
speed by armature resistance. The motor is connected to
the main pinion shaft by means of a Pacific Western
Gear Speed R^educer. Brakes and clutches are arranged to
provide for clutch release and brake setting in case of
an air failure.

Auxiliary equipment includes two American Mar.sh
200 GPM, 100 PSI 4" type HCM, bronze fitted double
suction pumps, each powered with 50 H.P. 1750 RPM,
D. C. General Electric motors. These pumps provide for
service water to the dredge pump, cooling water which
is sprayed on the roof, fire service, etc. Fuel oil transfer
from the hull tanks is provided by a Blackmer No. 200
gear pump powered by Westinghouse 3 H.P., 230 Volt,
D. C. motor. Lubricating oil is cleaned in a Sharpies En
Bloc oil Purifier, Model 13 VPHA. Each water-tight
compartment is fitted with a 90 GPM Schutte & Kcx;rt-
ing Water Jet Eductor. Pump priming is done by a
Schutte & Koerting multi-jet Exhauster. Two Fairbanks-
Morse Company No. 250 N-30 pressure systems provide
potable water service and replenish the fresh water to
the engine surge tanks. Fuel oil transfer from the port
and starboard fuel tanks in the hull is done by two 1%"
Fairbanks-Morse bronze fitted gear pumps directly con-
nected to a Fairbank-Morse •'4 H.P. Marine Type DC
motor. A number eight Fairbanks-Morse mixed flow
propeller pump with above ground discharge delivering
1800 GPM at 12' head, directly connected to a 71/2 HP,
1 1 50 RPM motor is mounted in the pump well for emer-
gency service in event of a break in the hull pipe or the
pump case. Starting air and service air for the 7-drum
hoist is provided by two ABA Fairbanks-Morse two-stage
vertical, tandem water-c(X)led air compressors, delivering
23.9 cubic feet at 250 PSI. These are belt driven by iVz
(Please turn to page 9^>

JUNE • 1948

Page 85

UoiiX ft^oUum dn&wt^uL

h^i "The Chief"

"The Chief's" department welcomes questions — Just write "The Chief," Pacific Marine Review.

XHALK TALKS" M APPLIED HATHLMATICS

^ T-.mlbs.
.1 i-.m '"5

K T-rtKi^s, W-- »0<H^ -(.2,S(» lit.

Blackboard figures I to 3

The Screw and its Application

THE MECHANICAL DEVICE CALLED THE Screw
is used so extensively throughout the engine room,
and in fact all over the ship, that little attention is
given to the fine points of application and design. It,
too, like other engineering applications is subject to the
mathematical approach. Knowing how to deal numeri-
cally and quantitatively with a bolt may save a stripped
thread or an open joint some time.

The terrific forces which may be set up with a bolt
or screw call for some precautions in their use. The

length of the handle of wrenches is very carefully select-
ed so that one man pulling up to about his maximum
strength will load the bolt up to its maximum or safe
value. When great loads are applied to the bolt from
steam pressure or other kinds of loads, or where two
men pull on the wrench, or where one man puts a piece
of pipe on the handle thus giving him added advantage
( increased moment ) the metal in the bolt may be loaded
to the ultimate and fail at a very embarrassing time.
Fortunately designers have forseen this possibility and ar-

Page 86

PACIFIC MARINE REVIEW

ranged to have the load shared by inany bolts and tiie
failure of one may only give a leak.

But first we must learn to calculate the ratio of the
load on the bolt to the force on the wrench. To do this
we must consider the nature of the screw thread. The
screw belongs to the wedge family and may be considered
as a circular wedge. In Fig 1 ( a ) we show a wedge but
have imagined it to be very thin, as for instance a tri-
angular shaped piece of paper. A rod is shown lying
against the paper and we can visualize the paper wrapped
around the rod. Then the sloping edge would appear as
shown in sketch { b ) of Fig. 1, a spiral or continuous
winding edge. This edge is in reality that of the triangle
and we may study the latter and apply it to the spiral.

In the triangle we may consider the length of the hy-
potenuse h as equal to the length of the base b because the
angle will be very small as in the actual screw. In the
blackboard sketch the angle is greatly exaggerated. The
mechanical advantage of the wedge is the ratio of the
length height, or b/a. By moving it a distance, b, we
raise the weight a height a. Then neglecting friction,
the foot pounds of work done in pushing the wedge
must be shown in output in raising the weight in equal
foot pounds. In the figure T is the force pushing the
weight or wedge and W is the weight. Expressing the
equality of work done as Tb equals Wa and from this,
by the now familiar method of formula transposition,
we arrive at the expression that W equals Tb a. This
is shown in the sketch. Thus the weight lifted can be as
many times the force to lift it as the base is times the
height of the triangle of the wedge.

In previous articles we have discussed the coefficient
of friction. For iron and steel surfaces together and with
a minimum or no lubrication this coefficient will be
about .1. The coefficient for the steel wheels of a loco-
motive on the track is about 3 which means that the
pull can be 30 per cent of the weight on the wheel.
Here there is no lubrication and a rough sanded surface.
With the threads of a bolt we may expect at least a
smooth surface and a very little lubrication even if in the
form of dust and grease. Therefore, a force of 10 per cent
oi the weight will be needed to overcome friction.

However, with the wedge and the screw additional
frictional factors enter. A friction force of 10' < of the
weight will take care of screw friction if the threads are
square as shown at the left in Fig. 1 (c). If, as is usual,
the threads are tapered as shown in the same sketch
they will be much stronger and resist being torn off the
cylinder but will at the same time add greatly to the
friction. The force between the screw threads and their
companion threads in the nut will be greater than the
weight W and, the more the angle of the side of the
tliread slopes away from that of the square thread, the
more will be the force. This is due to a radial compo-
nent of the weight force tending to expand the nut.
This angle is usually .30 degrees giving a 60 degree thread.
This may increase the friction force from the 10' i to
15' (. And also there will be the friction force between
the nut and the weight or the plate or washer against
which the nut tightens. This adds another 10' '< , making
a total of about 25'^^ .

The formula can now be changed to include friction

as an estimate because of tiie lack of exact knowledge of
lubrication and surface condition. It now will be W
equals (T minus .25 W) b a. As shown in the Figure,
this reduces to W equals Tb/a plus .25b.

If the diameter of the rod is d, the circumference is
7rd and as shown we have a little triangle similar to the
wedge with -n-d instead of b and s the height reached in
one turn around the cylinder instead of a. T is now the
force applied at the surface of the rod or cylinder.
Then W equals T7rd/s+.25d. Substituting numbers,
suppose s equals .1 inch, d is 1 inch and T is 100
pounds and as shown in Fig. 2 we have a lift of 360
pounds. This means that a hundred pound pull on a
rope around the rod would lift about 360 pounds, an
advantage of only 36 to 1. Without friction and using
the same figures we would lift 3140 pounds, an ad-
vantage of 31 to 1. Friction is very effective in reducing
the advantage of the screw, but it also acts to lock the
screw in place and without it the screw would unwind
again.

But we have another source of mechanical advantage
to add to the screw, that of the lever. See Fig. 2. In-
stead of applying the force at the surface of the screw
we may apply it at the end of a lever and greatly mul-
tiply the effect. Suppost we apply the force at the end
of a 20 inch lever. The point of application is 20 inches
from the center of the rod, or screw. We were applying
it at a distance of Va inch from the center as the rod
is 1 inch in diameter. We now multiply the effect by the
ratio of 20 to Va or 40 to 1. The 100 pounds now will
lift 4 times 360 pounds or, 14,400 pounds. This certain-
ly is all the load we would want to put on a 1 inch
diameter steel rod, as its area of .7854 square inches
would be loaded to over 18,500 pounds per square inch.

As shown in Fig 1 {c) the s or spacing between
threads of the screw is not used to express the caliber
or rating. The screw is usually given as P or pitch threads
per inch. The screw in our problem would be 10 pitch.
Note that the pitch is 1/s and that s is 1/P. It is also in-
teresting to note that because of the effect of friction,
the mechanical advantage of the lever or wrench is a
much larger part of the whole advantage than the screw.

There is another approach to an approximate screw
load as shown in Fig. 3. It consists of dividing the travel
of the point F of the wrench handle by the lift of the
nut, both for one turn or any number of turns. This
shows a ratio of 628 for the 20 inch wrench handle and
the 10 pitch screw. This gives a lift of 62,800 pounds for
100 pounds on the handle, which is more than we
could get in actual practice because of the friction. This
method of calculation does permit of a proper treatment
of the friction.

Note that M the mechanical advantage is proportional
to the pitch and the length of the lever. Also that a
quarter inch screw would have a pitch of 20. It could be
very easily broken with a long wrench. Thus Engineers
are careful of the length of wrench they u.se with screws
and bolts.

Our next article will discuss the Coast Guard's Rules
and Regulations regarding bolts and their metals and
proportions.

JUNE • I 94i

Page 87

--With The

Port Engineer of the Month

SAN FRANCISCO

Bob Streiff

Df Pacific Tankers, Inc.

Born in Winona, Minnesota in 1888, Bob showed an
interest in ships at a very early age. His first job was as
an Apprentice Machinist and he served with the Navy
for three years as a Second Class Machinist, First Class
Machinist and Chief Machinist.

As a Machinist Bob went out of Seattle on the old
Minnesota which belonged to the Great Northern Rail-
road, and served also as a Junior Engineer. Then he sailed
on Army Transports including the Thomas, for two years
and during 1916 and 1917 on Alaska Steamship Com-
pany ships out of Seattle. From 1917 to 1921 he was
with the Pacific Steamship Company as Second and
First Assistant Engineer. For three years Bob went on
tankers of the Standard Oil Company of New Jersey,
including the Gargoyle and the Vacuum.

Luckenbach Steamship Company was his next move
and finally he decided to run his own machine shop in
1931 and set it up in Oakland where he remained until
1940.

Back to sea — this time for Coastwise — in 1941, Bob
remained with them until October 1947 when he be-
came Assistant Port Engineer for Pacific Tankers in San
Francisco. He is a popular and respected member of the
Society of Port Engineers, and is at present a member
of its Board of Governors.

Page 88

San Francisco Society May Meeting

Top. left to right: B. N. DeRochie, Jr., Pacific Marine Review;

Jack Butler, Bob Streiff, Joe Gisler.
Center, left to right: Bill Sizemore. George Harlan, Maurice

Antoine, Harry Allen, John Kemple.

Bottom, left to right: Col. W. W. Moore, President Phil

Thearle, Louis Ets-Holcin, Charles Haste, Grant Kelly, W. R.

Chamberlin.

Future Meetings for San Francisco

The Port Engineers Society of San Francisco has listed
the following schedule for future meetings:

JUNE — Combustion Control by Mr. Rumble and Mr.
Harris of the Bailey Meter Company.

JULY — Marine Refrigeration by John Kooistra.

AUGUST — Application of Bottom Paint. This will be
given by an official of the International Paint Company.

SEPTEMBER — Marine Steam and Electric Drives by
Engineers of the General Electric Company, George
Barr and Hughes Ogilvie.

PACIFIC MARINE REVIEW

Port [ngineers-

Los Angeles Society May Meeting

At the May 5th mcc-tini; of the l.os Angeles Society
of Port Engineers, held in the Lafayette Hotel, two rep-
resentatives of the Gulf Engineering Company, New
Orleans, demonstrated, by means of a glass boiler, a new
device called a turbolizer which is designed to eliminate
tube blistering. The principal speaker was S. V. Massi-
mini and the demonstrater, R. W. Kendrick.

Below: Top, left to right: R. W. Kendrick, Gulf Engineering Co.,
Inc., sponsor of May meeting of the Los Angeles Society: S. V.
Massimini, Pres., Gulf Engineering Co., Inc., sponsor of the eve-
ning: Joe Hare, U. S. Maritime Commission; Ed Whittemore,
Atlas Paint and Varnish Co.

Center, left to right: M. H. Kelly, Richfield Oil Co.; Joe Costello,
J. M. Costello Co.; Paul V. Gaudin, Amer. Pacific S. S. Co.; Joe
Wosser, Matson Navig. Co.; Burt Hale, Marine Solvents Corp.;
R. W. Kendrick; S. V. Massimini.

Bottom, left to right: Cy Cyrus, Union Oil; Lloyd Kennedy, U. S.
Coast Guard; Ray Jones, General Petroleum; George Curran,
Amer. Pacific S. S. Co.; Roy Campbell, Federal Paint; Glen Gul-
vin, Amer. Pacific S. S. Co.; M. H. Kelly; Harry Summers, Ameri-
can Bureau of Shipping (retired); George Bradford, P. Banning
Young; Joe Costello.

Port Engineer of the Month

LDS ANGELES
George H. Hnxie
Df Amerii:nii I'resiilHiit Lines

Drawn to the se.i while still a youth, George Hoxie
joined up with the Dollar Line back in 1923 for a three
year period. His first ship was the Prcstdei/t Jcffenon
which he went on out of Seattle — as a wiper.

Then with Pacific Steamship Company — serving,
among other things, as water tender, oiler, electrician,
storekeeper and plumber.

After getting his license in 1932, George sailed in
various licensed capacities for the Admiral Line. He
went on the Admiral Nidton under Captain Nystrom,
who was later captured by the Japanese at Hong Kong
during World War II while he was aboard the Admiral
Y. S. Williams.

After Pearl Harbor George joined the American
President Lines as Third Assistant Engineer on the
President Taylor and served on several ships for them
during the war as First Assistant and Chief.

He was then placed in charge of stores and inventories
at Western Pipe and Steel for American President Lines,
and in January of '46 moved into the San Francisco
oflnces of APL as Assistant Port Engineer. His present
job — as Port Engineer for APL at Los Angeles — began
in February of this year.

George is married and has one daughter. His hobby?
Ships!

JUNE •

Page 89

Ok t^ 74Jaef^

New Cnnstruction — Reconditioning — Repairs

Tydol Flying \

T-l Tanker Readied by Todd

\See picture belou i

The T-l tanker Tydol Flying A, purchased April 23rd
from the USMC by the Tide Water Associated Oil Com-
pany, was readied for commercial service by Todd's
Hoboken shipyard and delivered May 20 to the new
owner.

The 309-foot motor vessel was built in 1945 by the
Todd-Houston Shipbuilding Co., as the Tarogle, and was
later changed to the Tinsley. which name it held at the
time of transfer.

The 3,92 3 -d.w. ton Tydol Flying A. brings to fifteen
the number of tankers in Tide Water's Eastern fleet, of
which seven are recently purchased T-2's.

The work on the Tydol Flying A consisted chiefly of
removing all of the gate valves, piping rods, and other
necessary fittings from twelve oil cargo tanks and in-
stalling new equipment. In addition, a Mackay Radio
Raytheon Pathfinder radar unit was installed and a spare
tailshaft, supplied by the owner, was put aboard. The
steel deck in way of the 'midship house section contain-
ing the officers' quarters was insulated throughout, and a
number of minor repairs were made.

She is considered to be the outstanding vessed in the
company's small boat fleet, and will operate out of Bay-
onne on various assignments to coastal ports, carrying
gasoline and heating oil.

Restoration of Railway Dry Docks
^t Ostende, Belgium

In 1931, railway dry docks of 500 and 1000 tons
capacity were installed in the fishing basin of the Port
of Ostende, Belgium. These were in continuous and
intensive operation from that time into the beginning

Tydol Flying A

of World War II, dry docking about 550 vessels per
year. After occupation of Belgium by the Germans,
they were kept in partial operation under frequent
Allied bombing, which eventually damaged the sub-
merged tracks severely. Just prior to the evacuation,
the hauling machines were blown up by the enemy, the
cradles running down to the lower end of the tracks.
This was the condition found when they were inspected
after the Armistice in 1945.

Because of the urgent need of dry docking facilities
for the fishing fleet and other craft, it was most im-
portant that these railway dry docks be restored and
put in operation and Crandall Dry Dock Engineers, Inc.,
Cambridge, Mass., were engaged by the Belgian Gov-
ernment to supervise the work. This involved the in-
stallation of new hauling machines ( blown up by the
Germans), repairing the tracks (damaged by Allied
bombing), and repairing the cradle (damaged by both).
This restoration has been completed and the railway dry
docks in operation for nearly a year.

These railway dry docks have the following general
dimensions:

500 ton 1000 ton

Length over keel blocks 40 m. 50 m.

Length over all 42 m. 52.5 m.

Width over transverse beams 11.5 m. 13.5 m.

Width clear 9.5 m. 11.5 m.

Depth of water over keel blocks,

forward 2.90 m. 3.23 m.

Depth of water over keel blocks, aft 4.50 m. 6.03 m.

The tracks are constructed on a uniform gradient of
1 : 12.4 of sufficient length to provide the depths of water
indicated. The portions of the track above water are of
reinforced concrete on concrete piles and the submerged
sections are of wood on wood piling. The cradles are of
structural steel with the deck of wood. They are hauled
by cast steel hauling chains, one for the 500 ton and
two for the 1000 ton unit, operated by electric hauling
machines.

The project was under the jurisdiction of Monsieur
J. de Ries, engineer of the Office Central d'Elcctricite
et Elcctromecanique of the Belgian Ministry of Public
Works, Monsieur G. Willems, Director. The work was
executed under the responsible charge of Vernon I. Hight,
of Crandall Dry Dock Engineers, who superintended the
original installation in 1931.

Railway dry docks at Ostende. Belgium, in their re
condition.

storedl

^cM^tm^ .dc^^t^

Congressman
^Ivin F.
Weichel

•

(See Page 92)

JUNE • I 94i

Page 91

Alvin Weichel Livewire Chairman
of Marine Committee

"Al is .1 hustler" was the description in 1926 of Rep-
resentative Alvin F, Weichel of Sandusky, Ohio, who,
as present chairman of the important Merchant Marine
and Fisheries Committee of the House, is proving the
accuracy of those early words. The words were those of
the late Edward L. Ways, editor of the Sandusky Regis-
ter, who predicted "real accomplishments from Al."

Representative Weichel took over his present post a
year ago, the first Ohioan since 1908 to preside over a
major House group.

In his boyhood Weichel worked on Great Lakes steam-
ers between Cleveland, Toledo and Detroit. He comes
from early northern Ohio settlers whose descendants
now live in every county in the 13th District which
Weichel represents.

Weichel is a graduate of the University of Michigan
and the Michigan College of Law, and began his law
practice in Ohio in 1924. He was elected Erie county
prosecutor three times.

Weichel has been a member of Congress since Jan-
uary 1943. His Weichel Bill (see editorial in May
PACIFIC MARINE REVIEW ) is of the utmost impor-
tance to the shipping industry and he is to be commended
for his vital interest in the industry.

The tast Word in Bloclis

Plant ^shestos Company

With Its Marine Department in charge of the widely
known and popular Sam J. Gillis, the name of Asbestos
Company of California is now Plant Asbestos Company,
Inc., with headquarters at 941 Sixteenth Street in San
Francisco. The firm operated under the original name
for 25 years.

Plant Asbestos Company is exclusive distributor for
Plant magnesia products; manufacturer and distributor of
Plant packings; distributor for Raybestos-Manhattan and
Babcock & Wilcox insulating firebrick.

Associated with Sam Gillis in the Marine Division are
C. J. Coleman and J. W. Williams.

Above is an 18 inch Triple Extra Heavy Oval Pat-
tern Wire Rope Block, one of four just completed for
Ed Bergeron's rigging gang at Bethlehem's San Francisco
yard. Manufactured by the Alvin R. Campbell Company,
it features Timken roller bearings in cast steel sheaves
with center pin pressure lubrication, reverse shackle,
and ball bearing swivel becket, all galvanized. The block
was designed to the order of the Haviside Company by
William Schwartz, and takes a 30 ton load.

Sem J. Gillis

C. J. Coleman

Page 92

PACIFIC MARINE REVIEW

Dredge and Attendant Plant

i'.n>:i:niuJ from page S5)

HP Marine Type, Fairbunks-Morse motors. The main dis-
tribution switchboard is located in the deckhouse near
the diesel generator sets. The switchboard is designed to
carry the main distribution circuits from the 40 KW set
and the .lOOKW set and to the load centers. The switch-
board is being designed and constructed by the Ets-
Hokin and Galvan Company, who have the sub-con-
tract for installation of electrical equipment and wiring.

The dredge is being furnished with approximately
3,000' of shore pipe and 1,000' of pontoon floating line
■iO' lengths. Each length of pontoon pipe is being
furnished with the Pacific Coast Engineering Company's
patented "Paceco Flexible Pipe Joints. " Hand winches
for handling the floating line anchors have been designed
and are being built by the Company.

The company with its combined facilities for ship-
building, heavy plate fabrication and general machinery
design and construction will do all the work connected
with building the hull and house, will build the 7-drum
hoist, the main dredging pump, all of the hull suction
and discharge piping, the pontoon line and the shoreline.

Shop fabrication is scheduled for completion in
August of 1948, at which time the field erection plant
will be set up in Needles. The Company expects to
complete the contract and make the operating trials in
December of 1948. In addition to the dredge, a 40' tow
boat has been designed by the Company for shallow
draft operation in the narrow channels of the Colorado
River. The boat, a twin-screw, tunnel-stern ship designed
and built in Alameda, will be shipped on a flat car
complete to Needles, a railroad town on the Colorado
River where California and Arizona come together. It is
powered by two Sterling MRAB6 90 HP diesel engine,
each swinging a 29"xl5" three-blade propeller furnished
by the Pitchometer Propeller Company. The hull is de-
signed with a modified scow bow and is equipped with
towing knees and A-Frame. A 5-ton B. B. Bros hand
hoist is mounted on deck to handle small loads. The fuel

barge which has been designed by the Company, is 42'
x24'x5' molded, and has a capacity of 15,000 gallons of
diesel fuel with a .iVa' draft. The pipe barge is a flush
deck barge .36x22x4' molded and the work barge is a
duplicate, except that it is equipped with an A-Frame
and a double drum American Hoist and Derrick Com-
pany, Mcxlel 42G gasoline hoist. The A-Frame is furnish-
ed with a set of hanging pile driver leads and a pile ham-
mer. The work barge, the pipe barge and the fuel barge
are of sectional construction of the same general type as
used in the dredge hull.

In addition to the work on the dredge "Colorado" for
the Bureau of Reclamation, the Pacific Coast Engineer-
ing Company has recently processed a contract with the
Central Nebraska Public Power & Irrigation District for
a 24' diameter by 32' high ring gate for the outlet tower
at Kingsley Dam, Nebraska. This unit, with a weight
of 100 tons, was built and shipped in 110 days after
the signing of the contract. The gate, with a 1 Vi" shell,
was designed for field assembly and will be erected in
eight sections. The Company has under construction
two 300 cubic yard dump scows for the Board of State
Harbor Commissioners, a 14,000 bbl. gasoline barge for
the River Lines and has just recently completed a 14,000
bbl. barge for the Crowley Launch & Towboat Company.
Several of these barges of Pacific Coast Engineering
Company design are in operation in the San Francisco
Bay by the J. C. Freese Company and the Crowley
Launch and Towboat Company. The Company has
built eight 12,000 to 14,000 bbl. barges within the past
four years. In addition to the marine work, the Company
completed shipment in March of 1948, a 96" siphon
pipe for the Bureau of Reclamation for installation at
Willow Creek in Idaho. Work is in process for many
of the oil refineries for pipe and refinery equipment.

The officers of the Company are C. H. Ramsden, Presi-
dent; Will C. Hall, Vice President; S. A. Mueller, Secre-
tary-Treasurer; and C. D. Ramsden, Chief Engineer. Jean
M. Allen, of Los Angeles, is Consulting Engineer on the
Bureau of Reclamation dredge.

Holding on to the Rope

(At port side Is B. B. Walker, Pacific Coast
Manager for Whitlocl Cordage Company; to
starboard is Eric Pedley. President of Pedley-
Knowles Company. Photo taken in the Pedley-
Knowles headquarters in San Francisco.

JUNE • 1948

Page 93

IVorld Trade Week

Active participants in the activities of World Trade
Week, May 16 to May 22, were members of the Women's
Organization for the American Merchant Marine, Port
of San Francisco. Information booths for the Foreign
Trade Exhibit and Seamen's Art Exhibit were staffed by
their members at the Ferry Building in San Francisco.

A luncheon and fashion show dedicated to Maritime
Day was held at the Fairmont Hotel on May 18 honor-

ing Women's Organization members and guests, anij
Propeller Club members and wives. Open for inspectioi'
from May 20 to 22 was the California State Maritim
Academy Training Ship Golden Bear, and on May 2
the annual National Maritime Day Luncheon was heli
at the Commercial Club with Governor Earl Warre:
as guest speaker. Mrs. Earl Warren and Mrs. Chestei
Nimitz were guests. Events on May 22 included an

Below— Top: Exhibits .
National Maritime Day
graph Co. booth and

t the Ferry Building, San Francisco.
At the left is the Mackay Radio & Tel
it the right, the C. J. Hendry booth.

Lower left: Start of the International Whaleboat Race on Sai
Francisco Bay. Lower right: The race! The winner? Pacific Fa
East Line. Among those entering this year were Matson. Sudde
& Christensen, American President Lines, Army Transport, Ala

Tieda Marit
lidered by

School and Pa^
ly to be the b(
e Day observa

St f.

the whaleboat
sured.

ar East Line. Con-
ture of San Fran-
■, the resumption of
I feature is now as-

Floats at San Francisco Maritime Day Parade. |

Left, top to bottom: I

American President Lines, winner of first priie. P

San Francisco Port of Embarkation, winner of second

Pacific Far East Line, Inc.

Matson Navigation Company.

Right, top to bottom:

San Francisco Propeller Club.

Mare Island Naval Shipyard.

San Francisco Port of Embarkation's Train.

San Francisco World Trade Association.

U. S. Navy.

?^VM.raT.Hij|^y['firf^i]T '

Page 94

PACIFIC MARINE REVIE

International Lifeboat Race, Open House at Fort Mason
and an Electronics Exhibit, and the all-important parade
which began at Civic Center and proceeded down Marker
Street to the reviewing stand at the Ferry Building.

Judges for the Seamen's Art Exhibit were Miss Alma
Carlisle, chairman, member of the Women's Organiza-
tion for the American Merchant Marine; Douglas Mac-
Agy, director of the California School of Fine Arts; Mrs.
Beatrice Judd Ryan, director of Art in Action, City of
Paris; William Gaw, director, art department of Mills

College; Spencer Macky, director of the California Col-
lege of Arts and Crafts, and Nicholas Johnson, photog-
rapher. Patrons and Patronesses were: Rear Admiral
and Mrs. D. B. Beary, USN, Admiral and Mrs. Chester
Nimitz, Admiral and Mrs. Jesse Oldendorf, Rear Ad-
miral W. K. Scammel, USCG; Brig. General Robert H.
Wylie, General Paul Malone, Commodore and Mrs. Rus-
sel Ihrig, USN (ret.). Governor and Mrs. Earl Warren,
Mayor and Mrs. Elmer Robinson, Mr. and Mrs. John E.
Gushing. Mr. and Mrs. L. C. Fleming, Mr. and Mrs. Hugh

taken at the Ma

Pictures at ttie left;

Top picture includes T. R. Krugur,

American Mail; Capt, A

American Mail; C. A. Raab, Fort Ma

son. Ben Blount, Fort Mas

Second picture, left to right: R. Jons

s. American President Lin

W. 3rown, N. W. Brown Co.; M, L

■ vine, Moore. McCormack;

Brewer. N. W. Brown Co.; C. Cahill

Sudden & Christenson; M

vere, J. H. Winchester & Co.; D. De

Berry, American Hawaiian

Blatt, Sudden i Christenson.

U. S. C. G.; Capta

right: Bill Ingram, General Engineering and
). SOPAC; Comdr. Bob (Henry V.) Barbieri,
Edward Groeper, Bar Pilot; Ed Senter, Sup't.
Ed Hough. Hough 8. Egbert Co.

Bottom picture includes Captain Charles G. Hans.
Peterson, Warren Brown, Robert Y. Schrim, H. S.
C. Gaidsick, Capt. T. Smith, Capt. L. E. Hawkins
Robert H. Wylie; Capt. Albert T. Berry,

n. Capt. Char
Sawyer, Capt.
John Kilpatri

left to right: H. Bost«
n; Joe Bisbtglia, Americ<
;ident Lines.

Pictures at the right:

Top picture, snapped at one of the parties preceding the banquet —
left to right: Mark Pomeroy and Ray G. Scoggins Jones S Laughlin
steel Corp.; Paul Faulkner, PACIFIC MARINE REVIEW; Ira Head and
Ed Ramey, Luckenbach 5.S. Co.; Berry E. Dunn, Ralph V. Scott, Robert
G. Allen, Pacific Co., Inc.; fl. N. De Rochie. PACIFIC MARINE RE-
VIEW; Fred Cordes; Ross Marble; John Cordes; Joe Granville, Hill-
cone S.S. Co.; Squatting in hole is J. M. Costello, President, J. M.
Costello Supply Co,

Included in the second picture are Van Sickle, Pope i Talbot; E.
Harms, Pope i Talbot; H. Potter, Atlas Paint; J, Eagen, Harbor Sup-
ply; H, S. Pemiebaker, Pacific Tankers; J. Chambers, States S.S. Co.;
V. M. Kruger. Olympic S,S. Co.

Third picture: Ed Graff, Port Engineer, Grace Line; W. T. Lion, Port
Captain, Pacific Far East Line; Captain Blackstone; Bern De Rochie,
PACIFIC MARINE REVIEW; Jim Stasek. Assistant Port Engineer, Pa-
cific Far East Line; Frank Dwinnell, Industrial Relations Manager, Pa-
cific Far East Line.

ick; Shephard B. Hanley, American

in President Lines; Dave Hart, Ameri-

Page 96

PACIFIC MARINE REVIEW

Snapped at the speaker's table. Maritime Day luncheon at the Commercial Club, were the groups above. Top left, left to right:
Commodore Russell Ihrig. Supt., California Maritime Academy ; Rear Admiral Donald S. Beary. Commandant, 1 2th Naval District;
General Robert Wylie, Manager, State Board of Harbor Commissioners. Top right, left to right: Joe Moore, Jr., President Moore Dry
Dock Co.; Senator Gerald O'Gara; Col. Fenton S. Jacobs. Comdr., S. F. Port of Embarkation; Lloyd Fleming, Pacific Coast Manager
for Maritime Commission; Fletcher Monson. President, Mariners Club. Bottom left, left to right: Capt. Henry Blackstone, Chair-
man, Board of Governors, California Maritime Academy; George Klllion. President, American President Lines; Fleet Admiral
Chester Nimitz. Bottom right, left to right: Fleet Admiral Chester Nimitz; Governor Earl Warren speaker of the day; E. Russell
Lutz, Vice President of American President Lines and Maritime Day Chairman.

Gallagher, Mr. and Mrs. Lester S. Day. Mr. and Mrs.
Charles Wheeler, Mr. and Mrs. Joseph A. Moore Jr.,
Mr. and Mrs. Robert Mayer, Captain and Mrs. Malcom
E. Crossman, USMC; Mr. and Mrs. Ray Sorenson, Mr.
and Mrs. Ragnor Kjeldahl, Mrs. Henry Dipple Jr., Mr.

and Mrs. N. Pieper, Messrs. E. Russell Lutz, James S.
Hines, A W. Gatov, T. Douglas MacMullen, Fred L.
Doelker, Lewis Lapham, Campbell McGregor, Clay Mills,
M. A. Cremer, and Captain Charles F. May.

Dowling Appointed by W. P. Fuller & Co.

Thomas Lawrence Dowling has
been appointed Southern California
District Sales Manager of W. P.
Fuller & Co., succeeding the late
M. G. McKinlay.

Dowling began his business ca-
reer with the pioneer paint, glass
and wallpaper firm as a clerk in the
Glass Department of the Oakland
branch in 1917. Working his way
up in the company to Paint Sales
Manager in Oakland in nine years,
he stayed there until he was pro-
moted to managership of the San
Jose branch in 1936. He became

Paint Sales Manager in Seattle in
1944, and went on from there to
manage the Stockton branch until
his recent appointment.

Succeeding him in Stockton is 1.
W. Tablet, who has been Paint
Sales Manager of the Fuller San
Diego branch for the past two years.

James P. Eraser, formerly assigned
to aircraft and shipbuilding sales
and service, takes Tabler's place as
Paint Sales Manager in San Diego.

Thomas Lawrence Dowling

JUNE

948

Page 97

Harbor Sightseeing Deserves Support

Harbor Tug & Barge Company, pioneer Bay Area
tow, barge and waterway transportation firm, announced
this month it was moving forward with "an expansion
program in the field of passenger transportation and
sightseeing service" with the christening of the Harbor
Sightseer May 14 by Mrs. Frank E. Marsh, wife of the
Bay Area Council General Manager. In June, the sister
ship Harbor Tourist will be launched.

Claimed to be the first commercial small draught,
230-passenger glass enclosed twin screw boat of its type
built in Bay shipyards, the Harbor Sightseer was launched
from the Harbor Tug & Barge Company's yards in Ala-
meda. It was constructed by Orlando Pasquinucci under
the direction of Lester C. Bedient, H. T. & B. Co. general
manager.

The 38-ton craft is 64 feet 4 inches long, 18 feet
beam, and has a cruising speed of approximately 12 to
14 miles per hour, powered by twin Gray General Motors
671 Diesels of 165-HP each — with 3 to 1 reduction and
reverse gear — has propellers 37 ^ '2 by 28' '2 inches. She
carries 1,000 gallons of fuel for 50 hours running time.

Built of extra heavy-duty construction designed to
provide maximum safety and smooth riding, the Harbor
Sightseer is enclosed with plate glass windows 42 by 46
inches, and is equipped with seats for 228 persons which
can be arranged to provide space for dancing. A port-
able bar is available for use on special charter parties.
Public address equipment is installed to provide narra-
tion on points of interest.

The Harbor Sightseer and the Harbor Tourist will
supplement the three smaller glass enclosed water taxis
the company uses in regularly scheduled one-hour sight-

seeing tours from Pier 41, and for water taxi service
to Albany when Golden Gate fields is in session. This
sightseeing service was started March 1947.

The company also operates a fleet of seven more water
taxis for use in transporting stevedores, ships' crews,
shipyard workmen and passengers to and from ships in
stream.

Stemming from the days of Henry C. Peterson, who
over 70 years ago in San Francisco was known far and
wide as the Whitehall boatman. Harbor Tug & Barge
Company was formed from the consolidation of the
Henry C. Peterson Company and the Oakland Launch
and Tug Company in 1925.

Major operations of the Harbor Tug & Barge Com-
pany include towing and passenger transportation di-
visions. In the commercial field, the company operates
a fleet of 12 row boats, 30 lighters. Radio telephone
equipment is used on 3 tow boats and 2 water taxis. The
company assists in docking and undocking ocean-going
vessels, tows floating equipment and materials and carries
a million tons of sugar beets yearly besides transporting
rock, supplies and produce throughout the inland water-
ways of San Francisco Bay and Tributaries.

Albert D. EUedge, President of the firm, heads the
official family composed of Lester C. Bedient, General
Manager in charge of Operations, over 20 years with
the company, and Harold Frohn, Assistant General
Manager in charge of Passenger and Sightseeing Service.

Mr. Elledge has held this post since 1941. He is active
in harbor promotion, devoting much of his time in
cooperation with martime, state, civic and commercial

Page 98

PACIFIC MARINE REVIEW

Top, left: Left to right, Gen Robert H. Wylie, Manager, State Bjard of Harbor Commissioners, Mrs. Walter Oswald and Mrs. M.

B. McGowan enjoying a chat during the nnaiden voyage of the hHarbor Sightseer.

Top, right: Left to right, Mrs. Robert Stanton, Mrs. Edward Gen berg, Mrs. Oria St. Clair and Mrs. Frank Marsh, shown on the

Harbor Sightseer during her maiden voyage.

Bottom, left: Left to right, R. W. Lees, D. F. Stewart, L. C. Bedient, Harold Frohn and Albert D. Elledge, President, Harbor Tug

& Barge Co., aboard the Harbor Sightseer.

Bottom, right: Christening of the Harbor Sightseer by Mrs. Frank Marsh in Bay Area Council ceremonies preliminary to World

Trade Week.

jgroups interested in harbor developments. His prime
interest is the improvement and modernization of our
docking facilities which he believes will lead to a more
expeditious and economical handling of cargo for ship-
pers and carriers.

The Harbor Tug and Barge Company supports the
position of this journal for greater active interest in
San Francisco Bay problems which it is contended will
lead to a faster development of the harbor's potentials.

Mr. Elledge says, "Guided narrated tours on the bay
tend to promote this interest in our harbor facilities.
Not only visiting tourists and business firms but the
thousands of inhabitants in this area that do not ap-
preciate our natural advantage have the opportunity of
viewing the many points of interest about the bay
from the water. We are happy to have a part in contribut-
ing to the promotion t)f this interest by offering our
sightseeing tours. "

'Reorganization of United Engineering

Reorganization of the United En-
gineering Company following relin-
quishment of its Alameda ship-
building facilities to the Todd Ship-
yards Corporation is announced by
Raymond P. Hasenauer, company
president.

George A. Wilson was named
general manager and vice president,
R. F. Charlton was named vice presi-
dent, E. E. McClaran was elected
j treasurer, R. W. Smith was made
j secretary and A. C. Fiddy elected
J assistant treasurer and assistant sec-
retary.

JUNE • I 948

United is a wholly owned subsid-
iary of the Matson Navigation
Company and now conducts its ship
repair facilities and commercial
manufacturing activities at 500
Beale Street in San Francisco,

Page 99

COASTWISE [\U

W. T. Sexton, Sr.. president of Coastwise, who entered the
steamship industry in 1908. He first became associated with
the late Kenneth Dawson in the old Columbia Pacific Steam-
ship Company in 1920 and became vice president of the
States Steamship Lines, successor to the Columbia Pacific.
In 1936 he and Dawson organized the Coastwise Line. He be-
came associated with United States Lines in San Francisco
in 1937 as Pacific Coast manager and in 1943 he helped or-
ganize Pacific Tankers, Inc., of which he was vice president.
One of the organizers of Pacific Far East Line, Inc., Sexton
was president of the company. In 1945 Sexton organized
West Coast Terminals in association with W. J. Bush, Daw-
son and others. He has also been operating Columbia Basin
Terminals at Portland since its organization in 1935.

Because of its ever-widening scope of operations.
Coastwise Line and its allied interests. Coastwise Pacific
Line, and Coastwise Bulk Carriers, recently took over the
entire building at 150 Sansome Street, San Francisco,
which was remodeled to meet operational and traffic
needs. With the exception of pier personnel, the new
headquarters house under one roof the entire headquarters
organization of the three companies, including executive,
financial and freight accounting offices, for greater con-
venience to the shipper.

Coastwise Pacific Line currently operates a fleet of
nine vessels on a worldwide basis, and also does extensive

agency work. Under the corporate name of Coastwise
Line it operates two vessels in a limited Pacific coast-
wise service. This service is operated at a loss to protect
large water shippers with extensive tidewater installa-
tions. For if these shippers are not afforded temportry
relief water service, they inevitably would be compelled
to convert their installations to rail, thereby losing this
trade forever to the coastwise water industry. As soon as
the Interstate Commerce Commission revises coastwise
water rates to a compensatory level. Coastwise Line will
resume regular full time service, which it maintained
successfully with six vessels for ten years prior to the
war.

Coastwise Bulk Carriers, the newest of the group, was
organized this year. It operates two tankers in domestic
and ofl^shore trades and has applied for a third.

The Company has district offices in Los Angeles and
Portland and in Seattle under International Shipping
Company, Inc.

B. H. PARKINSON, executive vice president and secretary-
treasurer. At the time the company was organized In 1937,
Parkinson brought with him to the group seventeen years of
experience in all phases of public utility operations, includ-
ing transportation. He was named treasurer when the com-
pany was first organized, later general manager, and more
recently appointed executive vice president.

Page 100

PACIFIC MARINE REVIEW

mm'mmm!m!mmmff^^'''^f9mi^

HID HB nuini iinir^

inC! HH ljBS "HB ^

Upper
tained
preslden

Lower l<
of operc

Upper left; Headquarters of Coastwise Line in San Francisco.

■Ight: Main traffic office located on the ground floor at the entrance to the building. Chartering service is
n this office. Private offices of executives are to the left, out of view of the camera. These Include R. S. Kii
it in charge of foreign services; H. M. Kelly, manager of coastwise services; C. V. Lynch, freight traffic ma
W. T. Sexton, Jr., assistant to the president.

ft: Operational office on the ground floor. Here are located offices of Captain V. D. Trout, v
itions; A. G. Safholm, general superintendent; Captain D. G. Flint, port captain; G. F. Voyer
Paine, purchasing agent; and O. O. Britton, paymaster.

er right: General accounting offices on the second floor under the direction of R. N. Duncan

ce president
port enginee

charge
Dewey

iadiomarine
ippoints Butt

Radiomanne Corporation of
America recently announced the
ippointment of Harvey R. Butt as
inanager of their Washington office
'it 1623 "K" Street, N. W.

Murphy ^pointed
By luckenbach

H.irold |. Murphy has been ap-
pointed Marine Superintendent of
the Los Angeles office of Luci<en-
bach Steamship Company, Inc. He
replaces L. J. Miller who has resign-
ed.

Crane Packing at Portland

Marine & Industrial SuppHes &
Service, Inc., 2501 N. W. Front
Ave.. Portland, have been appointed
representatives of the Crane Pack-
ing Company in the Columbia River
area. Fred Miller is head of the
Portland firm.

JUNE • 1948

Page 101

0 E 111 S F L H S H E S

STANDARD ORDERS FIVE BIG TANKERS

A plan to build five of the world's largest tankers at a cost of approxi-
mately $30,000,000 is announced by T. S. Peterson, president. Standard Oil Co.
of California.

They will have a deadweight capacity of 28,000 tons and a volume capacity
of 240,000 barrels, Peterson said.

Largest of the tankers now operated by Standard or its subsidiaries has
18,000 tons deadweight capacity and can carry 150,000 barrels.

The vessels will be built at the Quincy, Mass., yards of the Shipbuilding
division, Bethlehem Steel Co.

Delivery is for 1950-51.

*****

KILLION TO CONFER ON NEW LINERS

George Killion, American President Lines' president, left for Washington,
D. C. , to meet with the Maritime Commission on APL's proposed round-the-world
passenger vessels.

Negotiations for the five round-the-world liners have gone on for several
months but appear to be reaching a climax, Killion said.

^ :f: * * *

GUNETTI COMPLETES WESTINGHOUSE ASSIGNMENT, REJOINS HENDY

Harry C. Gunetti, prominent in Santa Clara County industrial and civic
life for many years, announces completion of his temporary assignment as general
manager for the Westinghouse Electric Corporation's Sunnyvale Works and his
near-future return to the Joshua Hendy Corporation as Assistant to The Presi-
dent.

HOUSE GROUP OK'S NEW GIANT CARRIER

A House armed services sub-committee approved unanimously a bill clearing
the way for the Navy to get started on a 65,000-ton giant aircraft carrier.

Navy authorities say the super carrier, capable of cruising in Arctic
waters, would be the largest ship of any type over built. It would be about
half again larger than the Navy's present biggest carriers. Up to four year
would be required for its construction.

Paqe 102 PACIFIC MARINE REVIEW

The carrier will be about 10 feet longer than was the Normandie. Its
waterline length will be 1,030 feet, compared with the present top carrier
length of 900, and the overall length, including the overhang of the flight
deck, will be 1,090 feet.

Navy estimates have placed the probable final cost all the way from
$125,000,000 to 1200,000,000, and Navy builders have said it may eventually be
an 80,000-ton ship.

:je :t: :^ ;#!; :^

$1,000,000 FACTORY FOR GENERAL METALS

Another million dollar industrial plant for the Los Angeles area is
announced.

The plant, designed for production of malleable iron castings, is being
erected by General Metals Corporation, adjoining its present facilities in
Vernon. It is scheduled for completion in September.

MOORE ADDS PORTABLE D. D.

Moore Shipbuilding & Dry Dock Co. of Oakland has purchased a portable dry
dock from the Navy and has mounted it in the present Moore yard for handling the
smaller types of craft.

FOUR GOOD SIGNS

Four encouraging factors for America's shipping future were recently
reported in a special article by the N. Y. Journal of Commerce. The Marshall
Plan offers a continued volume of trading with United States' greatest markets
for the next three to four years, American shipping being promised a 50-50 share
in the business. Private orders for tankers and wider support for liner build-
ing in Washington has offered encouragement to shipyards. A succession of
limited rate increases has bolstered the position of intercoastal shipping lines.
Finally, bills have been introduced in Congress aimed at putting the merchant
marine on a firmer foundation.

ONE BUSY YARD'S WEEK IN SAN FRANCISCO BAY AREA

Vessel
USAT Frend C. Ainsworth
MY Hilo

USAT Frederick Funston
SS Comet

USAT James O'Hara
USHS Comfort
Dredge Neptune
SS Hawaiian Pilot
MV Ravnanger
SS Pan American Victory
SS Santa Juana
SS George Eastman
PC 1586
PC 1599
PC 1587
PC 1591

Owner
Army

Pillsbury & Martignoni
Army

United States Lines
Army
Army

Olympian Dredging Company
Matson

Westfal-Larsen
American President Lines
Grace Line

American President Lines
Standard Oil
Standard Oil
Standard Oil
Standard Oil

Nature of work
Conversion
Survey
Conversion
Recondition Survey
Conversion
Conversion

Miscellaneous repairs
Repairs & alterations
Drydock & mis. repairs
Drydock & bottom repairs
Miscellaneous repairs
Drydock for survey
Layup & survey
Layup & survey
Layup & survey
Layup & survey

JUNE

1948

Page 103

RUMOR DEPT.

There is a report that the ship scrapping program of the Maritime Com-
mission will come to an end very soon.

TANKER CONSTRUCTION

As of May 1 there were at least 32 tankers under contract with shipyards in
the United States, with at least five added since that date and prospects for
many more.

STEAMSHIP COMPANIES ARE BUYING SHIPS

In its monthly summary of the U. S. flag fleet, the National Federation of
American shipping shows an increase of 31 in privately owned vessels between
April 1 and May 1. The May 1 figure was 1132, of which 673 were dry cargo and
459 tankers.

During May, 27 vessels were added to the privately owned fleet bringing
the total to 1159. Of these, 681 were dry cargo and 478 tankers.

SOUTHERN CALIFORNIA INDUSTRIAL DEVELOPMENT

During the month of May, 17 new factories were established in Los Angeles
County with a total investment of $1,447,000, and creating 210 new jobs for
factory workers. Twenty-seven (27) existing plants were expanded, calling for
an additional investment of |5, 943, 000, and creating new industrial jobs.

Total investment in the 44 new and expanded units was $7,390,000, creating
a total of 778 new jobs.

For the year to date, 77 new factories were established with a total
investment of $8,786,000 and creating 2,964 new jobs; 146 plants were expanded,
calling for an additional investment of $28,640,500, and creating 2,766 new
industrial jobs.

Total investment for the year to date in the 223 new and expanded units
was $37,426,500, creating a total of 5,730 new jobs.

:f: :f: ^ :]£ :f:

TODD LOW ON WEST COAST SHIPS

Todd Shipyards Corp. was apparent low bidder on the Army Transport
"Walker" and the Maritime Commission's AKA "Rankin". If the bids are accepted,
one vessel will go to the new Todd yard on San Francisco Bay and the other to
the Todd yard at San Pedro, Calif.

Page 104 PACIFIC MARINE REVIEW

mm KAiD vic[ mmm m GEiitM mnm

Of TODD PACIFIC SHIPYARD!;

John D. Reilly, president of Todd Shipyards cor-
poration, has announced the election of PhiHp Lemler as
a vice president and general manager of the Company's
San Francisco Bay area operations effective July 1, 1948.
Simultaneously, Mr. Reilly stated that the Board of
Directors of Todd Pacific Shipyards Corporation also
has appointed John D. Reilly, Jr. assistant general man-
ager and Joseph J. Redington, management consultant.
Robert E. Christy was named a special representative of
Todd's activities at Los Angeles, San Francisco and
Seattle.

Tcxld recently commenced operation with modern
shipyard facilities and dry docks at Alameda and with
Pier 36 and shop facilities on Beale Street, San Francisco.

Philip Lemler was born in New York City in 1900
and graduated from the United States Naval Academy
in 1919. Following a course at the Post Graduate School
of the Academy, he graduated from the Massachusetts
Institute of Technology in 1923. He served in the Navy
Yard, New York on two different assignments for a total
peritxl of nine years. While there, he was in charge of
the new construction of the cruisers, U, S. S. Brooklyn
and U. S. S. Honoliiht. He also served for three years
at the Navy Yard, Philadelphia, where he was Shop
Superintendent. He was an instructor at the Naval
Academy for two years in the Department of Electrical
Engineering.

The start of World War II found Mr. Lemler on
duty in the Bureau of Ships in the Navy Department
at Washington. He organized the Facilities Section of
'he Bureau and was charged with the direct supervision
of the wartime expansion of all Navy Yard facilities.
In addition, he had full charge of new construction
facilities in all yards building ships for the Navy. As
far as ship repair was concerned, he was responsible
for providing the necessary facilities for repairing all
Naval and commercial ships in the Continental United
States and at the Pacific Island bases. He developed the
requirements for floating dry docks, from the small
l,()00-ton dry docks tip to the gigantic sectional 80,000-
ron dry docks.

In July 1946, Captain Lemler left the Bureau of
Ships for the San Francisco Naval Shipyard and assumed
Its direction in October of that year. His voluntary re-
tirement from the Navy takes effect on July 1, 1948.

John D. Reilly, Jr. graduated from the Sheffield
Scientific School of Yale University in June 1940. Sub-
sequently, he was employed in various engineering and
executive capacities at the Seattle-Tacoma Shipbuilding
Corporation and the Charleston Shipbuilding and Dry
Dock Company. During World War II he served in
the U. S. Naval Reserve as Ensign and Lieutenant (j.g. )
.uid was assigned to the Philadelphia Navy Yard as an

Capt. Philip Lemler

Photo courtesy of Todd Shipyards Corp.

inspector of shipping. In 1946 Mr. Reilly joined the
Hoboken Division of Todd Shipyards Corporation and
in 1947 was made assistant general manager of that
plant.

Joseph J. Redington has been associated with Todd
Shipyards since 1941 in the New York and Los Angeles
areas in executive capacities.

Robert E. Christy is well known in the West Coast
maritime industry and was associated with the Matson
mterests as the Vice Chairman of their United Engineer-
ing Company, San Francisco, until recently, when Todd
took over their shipyard properties.

Todd Shipyards Corporation is at eight ports in the
United States and in Barranquilla, Colombia, South
America. Yards in the Gulf ports and on the East Coast
include Galveston, New Orleans, Charleston. S. C, Brook-
lyn and Hoboken.

Mr. Reilly pointed out that the acquisition of the
Alameda plant, pictured in the May PACIFIC MARINE
REVIEW, and the San Francisco plant, fills a long-felt
desire for his world famous organization to be repre-
sented in the important port of San Francisco and com-
pletes the chain of Todd's West Coast yards. Todd has
been operating at Seattle since 1916 and at Los Angeles
since 1943. Mr. Reilly said that Todd is no stranger to
San Francisco, having maintained an office in the city
at 486 California Street, for four years. For a short time
during the war, Todd was building ships at Richmond,
California.

CORDUE FIBERS

Modern rope makers use fibers from 1 5 to 20 coun-
tries to produce the various types of cordage used in
industry today, the Columbian Rope Company reports.

E^RLY mmm mmm%

Rope-making was one of the first industries in colo-
nial America, the Columbian Rope Company reports.
John Harrison of Boston was producing rope commer-
cially in 1630.

JUNE • 1943

Page 105

K[[P POSTED

New Equipment and
Literature for Yard,
Ship and Dock

Modern Centralized Motor
Controls for Marine Service

The Ward Leonard Electric Co.,
Mount Vernon, N. Y., has currently
improved and modernized its com-
plete line of centralized motor con-
trols for marine service.

The centralized control board
shown in the illustrations is a typi-
cal example of one of these newly
improved units. They were built by
the Ward Leonard Electric Co. for
the Carrier Corp. for installation on
eight Matson Navigation Co. C-3
freight vessels.

Conforming to A. L E. E. Marine
Specifications and the American Bu-
reau of Shipping Rules, the group
control board provides centralized
control of 29 d.c. motors ranging in
size from 2 to 60 horsepower. The
various motors drive pumps, com-
pressors and fans on the ship's re-
frigeration and air conditioning sys-
tems.

The complete control unit, which
is divided into two sections for ease
of handling, measures approximate-
ly 196" long, 81" high, 29" deep.

Centralized Motor Controls

Angle iron framework, sheet steel
doors and removable covers form a
sturdy drip-proof enclosure and pro-
vide adequate protection to the con-
trol components. Each section is
equipped with four removable lift-
ing rings to facilitate handling dur-
ing installation. Wooden hand rails
mounted on the doors comply with
marine safety regulations.

Water Repellent Ignition Seal

Research and improved develop-
ment were recently completed for
General Motors Corporation's Coach
and Bus Division, on a water repel-
lent ignition seal to be distributed
by General Motors. Developed by
Sherolite Products, Inc., Caldwell,
N. J., the product functions primari-
ly as a protective coating on metals,
wires, and electrical systems against
such corrosions and damages as are
effected by water, condensation,
leakage, acid, fungus, and rust. As a
water repellent coating, Sherolite is
a preventative of the aforemen-
tioned hazards, and in its early form
accomplished a man-sized job of

KEEP POSTED

The details of new equipment or the new literature announced in this department will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansome Street - - - Sen Francisco
Send me descriptive data of the following new equipment or literature es reviewed in

(identify by name of manufacturer and catalog)

NAME

BUSINESS..
ADDRESS...

protecting marine, aviational, and
vehicular engines and metal parts
from the ravages of weather and
heavy duty during World War II.

In its improved capacity, Sherolite
is a thin, workable liquid applicable
to metals and electrical wires or con-
nections by spraying or brushing at
room temperature. It dries tack-free
in 8 minutes, and hard in 45 min-
utes, forming a lasting coat. Since
it contains no petroleum derivative,
Sherolite neither attacks nor softens
even synthetic rubber, such as hose
connections, grommets, or wiring
insulation of low rubber content,
but protects these substances by re-
pellmg all liquids or corrosive ele-
ments.

Dealer agencies in California are
still open. Hough & Egbert Com-
pany have been appointed marine
distributor for California and Ha-

Descriptive Folder on Welding
Instruction Books

The Air Reduction Sales Com-
pany has a descriptive folder which
describes in detail five available
welding and cutting instruction
books.

According to the publisher, these
books, crammed full of material
based on Airco's thirty years of ex-
perience in the welding and cutting
field, will prove valuable informa-
tional and instructional sources for
students, instructors, professional
welders, and design engineers.

Two volumes are devoted to arc
welding, and two to oxy-acetylene
welding' and cutting. The fifth book
is "Manual of Design for Arc Weld-
ed Steel Structures," a 300 page
definitive work, the first of its kind
ever published.

Hydraulic "0" Ring Data Book

Most recent technical publication
of the Crane Packing Company,
Chicago, is their bulletin, "John
Crane Hydraulic 'O' Rings", which |
gives the design engineer complete
data on the recommended groove
dimensions, clearances, finishes, tem-
peratures and pressures for success-
ful performance of John Crane "O"
Rings. The manual contains tabula-
tions of compound specifications
and drawings showing typical prob-
lems of 'O" ring usage.

Page 106

PACIFIC MARINE REVIEW

WIDE urn 1^ m DIESELS

In presenting its Litest models ot
Cieneral Motors Series 71 Diesel
t^enerator sets for marine use the
Detroit Diesel Engine Division has
made available an exceptionally di-
versified selection of electric power
plants ready to meet a wide range of
shipboard requirements. Each of
these compact and completely self-
contained units consists of a GM
Series 71 Diesel engine direct con-
nected to a single bearing generator
and mounted on a fabricated struc-
tural steel base. They are offered in
2, 3, 4 and 6 cylinder sizes having
continuous ratings of 20, 30, 40 and
60 KW respectively, and operate at
1200R.P.M.

In order to introduce the maxi-
mum amount of flexibility into the
line all units from 20 KW to 60
KW have been made available with
two types of cooling. The selection
includes radiator cooled models
which can be mounted at any height
above the water line and heat ex-
changer equipped sets for installa-
tion in those parts of a ship having
ready access to sea water supply.
Power generators are designed for
full load continuous operation at
50° C ambient temperature and are
of drip proof construction.

250,000 mU REACHED

An important milestone in the
production and use of Diesel engines
was reached on March 30th when
the manufacture of the 250,000th
(icneral Motors Series 71 2-cycIe
Diesel engine was announced.

The quarter of si million engines
produced by this one factory repre-
sent an impresive total of over 40,-
000,000 horsepower; four times the
total Diesel horsepower that was in
existence in January 1938 when the
Division first started operations. The
figure is estimated by engineers to
be sufficient to power 190 ocean go-
ing ships comparable to the Queen
Elizabeth.

The introduction of G.M.'s light
weight, high speed, automotive type
Diesel engine has spearheaded a
decade of Diesel industry growth

Seorqe A. Zink. Works Manager of the De-
troit Diesel Engine Division, delivering the
250,000lh GM Diesel engine to V. C. Genn,
e*neral Sales Manager. The unit will be
(hipped to the Euclid Road Machinery Com-
pany In Cleveland, Ohio.

^<^1

Above: 60 KW General Motors genera-
tor set radiator cooled shown with con-
trol cabinet and automatic starting
equipment.

Below: 60 KW General Motors Diesel
marine generator set with heat ex-
changer cooling.

unmatched since its birth in Ameri-
ca just 50 years ago. To Detroit
Diesel Engine Division belongs
much of the credit for pioneering
the principles of mass production in
this industry. Today such vital enter-
prises as transportation, construc-
tion, road building, petroleum, lum-
bering and marine rely heavily on
Diesel power to produce and dis-
tribute hundreds of basic products
essential to our everyday existence.

IKTER^ATIO^M NICKEL
BOOKLET

'ihe International Nickel Com-
pany, Inc., New York, recently pub-
lished a new booklet, "66 Practical
Ideas for Metal Problems In Elec-
trical Products". Thirty-six pages
long, the booklet lists almost 100
service stories showing how electri-
cal manufacturers have used high
nickel alloys to overcome corrosion,
heat, vibration fatigue, wear and
other performance hazards. Prob-
lems were all selected from actual
production in all electrical fields in-
cluding general manufacturing and
electronics, special devices and ap-
pliances.

Also included are special opera-
tional problems such as high tem-
perature, corrosion, formability,
abrasion, fatigue strength, mag-
netostriction. Nearly 100 photo-
graphs illustrate the text.

LiEETiE mm
WATER mm

Weeks-Howc-Emerson Company,
255 Mission Street, San Francisco,
recently announced that they now
have in stock the new approved
Lifetime brand pure drinking water.

Developed, canned and distribut-
ed by The Multiple Breaker Com-
pany, Boston, this water ration is
the result of extensive research con-
ducted by the company's chemists
cooperating with various govern-
ment agencies. It has been accept-
ed by the U. S. Coast Guard and
other government agencies as stand-
ard equipment.

JUNE • I 948

Page 107

mmm mm sport mn

By C. A. HLRBEHTS, [JrEsident, Wizard Boats. Iiil.

An outstanding new design and
construction in boat building has
been recently developed by The
Wizard Boats, Inc., of Costa Mesa,
Cal., who have concentrated for the
past several years on the develop-
ment of laminated plastic sport
and speed boats.

Until very recently little was
done to find better and more suit-
able materials for the construction
of hulls which are subject to the
hardest wear by the elements of na-
ture— weather, water, heat, cold and
sea growth. The majority of sports-
men's small boats for fishing and
hunting are of wood construction
and therefore subject to water log-
ging, dry rot, expansion and con-
traction. Steel boats of the sports-
man type are too heavy and not
buoyant whereas those of aluminum
construction are not shock absorb-
ing and resilient and soon become
battered up.

Wizard's method is first, to de-
sign the required boat, and then to
build the molds. These molds are

covered with many layers of muslin,
woven spun glass, glass mat and
hemp sisal, all of which are tremend-
ously strong in themselves. Each and
every layer is impregnated with syn-
thetic resin and other chemicals
which are then integrated into a
one-piece unit or hull. The next
step is to place these molds, with
the molded, laminated hull upon
the same, in huge ovens where they
are cured at 220 degrees for a cer-
tain period of time, depending
upon the size and style of boat and
the number of laminations em-
ployed. This curing is similar to
that of an automobile tire.

Just recently Wizard concluded
a series of severe tests to satisfy
themselves that the hulls can take
real punishment. A 12 ft. boat was
thrown from a two-story building
several times upon a concrete side-
walk. The only damage was one
broken, wooden gunwale. Then the
hull was turned upside down and
hit several hundred times with a 16-
pound sledge.

Flee* of Whard Lehman Sailing Dinghies.

Next a plank was laid upon the
bottom of the hull, as shown in the
picture, and an automobile was
driven upon it until the hull caved
in under the tremendous weight,
which was expended in one spot.
After the car was withdrawn, the
hull immediately regained its orig-
inal shape, because of its being
resilient to shock. The next test was
that of shooting 22 short caliber
bullets into the bottom of the hull
at a distance of approximately 20
feet. These bullets penetrated only
a little more than halfway. After
these severe tests, the hull was then
equipped with seats and an out-
board motor, tested in Newport Bay,
and found to be leakproof.

Wizard boats, which are in sizes
from 8 ft. to 15 ft. inclusive, have
features heretofore unknown to the
boating industry. They have one-
piece plastic laminated hulls; they
are shock absorbing and resilient
with no seams to open and no joints
to leak, no caulking or bailing and

Page 108

PACIFIC MARINE REVIEV*

no dry rot, no scraping. In addi-
tion to being lightweight and dur-
able, they are heat and cold resistant
and not subject to sea growth.

Prices upon these boats are com-
parable to any high grade boats on

Top; Throwing

building.
Center: After boat hit the

damage was broken gunwale.
Bottom: Wizard boat being hit

sledge hammer. The only d

piece of paint flaked off.

happened to catch.

d boat off top of

ymmm \m\m

M^RIi SUPERINTEIENT

l.uckenbach Steamship Company,
inc. recently announced the appoint-
ment of Ronald Home as marine
superintendent in their Seattle of-
fices.

ARRIVED THIS PORT!

Popular Charlie W. Nelson, Dis-
trict Manager for Crane Packing
Company, at San Francisco, passed
around the cigars on May 14 herald-
ing the arrival of his husky little
son — Carev Havelock Nelson.

the market and they have a full
endorsement by the Balboa Yacht
Club, the Newport Harbor Yacht
Club and many others.

Wizard Boats, Inc. is interested
in securing dealers in various terri-
tories. Further information may be

had by writing the company at P.
O. Box 246-P, Costa Mesa.

Top: Shooting 22 high velocity bullets into
the hull of a Wizard boat, which penetrated
only a little more than halfway.

Center: Automobile being driven on a plank,
collapsing the hull. After car was withdrawn
the boat regained its normal contour.

Bottom: The inside of Wizard 15 ft speed

p: The bow of the 15 ft. speed boat,
cond: The 12 ft. SPORTSTER for fisheri

boat with Top-0-Car Ca

Bottom: 8 ft. Yacht Dinghy.

mm mmm

Appointment of O. W. Bynum
as General Sales Manager of Car-
rier Corporation, manufacturer of
air conditioning, refrigeration and
industrial heating equipment, was
announced recently by A. P. Shank-
lin, Vice President in charge of the
Sales Division.

Since 1946 Bynum has been Man-
ager of Direct Sales. In his new as-
signment, he will continue these
duties in addition to directing the
overall line organization of the Sales
Division under Shanklin.

Bynum joined the Carrier organi-

zation in 19.iO as a student engineer
and has since served in engineering,
sales and management capacities in
the Dallas Atlanta and Chicago
districts.

mm ]mm
BUYS RmHEOK um

Pacific Fankers, inc. has pur-
chased two Raytheon lO-centimeter
Pathfinder Radars for their tankers
McKettrick Hill and Monlebello
Hill.

They operate seventeen Navy
tankers equipped with these radars.

JUNE

19 48

Page 109

FOR SALE
Diesel Generator Sets
150 hp 100 kw

Superior 8 cyl direct conn to 120/240
Deico DC gen on steel bed inci
switchboard.

$2500.00 ea.
Motors to match gen output in all
sizes at salvage prices.

GENERAL MOTORS MARINE

DIESELS

900 hp 12 cyl 744 rpm

with reduction and reverse gear

$3500.00 ea.

Parts available at low prices.

THE LEARNER COMPANY

Ph. LA 3-4727

ALAMEDA, CALIFORNIA

Palmer-Shile Currugated Box

FITLER

LUBRICORE

There is but one genuine

"LUBRICORE"
Self-Lubr!cafing Rope made and
placed on the market by FITLER,
patented by FITLER and easily
Identified as a FITLER product
by the Self - Lubricating
"Green Yarn Center"

^ nimoua sELr-LviticiTmc green tau ceiteh
Beware of imitations —
Ask for "LUBRICORE," the
Self - Lubricating Green Yarn
Center Pure Manila Rope made
by FITLER.

The Edwin H. Filler Co.

PHILADELPHIA, PA.

MANUFACTURERS OF QUALITY

ROPI SINCE 1804

Ideal for moving or storing
parts, the Palmer-Shile Company
signed and built the box (abo
corrugated steel; legs are design
complete accessibility with fork
truck. It is made in any size or lo

heavy metal
Detroit, de-
e) of heavy
ed to permit
or power lift
ad capacities

to meet buyers specifications.

High-Strength Chrume-
Base Concrete

A high-strength, chrome-base re-
fractory concrete, known as Krome-
cast, which is able to withstand tem-
peratures as high as .tIOO degrees F.,
has been developed by The Babcock
& Wilcox Company, officials of its
Refractories Division have an-
nounced. The new product is of
major importance for industrial
furnaces because it makes available
an easily installed concrete combin-
ing the refractory and slag-resisting
properties of chrome-base materials
with the ability to support loads at
high temperatures.

Kromecast, which can be poured
into place as easily as ordinary con-
crete or applied by plastering or
with cement gun, possesses excep-
tional volume stability at tempera-
tures up to 3100 F, while providing
protection against attack by fuel
slags, metallurgical and chemical
slags, molten materials and other
reactive products. The new product
makes the desirable qualities of a
chrome-base refractory available for
many applications in which such a

CATALINA ISLAND
STEAMSHIP LINE

steamer Service to Caialina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
Telephone Numbers: Terminal 2-4292; Teriinn.il 2-429.^ Long Beach 6.^6-563

WHISTLE CALL FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-J802
Member — American Waterways Operators

material cannot now be used.
Kromecast can be installed in a
fraction of the time required for
plastics and, because of its strength
at elevated temperatures, can be
used to construct vertical walls and
roof arches in many types of furn-
aces that formerly had to be made
of less resistant materials.

For use in furnaces where tem-
perature and spalling conditions are
not as severe as those requiring the
use of Kromecast, The Babcock &
Wilcox Company announced a
second new product, Hydrochrome.

This chrome-base concrete has a
temperature use limit of 2800 F. and
is recommended for the great ma-
jority of water-cooled boiler furn-
aces and for metal processing furn-
aces with moderate operating tem-
peratures.

Ship Register l\low Available

The 1948 issue of the ship regis-
ter published each year by the
American Bureau of Shipping is
now available to subscribers. It is
the 80th annual volume of the
"Record of the American Bureau of
Shipping", and contains almost
2,000 pages. The new volume tabu-
lates detailed data on approximately
1 5,000 merchant vessels of the
United States over 100 gross tons
and outline data on 5,500 foreign
flag vessels engaged in commerce
with the Americas.

Of special interest and value to
the shipping industry is the typical
inboard profile plans of vessels con-
structed for the U. S. Maritime
Commission and the Maritime Com-
mission symbol designation which
has been added to the detail "List of
all merchant vessels of 2,000 gross
tons and over built by each ship-
builder in the United States since
1914."

A separate listing of all American
ship owners is included, together
with the names and gross tonnage
of vessels owned by each. The name
and location of shipbuilding and re-
pair plants is tabulated, together
with number of building ways and
capacity of dry docks and marine
railways. The list of changed names
of vessels, alphabetically indexed by
all former names, is most useful in
tracing vessels.

"The Record" is kept up to date
by supplements issued twice a
month, containing changes to exist-
ing vessels and additions of new
vessels. There is also a Special Re-
port Service that is issued daily to
subscribers who wish information
more quickly.

Page 110

PACIFIC MARINE REVIEW

New ^rc Welding Machine

. Air Reduction Pacific Company
announces the availability of the
new Wilson "Wasp Special" air
cooled, engine driven, arc welding
machine.

The "Wasp Special" is designed
to furnish a smooth steady current
and to stand up under usual and
regular duty factor load conditions
in tough construction and mainte-
nance jobs in many varied applica-
tions.

This new 200 ampere arc welder
has a welding range of 25 to 250
amperes at 30 volts, 50' , duty cycle.
It is a lightweight machine that is
easy to handle and ideal for work in
places inaccessible to larger and
heavier equipment. Two convenient
outlets are provided which may be
used for lighting purposes or to
operate universal power tools in an
emergency.

Eggers Distributor for
V.J. Todd & Sons

George Eggers, well known in
West Coast shipping circles, is now
California distributor for F. J. Todd
& Sons, specializing in marine chem-
icals. He has offices at 1 Drumm
Street, San Francisco. His telephone
number — YUkon 6-201 r

Handy Tool Kit

To provide ship builders and
chandlers with a handy way to
tackle a multitude of repair jobs,
Ingersoll-Rand Company has just
announced a compact, portable, all-
purpose tool kit.

The kit includes the new electric
impact tool — with standard acces-
Miries for nut-runnint; and nut-re-

moval, for drilling steel, masonry or
wood, reaming, wire brushing for
carbon-cleaning jobs, and equip-
ment for applying and removing
studs, tapping, driving and remov-
ing screws. The impact tool weighs
only 6' 2 pounds, easily performs all
of these jobs using standard attach-
ments, and saves as much as 90%
rime on virtually all service jobs.

The kit is assembled complete or
with accessories as required. With
standard equipment, the kit contains
the impact tool with a Jacobs collet
type chuck, six hex sockets of vary-
ing sizes, a Morse Taper socket, and
adapter sleeve.

DECK — ENGINE — STEWARD

Complete Stocks —

• PABCO MARINE PAINTS

• MANILA & WIRE ROPE & BLOCKS

• DECK LASHING CHAIN

• DARCOID PACKINGS

"Proved by Service"

DAY OR NIGHT

1705 N.W. 14th Ave. • ATwater 6666 • PORTLAND, ORE.
Across from Columbia Bosin Terminal

JUNE • 1948

Page I I I

CH^IN TONG WRENCH

The new E-Zee Chain Tong of-
fers new features that should prove
of interest to users of this type of
wrench. In addition to the advan-
tage of being instantly reversible,
this ratchet action wrench has, ac-
cording to its makers, 25'. greater
chain wrap than ordinary wrenches.
The chain is of a type that they
claim will not jam under pressure.

The makers recommend the E-
Zee Chain Tong for handling pipe
in corners, coils and banks — any
tight spots where other wrenches
cannot operate. It is provided with
an adjusting bolt for the occasional
job where a tight chain may be re-
quired.

This new wrench is pictured and
described in a new catalog sheet is-
sued by E-Zee Tool Manufacturing
Corp., New York City.

{,mmm rope m\m

Columbian Rope Company has
issued a new catalog listing the
complete line of its rope products.

The new catalog describes the
various ropes made for marine, fish-
ing, drilling, farming, and indus-
trial uses, and miscellaneous special-
purpose ropes. In addition, there is
a section on plastics which describes
Columbian's popular nylon, rayon
and saran rope products. Designed
to provide the buyer of rope with
specifications and other practical in-
formation, the catalog also contains
valuable data on cordage fibers,
manufacture of rope, research and
testing, and hints on use and care.

The new catalog, printed in color,
is abundantly illustrated. It is 8V4
by 1 1 inches in size and runs to 64
pages.

m WIRE ROPE HOIST

A new line of low-cost, low-capac-
iry, wire rope hoists, designed to
bring the advantages of cable and
drum hoisting to a wider industry
group, has been put out by the Yale
& Towne Manufacturing Company.

The new light-duty hoist, known
as the "Load King," will be available
in 1/4, ''2 and 1-ton capacities. The
frame of the portable hoist is a
heavy, one-piece, ribbed-steel cast-
ing, constructed for use with lug.
plain trolley, motor trolley, or
winch-type mounting, and the hoist
is equipped with a large-diameter
drum with machine-cut grooves for
guiding the cable as it winds. The
specially - designed reversing - type
motor is rated to operate under con-
stant service with full load without
destructive overheating.

Wire Rope Hoist

YALE

m PLASTICS SAILBOAT

A new 12-foot sailboat, with a
one-piece plastics hull which is said
to be 10 times as rugged and al-
most half as light weight as average
wooden boats of the same size, was

Plastics Sailboat

shown for the first time at the an-
nual Motor Boat Show in New York
recently.

According to Beetle Boat Com-
pany, manufacturers of the craft,
the new sailboat weighs only 300
pounds and accommodates six per-
sons. Its unusual strength is gained
from a glass matt material and a
plastics resin from which the hull
is molded in one piece by the Gen-
eral Electric Plastics Division at
Pittsfield, Mass.

Designed with a flexible mast of
aluminum which is said to de-
crease the possibility of capsizing,
the boat is said to permit greater
speed because of its light weight and
the fact that the hull is molded in
a single piece. It is non-sinkable,
leak-proof, and requires practically
no maintenance for the hull. It can
be stored without regard to climate,
is resistant to corrosion and decay,
and is impervious to .salt water and
worms, it was said.

-^ POCKET ELECTRODE GUIDE

Air Reduction Sales Company.
New York City, has announced the
publication of a new pocket guide
to Airco arc welding electrodes
which presents all the facts pertain-
ing to the most commonly used Air-
co electrodes along with helpful
data regarding the factors to be con-
sidered when choosing an electrode
for a specific job.

The profusely illustrated, 4x8
guide is thumb-indexed for ready
reference. Information on each elec-
trode mentioned in the guide m-
cludes description, recommended
application and welding procedure.
Also included is a two-page NEMA
standard color marking chart and an
electrode comparison chart which
matches up the various electrodes •
on the market with their respective
A.W.S-A.S.T.M. classification.

A free copy of the guide is avail-
able from the company on request.

Paae 112

PACIFIC MARINE REVIEW

Car Shakeout Saves time - labor - money

at The Port of LONG BEACH

Quickly — mechanically — and economically, the Robins
Car Shakeout unloads hopper-boHom cars for shippers
at the Port of Long Beach — another of the many facil-
ities available at America's Most Modern Port.

Bulk commodities like coal, coke, salt, limestone and
ore can be unloaded "broom clean" by two men in
unbelievably short time, usually two to five minutes
and rarely as much as fifteen minutes. One man opens
and closes the hopper doors and the other operates
the Shakeout which is placed astraddle the car with a
five-ton hoist.

The Car Shakeout — the Bulk Commodity Terminal
which reduces loading time 400% — f^>e modern sheds,
are just a few of the reasons this Is the preferred port.

AMERICA'S MOST MODBRN PCHiT ^ ^ J^ W^^ ■" ^% Wk ^M ■ J^

BOOK REVIEW

AMERICAN YACHT REGISTER, 1948 Edition,
published by Lloyd's Register of American Yachts.
Price $20.

Included in this 1948 Edition are more than 7500
listings, including sail and power craft. In the latter
division the greater portion of new entries confirms the
predicted trend to smaller yachts, with only a small per-
centage of those recently constructed exceeding 60' in
length.

A gradual influx of ex-government craft, now con-
verted to peacetime pleasure purposes, will be noticed
in some of the sizeable yachts which are making their
initial entry in the current book. While many of the
larger and more luxurious prewar steam and diesel
yachts seem to have been removed from the category of
pleasure craft — some of them having been converted to
commercial purposes — familiar ones are returning to the
fleet again.

More than 600 fresh entries have been added to the
1948 issue to compensate for the 400 odd that have been
deleted during the past year, as obsolete, destroyed, etc.
With the increase of cruising in both sail and power
craft, the Yacht Club section becomes a valuable asset to
the reader, with entries of many newly organized or re-
activated clubs throughout the country listed for ready
reference.

The lithographic Hag plates now illustrate over 3000
private signals and 750 burgees, in many cases bringing
into the picture for the first time the flags that have
sprung into being during the postwar year. The flag
plates only, bound separately, are available at S7.5() per
copy.

JUNE • I 948

Tanker, Salinas, Gets New General Electric Radar

F. P. Richmond, Port Engineer, is shown trying out the new General
Electric "Electronic Navigator" just installed in the SALINAS pilot-
house. This is model MN-IA, operating on a lOcm wave length
which is generally recommended tor open sea work. 3cm operation
is also available in the "Electronic Navigator", usually for ships
plying inland waters. This unit was furnished and installed by Ets-
Hokin & Galvan.

The SALINAS is the former Navy tanker HUDSONIAN, and was
converted by the owners, the Hillcone Steamship Company, for
West Coast runs. Ets-Hokin & Galvan also did the eiecfrical con-
version work on the vessel. Captain Perry K. Countryman is master
of the SALINAS.

NOW in Our

NEW PLANT

Expanded Manufacturing Facilities

Specializing in Panel Boards, Switch Boards
and Generator Confrof Boards

COLUMBIA
ELECTRIC MANUFACTURING CO.

275 Steuart St., San Francisco
Phone: GArfield I-6I0I

OHM

SHIP SERVICE
COMPANY

it MAINTENANCE

it BOILER CLEANING
if TANK CLEANING
it SHIP PAINTING

Ben Ohm, Owner
Phones — GA 1-5217 * GA 1-5216

Ohm Ship Service Company

SHIP SCALERS

289 STEUART STREET
SAN FRANCISCO 5. CALIFORNIA

Eugene V. Winter Co.

Engineers • Manufacturers' Representative

AMERICAN HAMMERED PISTON RING DIV — KOPPERS CO.

NATIONAL TRANSIT PUMP AND MACHINE CO.

THE MAXIM SILENCER COMPANY

RED HAND COMPOSITIONS COMPANY

SIMS PUMP VALVE COMPANY

15 DruRim St. DOuglas 2-2714 San Francisco 11, Calif.

Cooper-Bessemer Announces
Pacific Coast Sales Changes

Stanley E. Johnson, vice president and director of
sales of the Cooper-Bessemer Corporation, Mount Ver-
non, Ohio, manufacturers of gas engines, diesels and com-
pressors, recently announced the following rearrange-
ment of the company's Pacific Coast sales organization.

John Rogers will continue as the company's Pacific
Coast Manager with headquarters changed to San Fran-
cisco. Phil Mettling is serving as manager of the Los
Angeles office, and John McKissick has been transferred
from San Francisco to Seattle. James Combs has been
transferred from the Mount Vernon sales department to
the sales department in San Francisco.

Roach Appointed hy Western Ship Service

Appointment of Perry Roach as Superintendent for
the Western Ship Service Company's operations and
service on San Francisco Bay has been announced by
Murray Simpson, General Manager of the company.

Roach was formerly Superintending Engineer for the
Williams-Diamond & Company and served as Port En-
gineer for the War Shipping Administration at Halifax,
N. S., and at St. Johns, Newfoundland.

"Who does not see then, that every year hereafter,
European commerce, European politics, European thought
and European activity, although acnially gaining greater
force and European connections, although actually be-
coming more intimate, will, nevertheless, relatively sink
in importance, while the Pacific Ocean, its shores, its
islands and the vast regions beyond, become the chief
theater of events in the world's great hereafter. " — Wil-
liam H. Seward, in the U. S. Senate, July 29, 1852, in
:idvnrnrin(j a <;iirvpv nf the Arrrir ;ind Pacific Oceans.

est Coast Engine

I'lic- West Co.isr linjj;inc & Hquipmcnt (lompiiny,

•irinc and industrial distributors for (jeneral Motors

•rics 71 Diesel engines, have opened a new and well

|uipped sales and service plant in Berkeley, California.

riie site is Ashby Avenue close to the eastern terminal

the San Francisco Bay bridge, easily accessible from

I her San Francisco or Oakland.

( ompletely modern in every respect, the new Berkeley
iilding incorporates general offices, complete parts de-
ircment, spacious well lighted shop, and a showroom,
■iking in appearance, that is visible for nearly half a
lit in either direction. The service shop, covering an
CM of approximately 4,000 quare feet, is outfitted with
c latest tools and equipment. Everything necessary for
luiucting complete engine diagnosis and overhaul has
■CM provided. For example, a Monorail equipped with
(I -'-ton electric hoists runs the length of the shop and

■ ts down material handling time to a minimum. An

■ igiiie test stand with air brake can be adjusted to the
oper load for any G. M. Series 71 Diesel engine.

'ther important shop equipment includes a shop crane
ith 2-ton hoist, 60 ton hydraulic press, paint spray
luipment. complete welding apparatus and a small
'ist proof room for Diesel engine injector repairing.

II cleaning and testing operations are performed in a
)' X 50' outside yard adjacent to the main shop area.

The West Coast Engine & Equipment Company em-
oys an expert crew of factory trained mechanics who
\c established an excellent reputation for service skill.

1 his young organization headed by Muirson C. Wright.

iius R. Williams and Eugene C. Rhea has had a re-
larkable record of development in the short time since
. formation. It was in July 1947 that these three former
ftroit Diesel Engine Division men with three em-
jDyees started operations in a small Oakland shop on
L-nnison Street. In less than one year it has grown to
; organization of 25 people with full operating branches
. Fort Bragg and Eureka. In addition, the West Coast
igmc & Equipment Company has appointed G. M.
lescl sales and service dealers at Monterey, Brauscomb,
'escent City, Santa Cruz and San Francisco.
Besides General Motors Diesel engines, the West

(Oast Engine & Equipment Company are distributors
ilr Nordberg marine gasoline engines.

op: Eite

view of West Coast Engine and Equipment Company.
il view of West Coast Engine i Equipment Company's
ship whicti has facilities for complete engine diagnosis

threads. <=»"** "fagainst pressure
high safety f^'^f^^nrstandards.xes,
and operatmg »t;^'"^„„ds pressure.
1^4" «° ^° .• larger have renev,able
S::s^No.''763M-,No.765 screwed.

STEAM VALVES GLOBE

Complete line of »-f stives for
globe --t-SijXes up to 150
steam working P%avy globe valves
pounds. Alsoextrahea yg^^^ ^^^^^
for P-^essures up to (- ^^own.
Bolted bonnets. No. / 3

MARINE ANGLE VALVE ^^^^^.^j,

B^°"" 'l^ •'Z" bXd bonnet,
non-metall.c disc, ^-^^^ „p

SngerangrNo.774.

,,p.ovea.yU-er-^r
Laboratories. '»=• " .yg
300 LB. HOSE GATE VAUVE^^

Non-ns.ng ''^"^'/^stos packit^g-
Large stuffing box. as ^^ ^t,^,„.
Screwed type with cap ^ ^^^^

Sixes 1^4 an'12'2

SPECIAL VALVES ^^„„,,

Greenberg makes any type ot,

valve for P""^-" ^^-iP.Tture. Let us

t::Jo.%':;:'-- -------

Prompt delivery.

No. 763

STABILITT ."-' 1554

BRONZE PRODUCTS

GREENBERG

lUNE

1948

M.GREENBERGSSONS

765 Folsom St • EXbrook 2-3144
San Fraocisco 7 • California

let Ancili^ • Seitllt • Porlind • Sill lite Cll) • Oenier • (I Piso • Ni« lork • Miitlerd • Wisblottti, B.C.

Page 115

C. J. HEPBY COMPLY

John A. Logan, Manager, San Pedro Branch, C. J. Hendry Co

Section of Fishing Department.

Ralph E. Grimes, Columbia Electric Mfg. Co

COLUMem ELECTRIC
IN ENLARGED MM

Conveniently located adjacent to
The Embarcadero in San Francisco,
Columbia Electric Manufacturing
Company is now in its new and en-
larged headquarters at 275 Steuart
Street. George E. Fletcher and Ralph
E. Grimes, co-partners in the firm
which was established in 1926, are
well-known for the manufacturin"

of panel boards, switchboards and
generator control boards, and special
control boards for power installa-
tions.

Prior to World War II Columbia
Electrics work was mainly for large
buildings, schools and industrial
plants. During the war the company
produced a vast number of units
for the Navy and Maritime Com-
mission in addition to carrying on
its original work.

PAriCir MARIMF RFVIFW

SOUTHERN CALIFORNIA'S LARGEST

t SHIP
DiSMANTLERS

^LIBERTY SHIP EQUIPMENT t

• MAIN ENGINES

• BOILERS

• CONDENSERS

• TAILSHAFT

• REFRIGERATION

• EVAPORATOR

• PUMPS

«f

^
^

^

^

^

•f

e FUEL OIL TRANSFER; BALLAST; FIRE AND

'» BILGE; FUEL OIL SERVICE. 4-

f MANY OTHER ITEMS OF LIBERTY SHIP EQUIPMENT. T

|» _ _ _ „.«„... . . „ "^

DIESEL GENERATORS

20 KW 120V DC 30 HP GM 2 cyl. 1200 RPM.

100 KW 3/60/450AC 150 HP GM 3 cyl. 1200 RPM.

200 KW 3/60/450AC 450 HP GM 8 cyl. 1200 RPM.

1200 KV^ 525V DC 1700 HP GM 16 cyl. 750 RPM.

II DIESEL ENGINES

225 HP GM 2100 RPM 6 cyl.

|l800 HP Fairbanks-Morse 800 RPM 10 cyl. O.P.

1700 HP GM 16 cyl. 750 RPM.

J900 HP GM Electromotive 12 cyl. 744 RPM.

DIESEL CARGO VESSELS

lOGross Tons. LS.T.; 900 Gross Tons, L.S.M.; 400 Gross Tons, L.C.I.

REPRESENTATIVES FOR:

BALDT ANCHOR & CHAIN CO.

CHESTER. PA.

NUMEROUS OTHER ITEMS OF

MARINE EQUIPMENT

Attractively Priced Immediate Delivery

PHONE

WIRE

WRITE

NATIONAL
ETAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND. CALIF.
LOS ANGELES: NEvada 6-2571

Cable: NACOR

Great precision marks every step in the production of
Garlock Metal Packings. These [products are carefully
designed by skilled Garlock engineers; they are pre-
cision-machined by skilled Garlock mechanics; they are
made from metals [Droduced to Garlock specifications.
Their superior performance and long life on many
thousands of applications, therefore, is no accident. It
is the natural result of the accuracy, the precision and
the know-how entering into the production of every set of
these packings. So wiiatever your metal packing require-
ments may be, Garlock can serve you to your satisfaction.
Ask the Garlock representative or write for catalog.

THE G.VRLOCK P.XCKING COMIWN'Y

P.\LMYK.\. X. Y.

San Francisco Los .Angeles

Seattle Portland

C. H.

Charles H. Johnson has recently been appointed Man-
ager of the Marine Department of Combustion Engineer- j
ing Company, New York. |

A mechanical engineering graduate of Notre Dame,
Johnson spent some years as an engineer officer in the
U. S. Coast Guard, resigning in 1919 with the rank of
Lieutenant Commander. He then became associated with
U. S. Steel's Federal Shipyards as assistant to the chief
engineer and in 1945 became chief engineer, which
position he held until taking over his work with Com-
bustion Engineering.

During the war he was granted leave to serve with the
U. S. Maritime Commission as coordinator of engineer-
ing and as technical advisor to Vice Admiral Howard L.
Vickery, vice chairman of the Commission. In this
capacity he became widely known as an authority on i
propelling machinery. |

-^ Charles H. Johnson

British Consul-General Honored

The picture below was taken recently at San Francisco's
Bohennian Club at a luncheon given by Joseph A. Moore
of the Moore Dry Dock Company In honor of British
Consul-General Cyril H. Cane.

Page 118

PACIFIC MARINE REVIEVI

J

I

for

Steam

J^pecialtleif caii

■flnckot

£!<LULpment

<?o.

Also Marine Distributors for

GOTHAM

THERMOMETERS & GAUGES 1

AMERICAN HAMMERED PISTON RINGS 1

HELWIG

SPEAR CARBON BRUSHES

Pier 3

San Francisco

Phone: GA 1-6506

Factors of importance in

SHIP REPAIRS

PRECISION BORING
AND GRINDING

The ability of our precision tool
department to process a job and
come up with the answer is well
illustrated by our precision boring
and grinding service. We are
equipped to bore jig fixtures and
dies maintaining center distances
of plus or minus .0002" with a
range from 16 to 30".

Consult our engineers on any prob-
lem pertaining to metal fabrication
or handling.

GENERAL ENGINEERING & DRYDOCK COMPANY
Executive Offices 1100 Sansome Street, San Francisco, Calif.

Telephone GArfield 1-6I6S

\\ c show here e<]uipnient (
piuli to precision limits
lent:ths — 8" on H" '
diameter 4H"-

grind threads of .iny
— Maximum thread
ork piece, maximum

JUNE • 1941

Page 119

MARINE DEPARTMENT

AETNA INSURANCE CO.

MATHEWS & LIVINGSTON

QUEEN INSURANCE CO.

•

MARINE UNDERWRITERS

MARITIME INSURANCE CO., LTD.

317 MONTGOMERY STREET . . SAN FRANCISCO

FIDELITY PHENIX FIRE INS. CO.

AUTOMOBILE INS. CO.

Offices at: Colmon BIdg.. Seattle • 1 1 1 West 7th St.. Los Angeles

Walfer T. Wells,
president and gen-
eral mgr., Superweld
Corp.

Frank White Retires

Frank G. White, Chief Engineer for the Board of
State Harbor Commissioners, Port of San Francisco, re-
tired on April 30th, after 37 years of service, announces
Robt. H. Wylie, Port Manager.

Mr. White was appointed assistant engineer in 1911,
and was elevated to his present position in 1916. Dur-
ing his 37 years of service he figured largely in the de-
velopment of the modern port that exists today, and
served as consulting engineer on various port projects
and foundation problems in Vancouver, B. C, Portland,
Oregon, Santa Barbara, Long Beach and San Diego, as
well as in the San Francisco Bay Area.

Mr. White is past president of the American Associa-
tion of Port Authorities; life member, American So-
ciety of Civil Engineers; past president, San Francisco
Kiwanis Club.

PUGET SOUND
BRIDGE & DREDGING COMPANY

SINCE 1889

Shipyard Division

SHIP REPAIRING AND CONSTRUCTION

COMPLETE FACILITIES

DRYDOCK AND GRAVING DOCKS

1500 FT. DOCKAGE. WHIRLEY CRANES

AND ALLIED SHOPS

STEEL FABRICATORS AND ERECTORS

GENERAL CONTRACTORS

ELiot 2072
2929 - 16th Ave. S.W. Seattle 4, Wash.

Superweld Corporation

Organization of Superweld Corp., to engage in the
electric copper brazing of steel, localized heat silver
brazing, bright annealing, and in the manufacture of
specialized metal products, is announced from Glendale,
Calif. Walter T. Wells, chairman of the board of direc-
tors, and one of the founders of Lane- Wells Company,
has been elected president and general manager. Other
officers elected include Robert E. Jones, formerly with
the Ray Control Division, vice-president; and C. B.
Lansdown, formerly assistant treasurer of Warner Manu-
facturing Company, secretary-treasurer. In addition to
the above directors, Harold C. Hill of General Electric
Company, Los Angeles, and William M. West of West
& Co., specialists in builders hardware, are directors.

Superweld Corp. has purchased all furnaces and bra.-
zing equipment of Warner Welded Products, and leased
the building with an area of 17,000 square feet and ad-
ditional land for parking and loading facilities at 708
Hawthorne Street, Glendale.

In addition to performing a highly modern and effi-
cient brazing and metal treating service for industry
throughout California, Superweld will manufacture a
line of revolutionary new products of its own design and
will market them throughout the United States.

Successful Voyagers

Below, left fo right: E. Russell Lutz. Vice President of the
American President Lines; George L. Crow, District Man-
ager, Federal and Marine Division of the Apparatus Dept.
in San Francisco: and htughes Ogilvie, Engineering Repre-
sentative for General Electric who went on the SS PRESI-
DENT CLEVELAND'S maiden voyage to the Orient.

RES'OENT CLLVELAND

Page 120

PACIFIC MARINE REVIEW

u

pflSTUJIS* BULK CflRRI*RS,inC.

"* Worldwide Tankship Transportation

SEATTLE 4 PORTLAhO) 4 SAH FRANCISCO 4 LOS ANGELES LONG BEACH

international sfiipping Co., inc. 706 Lewis Building 150 Sanscme Street, pier a, (.ong 8eac^

719 irctic Building Pier, XolumBia Basin Terminals Pier 35

f^M

COASTWISE LINE

W

MODERN COASTWISE STEAMSHIP TRANSPORTATION

LOS ANGELES . SAN FRANCISCO . OAKLAND . ALAMEDA . PORTLAND . SEATTLE . TACOMA

SEATTLE 4

Tternational shipping CO.,
719 Arct ic Bui Idi ng
SEneca 1676

PORTLAND 4

SAN FRANCISCO 4

150 Sansome Street,
Pier 35

YUhon 6-UllU

LOS ANGfeLES

LONG BEACH

Pier A, Long Beach
Long Beach 6-U007
Long Beach 6-»758

SCO JOBS OFFERED BY MW

', All types of skilled mechanics, machinists, welders
I and riggers are needed for civil service jobs at Naval Net
I Facility on Saipan, Ralph L. Cornely, Mare Island em-
ployment representative, has announced.

I Refinery mechanics and fuel gaugers are needed at
; Naval Fuel Farm and also on Saipan and jobs for ord-
1 nancemen are available at Naval Ammunition Depot,
I Guam. Professional and technical positions are also

! available for immediate placement in the Marianas.
Income tax exemption, six weeks paid vacation a year
and excellent recreational facilities are features of jobs
111 the Marianas.

Applicants will be interviewed by Mr. Cornely at
California Department of Employment offices on the
following schedule: Every Monday at 121 23rd St., Rich-
mond; every Tuesday at 1690 Mission St., San Francisco;
every Wednesday at 13th and Madison Sts., Oakland;
.Hid alternate Thursdays at 49 East St. James St., San Jose,
and 1 1 1 South Sutter St., Stockton.

President Pero

of

Arqenti

companie

d by Emmet J

McCo

rmark

of New York,

vice

preside

nt ot

Moore-Mc

Cormack Line

. duri

g the

visit of the G

ood

Neiqhb

or lin

er ARGENTINA to Bue

OS Ai

es on

her first postw

ar

oyaqe to the

East Co

jst of South A

mericd

. Thi

picture was U

ken

when P

reside

nt Peron

went aboard

as a

orma

gesture of we

com

e to the

Ame

rican-flaq

ship that bea

rs the

name

of his nation.

Me

Tlbers 0

the

President

s staff (includ

ng Dr

Hor

toncio Quijano, v

ce prcs

dent

of Arge

tiua, directly

behind Mc

Cormack) are

als

n th

s picture

The ship als

0 call

ed a

Rio de Janeiro

anc

Santos

Brail

: at Mon

evideo, Urugu

syan c

pital

and at port-of

■Spa

in, Trini

dad.

n the Bri

i* West lndi<

'•

JUNE •

1948

PRESIDENT PERON OF mmm
mm THE m[mm

Page 121

BILCE CLUB PRESIDENTS

1ft" ' ff

} RPPP"'"ipH

f i X^^M

^^B

S^^^^^h'Iv^cV- ML w '^^ '^''^'W^^M

-. ^^^^C^^^^B^BHH^I

wKKf' '''V'lHPm

pA^WF

-' •

■ « ^^^^^^^li^^^^^^^^^^^H

K^w, /

--. '•'•

PMR reporters stumbled into this shot of

the entire group o< past

presidents of the Bilge Club at a luncheon meeting held at the

Long Beach Athletic Club to draw up hi

Hot for election of 1948-49 Board of Governors for the Bilge Club. Left to right: A. R.

Bert Pegg, Marine Solvents Corp.; Lloyd

Moore. General Petroleum; Albert O. Pegg, International Paint; Jack Malseed. Shell

Oil; Dan Dobler, The Texas Co.; Walter

C. Richards, Wilmington Iron; Harry Summers, Retired, Army; R. W. Duke Decker, San

Pedro Tug; J. M. Joe Costello, J. M. Costello Co.; T. B. Forster

Forster Shipbuilding Co.; A. F. Boro, J. M. Costello Co.; T. W.

Peters, Standard Oil; John Eidom, Hanc

ock Oil.

PACIFIC TRUNSPOm
PURCH/ISE PROGRAM

Richard A. McLaren, president of
Pacific Transport Lines, Inc., recent-
ly announced that his company has
embarked on a long-range purchase
program as a result of an extended
survey in the Orient and of Com-
pany operations there.

First acquisition is the 10,800
ton Colgate Victory purchased from
the Maritime Commission at a cost
of $1,005,431. She will be renamed
the Hong Kong Transport, and
shortly be placed in the company's
regular dry-cargo and refrigeration
service between California, Philip-
pines, China and Japan.

The new vessel is the Victory
type, a war-designed ship which

Richard A. McLaren, president.
Pacific Transport Lines.

has proved successful in peacetime
operation. She is of 10,800 dead-
weight tons, speed 17 ¥2 knots with
turbine propulsion of 8500 horse-
power. She was built by the Oregon
Shipbuilding Corp. in 1945. Her
new master will be Captain K. A.
Shannon.

This is the fourth vessel pur-
chased by the Line since its organi-
zation less than two years ago. The
other three are modern C-3 type,
18-knot vessels of more than 13,000
deadweight. They are the Pacific
Transport, Philippine Transport and
China Transport.

The total program is scheduled
to be completed this year. The com-
pany intends to own all its tonnage.

Headquarters of the Line in San
Francisco are at 244 California
Street. Company offices are located
in Los Angeles, New York, Detroit,
Chicago and Washington. Jardine,
Matheson & Company, Ltd., rep-
resent the Line in China and Hong
Kong. Everett Steamship Corp. are
agents in the Philippines and Japan.

CLOR^L SHIPPING COMPLY

Announcement has been made of
the establishment of the Global
Shipping Company Inc., who have
opened offices in the Balfour Build-
ing, 351 California Street, San
Francisco. The purpose of the com-
pany is to engage in the movement
of full cargoes in all directions.

Manager of the new firm is H.
H. Pierson who is well known in
shipping circles on the Pacific Coast.

GENERAL mi

E. George Hartmann

John A. Roebling's Sons Com-
pany, Trenton, N. J. manufacturers
of wire rope and wire products,
through E. C. Low, vice president in
charge of sales, announces the ap-
pointment of E. George Hartman
as general sales manager.

Hartman, who brings to his new
position over twenty-nine years'
experience in the wire field, has
been associated with the Roebling
Company since 1940.

Widely known in the industry,
he is a member of the Wire Asso-
ciation and the American Iron and
Steel Institute.

Page 122

PACIFIC MARINE REVIEW

PROVED by 50 years of user satisfaction!
IMPROVED by constant Pabco research!

h J

Immediate and Dependable Service in All Principal Ports

THE PARAFFINE COMPANIES, INC., SAN FRANCISCO • NEW YORK

Slondord Marine Paint Co.

)5Ji W Anahe.m, Long Beach, CaUI-

Stondard Distributing Co.

271-91(1 SI., Son fronci.co, Calif.

ibuttd by

Mardcn ( Hogiit

1705 N.W. Mlh Ave.. Porllond, On

ol Supply Co.
, Seallle. VVoiti.

DAD^^ MARINE PAINT
rM\E>\^\J DISTRIBUTORS

INDUSTRIAL & MARINE
SUPPLIES

Belting — Packing — Gauges

Valves — Fire Extinguhhers

Hose — Steam Traps

Thermometers

Distributors for
PABCO MARINE PAINTS

R O S S M A N

INDUSTRIAL

SUPPLIES

Our trucli assures prompt deli'
2S00 Western Avenue
Seattle, Washington
Phone: SEneca 0260

COMPLETE

SHIP CHANDLERY

SERVICE

Prompt Service — Experienced per-
sonnel, offers choice of right
equipment for every need on all
Deck, Engine & Steward Supplies.

Distributors tor
Pabco Marine Paint

MARDEN & HAGIST

Complete Ship Chandlery Service
1705 N.W. 14fh, PORTLAND 9, ORE.

COMPLETE LINE

OF

BRUSHES, MOPS.

CAULKING

COMPOUNDS.

AND OTHER

MARINE SUPPLIES

Distributor
Pabco Marine Paints

Prompt delivery service
anywhere in Harbor area.

STANDARD
MARINE PAINT CO.

1545 W. Anaheim Blvd.

Long Beach, California

Phone 6-4251

STANDARD

DISTRIBUTING

COMPANY

271 Ninth Street

San Francisco, California

UNderhili 1-1014

Distributon for
22 Years ot

PABCO MARINE PAINTS

BRUSHES . . . SUNDRIES
PAINTERS' SUPPLIES
INDUSTRIAL PAINTS

Exclusive Distributors for Plant Magnesia
Products

Manufacturers and Distributors of Plant
Packings

Also Distributors for Raybestos Manhattan
and B & W Insulating Firebrick

PLANT

ASBESTOS CO., INC.

Phone UNderhill 1-2874

Phone Ent. 10367

941 - 16th STREET

SAN FRANCISCO

OAKLAND • SAN JOSE • MODESTO

iiartht- Parry OInr;i0rattmt

WEST COAST MARINE DIVISION
« JOINER 4 BULKHEADS ^ DOORS ^ FURNITURE ^

^ IMMEDIATE SERVICE ON SHORT-TERM CONTRACTS ♦

Read Walker^ Log
m the
Chart Room

Walker's
"TRIDENT"
Electric Log

enables the Navigat-
ing Officer to take a
log reading over the
chart at any moment
— a great advantage
ai night or in fog.

Of all Nautical
Instrument Dealers

THOS. WALKER & SON, LTD.

SS Oxford SI

fiirmlngtum, England

An officer aboard the ESSO PARKERSBURG studies the
scope of a newly installed Sperry radar set.

Sperry and Radiomarine Radar

To be Installed on Forty ESSO Tankers

Placing of contracts for radar sets, to be installed on
40 of its seagoing tankers, is announced by Standard Oil
Company ( New Jersey ) . The Company has completed
arrangements for the purchase of 20 sets each from
Radiomarine Corporation of America and Sperry Gyro-
scope Company, as the first step in its program to equip
the 90 vessels of Esso's American and Panamanian flag
fleets with radar.

The marine radar equipment to be installed under
the present contracts utilizes new postwar designs which
are especially prepared for commercial vessels, reports
M. G. Gamble, general manager of Jersey's marine oper-
ations. The sets operate on a frequency band of 9320-
9500 megacycles ( 3-centimeter wave length ) and are
fitted with 12-inch viewing screens. A Radiomarine radar
set has been under test aboard the Esso Paterson and a
Sperry set aboard the Esso Parkersburg. Radar instru-
ments of other rypes and manufacture are operating on
a trial basis aboard other tankers in the Esso fleet.

With the adoption of this new advance in navigational
aids, Standard Oil Company (New Jersey) becomes the
largest user of commercial marine radar in the world.
The Company was also the first tanker operator to in-
stall gyro-compasses and radio direction finders through-
out its fleet of deep water vessels.

Installation of radar sets will be made on the tankers
while in port undergoing voyage repairs and it will take
about a year to complete the program.

CROSSli THE HEtEESPO^T

Huge ropes 28 inches in circumference were used by
Xerxes, the Persian general, to move his vast army
across the Hellespont in 480 B. C, it is reported by the
Columbian Rope Company's historian. The great ropes
held together 674 merchant ships, moored in two rows,
and supported a plank roadway that stretched from
shore to shore, a distance of V^ of a mile. The giant ropes
held the floating bridge in place for the seven days and
nights required for the men, horses and chariots to
cross the treacherous waters.

Page 124

PACIFIC MARINE REVIEW

00)0^

PRODUCTS

For every purpose
Aboard Ship

FAST SERVICE C

WITH
ECONOMY

Co/; C. "F/ogs" Bennetf, Mission 7-3085

OAMLENITE

lL RtPLACEMENT

- J—

V3IAMLEN1TE reduces accumulated combustion deposit to a fluffy
powder which the draft normally carries up the stack. Its action reaches
everywhere — tubes, passes, refractories — even areas that are inaccessible
to ordinary hand cleaning. In addition — Gamlenite has the exclusive
property of Gamlenizing all metal surfaces —
^^^^ which means that it nrovides corrosion-resist-
ant properties that minimize re-accumulation
nbustion deposit, and greatly extend
^ the life of all boiler metal parts. Send lor
Bulletin 454 which gives complete details.

<.^»*'^!^v

'^-^:^i^

1469 Spring Gort

195 Son Bruno A-

1 1 Broodw

Avenu« — Pittiburgh 12, Pa.
,e-San Frantiico 3. Calif.
-Now York i, N. Y.

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA
S. S. SANTA FLAVIA
S. S. SANTA LEONOR

These C-2 fast freight vessels, equipped with refrigerator
space, and limited passenger accommodations, together
with modern chartered tonnage, supply frequent service
between —

BRITISH COLUMBIA
OREGON

and
Mexico Central America Panama

Ecuador Peru Bolivia

WASHINGTON
CALIFORNIA

Colombia
Chile

SEATTLE SAN FRANCISCO LOS ANGELES
White Building 2 Pine Street 523 W. Sixth

SEneca 4300 SUtter 1-3800 Michigan 7811

VANCOUVER

991 Hastings St., W.

PAcific 7271

PORTLAND

738 Mead Bldg.
CApitol 1013

f and Sfocti m Alt Prii

41-52 37th ST.. LONG ISLAND CITY 1. N. Y.
STIIIwell 4-N40

kwi Portable Power Units

A long-standing need of power utilities and industry
using power for a compact, easily moved, short-notice
source of emergency electric current may be filled within
the next few years by mobile gas turbine plants now
under development by AUis-Chalmers engineers.

Studies have already been made of 3000 and 6000 kw
units to be mounted on railway trucks for rapid move-
ment over normal railway track or comparatively irregu-
lar freight and utility yard tracks, Allis-Chalmers reports.
The proposed units could operate as a sole source of
power or could be synchronized with an existing power
system.

Simplicity, extremely smooth operation and no require-
ment for water would characterize the gas turbine plants,
according to Allis-Chalmers engineers. Operating on oil.
the units would require only fuel line connections to tank
cars or storage tanks, in addition to the electric trans-
mission line connection.

The prime mover of the 3000 kw unit operates on
the simple gas turbine cycle with regenerator. With an
inlet temperature of 1300 F, the unit would have a fuel-
bus efficiency of about 23 per cent at full load. Mounted
on eight carrying axles arranged in four standard freight
car trucks, the power plant would weigh approximately
230,000 pounds. Sufficient oil-tank space is built into the
unit to permit full load operation for at least six hours.

The turbine unit is coupled to a 3600 rpm generator
through a reduction gear. All working air for the gas
turbine plant and cooling air for the generator is taken
in through filters in the side walls of the cab. AU electrical
equipment and synchronizing apparatus is built into the
cab.

General arrangement of the more powerful 6000 kw,
3600 rpm unit is identical to the smaller power plant,
except that the inlet temperature is 1150 F, and a gear
will not be necessary. Efficiency will be approximately
21 per cent. Total weight would be about 500,000
pounds, with tanks loaded for eight hours operation and
the unit ready for service. If a higher efficiency unit with
limited life is desirable, the 6000 kw size gas turbine
can be built for 1300 F gas inlet temperature, in which
case the efficiency would be 23 per cent and the generator
output would be increased to 7500 kw.

Standard draft gear and air brakes would permit these
power plants to be moved in freight trains. The regen-

The ready accessibility of the Diesel engine is well ^fl
shown in this picture. Opposite picture, the water taxi.

erator and the air exhaust stacks for generator and re-
generator must be removed for standard clearance.

The mobile gas turbine plants appear to be a very
promising source of extra power which can be made
available within a few hours. Where regular power plants
are out of operation when a disaster strikes, such units
could be located on a rail siding from where they could
very quickly deliver power into the existing system.
Similarly, industrial plants faced with a sudden tem-
porary need for extra power could put a mobile power
plant into operation, to avoid the expense and time
involved in construction of a powerhouse. It could also
provide emergency service during service shutdowns or
turbine failure.

DIESEL POWERED MM UW

A recent development and popular addition to the
stock line of boats built by Equitable Equipment Com-
pany of New Orleans, La., is the GM Diesel powered
"Water Taxi." Originally intended for use by several of
the major oil companies in conducting off-shore drilling
operations, the "Water Taxis ' have attracted considerable
favor in many other fields by virtue of their aU around
adaptability. They are now being employed as call boats,
dredge tenders and work boats for transporting person-
nel or light freight to and from water site jobs. The tiny
craft measure only 28'6" in overall length and have a
beam of 8'6". Draft (loaded) is 2 '4". Although it has
an outward resemblance to a pleasure craft, the "Water
Taxi ' was designed specifically as an industrial boat.
This point has been emphasized by extremely rugged
construction enabling the small ship to stand a lot of
abuse. The hull and superstructure both are fabricated
entirely of electrically welded steel. The two transverse
bulkheads are of 10 gauge steel plating. Ten gauge ma-
terial is also used for the shell and deck plating while 12
gauge is employed throughout in the cabin construction.
The cabin top is glass insulated and sheathed with ma-
sonite, plywood, transite or aluminum. Windows are of
the automotive type having aluminum frames set in
rubber. Diamond tread aluminum floor plate is employed
in the cockpit.

Propulsion power for the "Water Taxi" is supplied
by a 100 HP 3-cyIinder General Motors Series 71 Diesel
engine equipped with a GM hydraulically actuated re-
verse gear. "Finger tip control" of the reverse mechanism
makes the "Water Taxi" an easy and responsive craft to
handle. The stainless steel shaft is direct driven from
the GM Diesel engine and turns a bronze 3 blade
propeller of 18" diameter. Top speed with the engine
running at 2000 RPM is approximately 15 MPH. Port
and starboard fuel tanks have a capacity of 66 gallons
each, enough for about 20 hours of top speed operation.

In addition to the 28 ft. model the Equitable Equip-
ment Company produce a 34 ft. version of the "Water
Taxi which is also powered with a General Motors
Diesel engine.

Page 126

PACIFIC MARINE REVIEW

OVERHAULED. TESTED

AND SET WITH STEAM FOR —
ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN
at the

Thomas i Short Company

245 Fremonf Street
San Francisco

YUkon 6-0294

<a[i^l^]Mggaiff^^C©,J(i^C

TERCO PRODUCTS CO. — Weif Coos* RepresenfaNves
»41 Howard Street. San Francisco 3. Colif.

MOORE-McCORMACR

\y\v\\\\\ vs iiKi*i'iiiJ< s iJ.M<:

IVci^lil ami Pa88eiip;rr SiTvicc 1icIw<tii tin- Kast
Coa-I of llniti'd States ami the cminlrics of

iiKA/.ii. • iiM<;i \^ ■ ak<;kntina
i»A4'iFir iiKi*! iiurs xvsv.

Frfif;lit anil Passenger Service between the West
Coast of I'nited States and the eountries of
HKAZII. • IJRUGIAV • AlUiKNTINA
A>IKKirA> M ANTir 1J.\K

Freight and Passenger Service between the East

NORWAY
POLAND

Coast of United States and the conntries of

DENMARK SWEDEN

FINLAND RUSSIA

VoT complete information apply

MOORE - McCORMACK

140 CALIFORNIA STREET

San Francitro II. Calif.

S30 WEST SIXTH STREET

Loi Anselci U, Calif.

DEXTER-HORTON BUILDING

Scallle 4. Waihinglon

BOARD OF TRADE BUILDING

Portland 4. Oregon

744 HASTINGS ST. WEST

Vancourrr. B. C.

OgicM in Principal Citit, of the tForld

y^ —

'

m

rwri /',

iirt lliiili

1- III

i.jn,

V. a;,

.,r.-i;,(.,

rtnack

i.i

that

i's vi'iTttlt'ti tun
ISO i.htin, lust
le/ji. trimapurt'
1.23') Itimpi nil
nl :U. till. Ill 1

II

1
1

„/ ,.-.,

rar^i
hrr-i

. ■Iiiili-i
i.msihilili

'■"W"

ill /imr ,./.rlMs. (m.
Ut-rrh,,,,! \l,„,n. ,,„

,« Ik '•

k-l

It sirii

111 III 11,1,

<■

'"

'

^ ,- PACIFIC

precision P«'

' 9ty;il(CMAJ4CEtS •

[AtaiNjE

SHIPBUILDING AND DRY DOCK COMPANY

EVERETT, WASHINGTON

SHIP REPAIR . 10,500 rON
& CONVERSION DRY DOCK

T'AC Open-End Hlrench

The new T.A.C. open-end ratchet
wrench shown above is designed for
use on pipe, tube, conduit, cable,
and rod fittings where an ordinary
ratchet cannot be used. The ratchet
heads operate in a T'/'i" arc or less,
which makes it ideal for restricted
areas.

The T. A. C. tool was originally
designed for shipboard use, and is
standard equipment on all U. S. Na-
val vessels, but its time-saving quali-
ties are making it indispensable in
the aircraft, automotive, railroad,
petroleum, electrical, and other in-

dustries. In the Douglas Aircraft
plant alone, the T. A. C. wrench cut
a tedious 3-hour job on the DC-6
to less than five minutes.

T. A. C. ratchet heads, sockets,
and accessories may be bought sep-
arately or in sets in practically all
sizes. An adapter also makes it pos-
sible to use standard sockets with
the T. A. C. ratchet head.

Descriptive literature or informa-
tion on dealerships and distributor-
ships available from the C. J. Hendry
Co., 27 Main Street, San Francisco.

Kidde Water Extinguisher

Kidde Water Extinguisher

Walter Kidde & Company, manu-
facturers of portable and built-in
fire protection equipment, have re-
ceived U. S. Coast Guard approval
of their 2!/2-gallon water extin-
guisher. The portable unit weighs
42 pounds and is intended for use
on Class A fires.

Davis Hardwood Company
Moves

Davis Hardwood Company re-
cently announced removal of the
company's office, mill and yards to
its own property at 757 Beach St.,
San Francisco. The company has
two warehouse buildings designed
for the operation of lift trucks. One
two-story building of reinforced
concrete construction houses the
mill for the manufacture of hard-
wood plywood.

The company was established
thirty-six years ago by the late Wil-
liam Davis Sr.

Gerald H. Wagner Dies

The Pacific Northwest area man-
ager for the Maritime Commission,
Gerald H. Wagner died of a heart
attack at his home in Seattle May
11. He was 54.

Wagner was prewar traffic man-
ager for Mitsui & Company at Seat-
tle for some years and went with
the Seattle Port of Embarkation for
the Army in 1941. He has been with
the Maritime Commission in that
area since 1942.

American Steel
Warehouse Association

At the Annual Meeting of the
California Chapter of the American
Steel Warehouse Association, held
April 2, the following 1947-48
officers were unanimously re-elected
for the year 1948-49:

President, James D. Tayler, Tay-
ler & Spotswood Co.; Vice Presi-
dents, Paul Childs, Earle M. Jorgen-
son Co.; George W. Boole, A. M.
Castle Co.; Secretary, Harry Levitt,
Dunham-Carrigan & Hayden. Chap-
ter Directors, Willis Kyle, Kyle &
Co.; Hill Bain, Crucible Steel Co.
National Director, James D. Tayler.

Southworth Appointed
by Pedrick Piston Rings

Herbert L. Southworth has been
appointed Pacific Coast representa-
tive for the marine and industrial
division of Wilkening Manufactur-
ing Company, makers of "Pedrick"
piston rings. "Herb" Southworth's
office is at 110 Market Street, San
Francisco.

Sundfelt Expands

E. G. Sundfelt, president of Sund-
felt Equipment Company, Inc., Seat-
tle, announces that the company has
moved to a new location at 220
Hudson Street, Seattle.

The recently completed facilities
provide five acres of enclosed, paved
plant space, with approximately 47,-
000 sq. ft. of warehouse facilities,
25,000 sq. ft. of shop facilities, and
a modern 60' x 75' brick office
building. A 750' railroad spur into
the plant yard and a 50-ton stiff leg
derrick are also included in the
firm"s expanded facilities.

The Company handles both new
and used machinery and equipment,
specializing in marine, power, in-
dustrial and construction fields.

Page 128

PACI FIG MARINE REVIEW

GENERAL VOYAGE REPAIRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Comp/efe Welding Facilifies
CAVANAUGH MACHINE WORKS

FRANK CAVANAUGH
220 East B Street. WILMINGTON. CALIFORNIA

GENERAL MANAGER

Phones: TErminal 4-5219. TErmlnal 4-5210

HAVISIDEXOMPANY

Qh IP' ^f===^'§^^lP ^ • L /t^

Jjhip r^i^^rA \\ //^Yl\\ // oDernck lOar^ei

^ail nlakeri ^^^^*«^===,,^,==*=^^^^ ^alvaae \Jperationi

40 SPEflR STREET

snn FRflncisco. s

EXBROOK 0064

TOUMEYI^i

£€TRI€ And
GII\EERII\G CO.

PILOT MARINE CORPORATION. New York. N, Y

Slqnalrnq, Communicating and Lighting Egulpmen

BENDIX MARINE PRODUCTS

PNEUMERCATOR CORPORATION (New York)
qes: Liquid Level, Ships Draft, Pressure, Boiler Wate
PLANT MILLS DIRECTION INDICATOR

AND ENGINEERS ALARM
A. WARD HENDRICKSON t, CO . INC.
Lighting Fixtures and Spe

Synchro Ma

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING .. . POWERBOAT EQUIPMENT . . . SOUND
POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

GArfield 1-8102

SAN FRANCISCO

115-117 Steuart Street

KEEP CARGO %%

Alco

Detroit

Electromatic

Henry

Weatherhead

Kerotest

Razico

White Rodgers

Detroit

Marshalltown

Gauges

Thermometers

Brunner

Frick

Globe

Dole Cold Plates

Condensers

Cooling Coils

^ErRICERflTION

1 STEUART STREET

ill

Also, exclusive refrigeration distributors of
EutecRod Weldrods.

COMPONENTS

SUtter l-5«94

SAN FRANCISCO S

Change of Command at Kings Point

After two years as Superintendent, in Command of the
United States Merchant Marine Academy, Kings Point,
N. Y., Rear Admiral Richard R. McNulty relinquished
his post to Rear Admiral Gordon McLintock on April 1.

Admiral McLintock becomes the fourth Superintendent
of the Academy, his predecessors before Admiral Mc-
Nulty being, Captain J. Harvey Tomb, USN (Ret'd.),
and Rear Admiral Giles C. Stedman, now vice-president
of the United States Lines.

Because of the torrential rain the outdoor ceremonies,
planned for participation by the entire Regiment of
Cadet-Midshipmen were canceled and the proceedings
were broadcast to all hands over the Academy public
address system. Admiral McNulty introduced the new
Superintendent over the air, who read his orders direct-
ing him to take Command, at the conclusion of which.
Admiral McNulty 's flag was hauled down and the new
Admiral's personal flag broken out.

The new Superintendent was then introduced to the
administrative and academic officers of the Academy,
drawn up in formation on the Quarterdeck in Wiley
Hall.

Following the brief ceremonies, the Regiment of
Cadet-Midshipmen, representing 44 States, Alaska, Porto
Rico, Hawaii, the Philippines and the Canal Zone, re-
sumed their daily routine.

Admiral McNulty left for Washington, where he will
devote all of his attention to his duties as Assistant Chief
of the Bureau of Training of the Maritime Commission
and Supervisor of the U. S. Merchant Marine Cadet
Corps.

Admiral McLintock, the new Superintendent, has had
long experience in the Merchant Marine, including Com-
mand at the age of 24. He entered the Bureau of Marine
Inspection of the Department of Commerce in 1930, in
New York City, rising rapidly to Chief of the Examina-
tion Section in Washington in 1937, where he had charge
of centralizing, standardizing and modernizing the ex-
aminations and experience requirements for Merchant
Marine deck and engineer officers throughout the entire
country. He became Chief of the Casualty Division of
the Bureau in 1940, having cognizance over the investi-
gation of marine casualties and collisions, and the trials
of officers and seamen in the merchant marine. Entering
the merchant marine training program of the Maritime
Commission as a Naval Reserve Officer in 1942, McLin-
tock remained in that activity, serving first as Chief

Inspection Officer, then as Special Assistant to the Chief
of the Bureau of Training, with the rank of Commodore.
In 1941, Admiral McLintock represented the Department
of Commerce in the Naval Inquiry into the burning of
the Normamlie. He represented the United States as
delegate to the International Meeting in London on Aids
to Navigation, in May, 1946, served in a similar capacity
at the International Meeting on Radio Aids to Air Navi-
gation in London in September, 1946; again was a dele-
gate from the United States at the International Civil
Aviation Organization at Montreal in October 1946;
and at the International Meeting on Radio Aids to
Marine Navigation at New York and New London in
May 1947. He was one of the Maritime Commission's
representatives at the International Labor Organization
Conference at Seattle in June, 1946. He is also the
Maritime Commission representative on the Executive
Committee of the U. S. Radio Technical Committee for
Marine Service, and is Chairman of the Merchant Marine
Decorations and Medals Board. He is prominent in the
development of the use of Radar on merchant ships and
presently serves as President of the Institute of Naviga-
tion.

Admiral McNulty is the sixth generation of his family
to follow the sea. He was born in Gloucester, Mass., and
attended Gloucester High School, graduating from the
Massachusetts Nautical School in 1919 and School of
Foreign Service, Georgetown University in 1922.

McNulty, through more than 20 articles, which ap-
peared in newspapers, shipping and naval periodicals
during the period from 1925 to 1938, urging adequate
education for merchant officers, was the pioneer of the
federal program for the training of officers for the mer-
chant marine and the naval reserve. He has headed the
program since 1938. On April 1, 1946, he was awarded
the Legion of Merit by the Secretary of the Navy for his
outstanding services during the war. In 1940 he received
the Naval Order from the President of Cuba for his
assistance in the organization of the Cuban Naval and
Merchant Marine Academy. Prior to his government
service. Admiral McNulty was Fleet Operating Manager
and Assistant to the President of C. D. Mallory Company
and Mallory Transport Lines. In recognition of Admiral
McNulty's achievements in the interests of the American
Merchant Marine, the Georgetown School of Foreign
Service has created the McNulty Scholarship, which is
awarded annually to an outstanding graduate of the
U. S. Merchant Marine Academy.

Page 130

PACIFIC MARINE REVIEW

Cor DBS Bros.

M DAVIS STREET GARFIELD 1-83SS

SAN FRANCISCO 11. CALIF.

MARINE SPECIALTIES

ALLENITE SOOT ERADICATOR

ALLENCOTE REFRACTORY COATING

BUHERWORTH TANK CLEANING SYSTEM

COFFIN PUMPS

FLEXITALLIC GASKETS

FRANCE METALLIC PACKING

KOMUL ANTI-CORROSIVE COATING

LESLIE REGULATORS & TYFON WHISTLES

SANDUSKY CENTRIFUGAL CAST LINERS

SEA-RO PACKING

The Isherwood Systems
of Ship Construction

There is an Isherwood System for every type
of mercantile vessel

Eminently suitable for Oil Tankers ....

Designers and Specialists in Hull Construc-
tion and Reconversions

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED
4 Lleydi Ave., London E.C.3 17 BaHery Place, New York

Propeller Design

• Save Fyel

• Increase Speed

• Eliminate
Vibration

Send ui your prob-
lems ... we special-
ize in propeller de-
sign.

VILLIAM LAMBIE, Naval Architect
21 & East C Street Wilminqton, California

.AMBIE PROPELLERS

LET US BE YOUR PACIFIC
NORTHWEST REPRESENTATIVE

for

YOUR PHOTOGRAPHIC PROBLEMS

From land, sea or air
over 8000 ship photos in our files

WILLIAMSON S'
MARINE SALON PHOTO SHOP

81 -A Marion St. Viaduct. Seattle, Wash.
ELiot 3533

Jf N E • 1948

i

H0U6H & EGBERT CO.

311 CALIFORNIA ST. . DOuglas 2-1860 • SAN FRANCISCO

Rapresenting

WALTER KIDDE & COMPANY. INC.

Rich Smolce Deleting System

Lux Fire Extinguishing System

Selex-zonit I'irc Detection System

AMERICAN ENGINEERING COMPANY

Steering Gears • Dedc Machinery

Vapor Car Heating Company Service

HOUGH Patent Boiler Feed Checks • LANE Life Boats

SCHAT Davits

CONSULTING ENGINEERS • MARINE SURVEYORS

SURVEYORS TO BUREAU VERITAS

MARINE DISTRIBUTORS FOR SHEROLITE PRODUCTS

FOR NAT-LEA-KENNEDY ASSOCIATES

Morrison & Bevilockway

ESTABLISHED IN im

MARINE PLUMBING
STEAM FiniNG and SHEET METAL WORK

Sole Agents and Manutacturert 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 ^^^ Fremenf St.

Telephone DO 2-2708-09 San Franeiaee

At Nfgftt Call Jordan 7-2252— f«r//af«a« 3-«7I2

THE KELVIBf-WHITE
COMPASS

The steadiest com-
pass for any vessel,
sail or motor.

S^rWe for descriptive circolars.

KELVIN & WILFRID 0. WHITE CO.

4645 Faculty Ave., Lenq Beach 8, Calif.

BOSTON NEW YORK BALTIMORE

fO State St. 38 Water St. 14« N. Gay St.

SHIP REPAIRS-mERSIONS

MAIN 3122

24 - Hour
Service

Two places fo serve you

PIER 66, SEAHLE I. and WINSLOW
NO JOB TOO SMALL — NO JOB TOO BIG

COMMERCIAL SHIP REPAIR

J. J. Feafherstone

E. A. M«cl

Page 13!

mmn hu m\u

Marden & Hagist personnel. Left to right: Arthur Hosfeldt,

John SIpMa, Kenneth Hagist, Dick Smdelar, Cliff Ingham,

Ed McCormlck.

Established five years ago by Kenneth N. Hagist and
John V. Marden, Marden & Hagist is one of Portland's
youngest ship chandler firms. The company carries a
complete stock for ships in the Port of Portland in addi-
tion to a full line of small boat parts for commercial
fishing and sport cruisers.

Schenley liquors, in Bond, are carried in stock by
the firm. Located at 1705 N. W. Fourteenth Avenue are

»3fcG Mach

the main office and warehouse, heavy goods are carried
in Warehouse No. 2 at 140 N. E. Broadway and
chain and deck lashings are stored at Albina Terminals.
An agent is maintained at Goos Bay, Oregon, and all
ships are contacted at that port as well as at Portland.

Personnel of the company includes Kenneth N. Hagist,
President, who has been in the ship chandlery and marine
electric field in San Francisco and Portland for the past
twenty years; Richard G. Sindelar, Vice President and
Sales Manager who has handled marine cordage for ten
years; Edward McCormick, Purchasing Agent and Office
Manager, formerly with Comercial Iron Works; and the
Sales Staff, consisting of Clifford Ingham, former Swan
Island Material Man, John Sipila, commercial fishing tug
boat pilot who was a pilot on a U. S. Army Transport
tug, and Arthur Hosfeldt, former lieutenant in the Navy,
a submarine and LCI commander in the South Pacific.

The following are the manufacturers represented and
their items in stock: Pabco Marine Paints, Plomb Tools,
Perkins Marine Hardware, A. Leschen and Son Wire
Ropes, Greant Western Manila Ropes and Twines, Apco
Life Saving Equipment, Ray-o-Vac, G. E. Lamps and
Radios, General Pacific Fire Extinguishers, Darcoid
Packings, U. S. Rubber Hose and Belting, Olympic
Ranges, Wasmer Galv. Bolts and Nuts, Pheoll Brass
Screws, McKinney and Sergent Hinges, International
Chain, Thomas-Laughlin Co. Marine Forgings, Dirigo
Compasses, Ampco Non-Sparking Tools, Primus Stoves.

elow. Left: Interior of showroo

Right: Exterior view

Marden & Hagist.

\ Knot and a Mile Has to be Explained Every so Often.

Your automobile runs 55 miles an hour (under war-time speed limits) — if you have gas and tires. That kind
of a mile is a statute mile, or land mile, equal to 5,280 feet.

A ship's speed is expressed in knots. A knot is not a unit of distance; it is a unit of speed, equivalent loosely
to one nautical mile per hour.

A nautiicd mile is equal to 6,080 feet, nearly one-sixth more than a statute mile.

When a ship's speed is 30 knots (a very high speed at sea) it means the ship is traveling 30 nautical miles
per hour — or, roughly, 34% land miles per hour.

Page 132

PACIFIC MARINE REVIEW

^

me
tvieui

JULY 1948

..^-•' ■

^^^JHB^ ^iji^~£^~ ~i ."*; View of Todd's los Ange/es Division, con-

\,^ ^j^^^^'JSjli «Bi^ 5 veniently located at the head of the main

i ^C"^^^ ^. * . *.-:*rji 5on Pedro Channel of Los Angeles Harbor.

Sr*m^

o"** ..j-^«* housing "P ^„

V-/VER whatever sea route a vessel approaches
tl; coasts of the United States, she will find a modernly equipped Todd
Sipyard at a nearby port. Wharves, dry docks, shops, materials — all are
rady for quick, efficient action. In addition, staffs of marine architects,
egineers and other specialists are on hand, prepared to work alone or
vth an operator's consultants. Whether your vessel needs minor repairs
o thorough-going "modernization," call on Todd. . . . Mobile service is
a.o available at anchor or at dockside.

wm

ti^- ^

• V/ eld inspection by Gamma-Ray
Radiography— modern technique
in use at Todd yards— records in-
ternal cracks or cavities on film.

LOS ANGELES DIVISION • SEATTLE DIVISION
Conveniently located on Atlantic, Gulf and Pacific Coasts
NEW YORK • BROOKLYN • HOBOKEN • CHARLESTON. S. C. • NEW ORLEAN

:§^

v^

wv

J. S. NINES

Pubdsfier

i. N. DaROCHIE

Attlttant
Publlther

T. DOUGLAS MacMULLEN

Editor

I. N. DeROCHIE. Jr.

Attltfant
Manager

PAUL FAULKNER

Pacific Coasf
Advertising Mgr

DAVID J. DeROCHIE

Asslsiant
Los Angelet

rEORGE W. FREIBERGER

LOS ANGELES OFFICE
|I3 Wilshlre Blvd., Beverly Hills
{•phone — BRedshaw 2-6205

SAN FRANCISCO

I Telephone— GArfleld 1-4760

''tb$erlpfion rafes:

Me year, $2.00; two years
!.S0: three years, $5.00; for-
• |n, $1,00 additional per year
"gle copies, 25c.

TABLE OF CONTENTS

Fifty-Fifty Edilorinl By T. Douglas M.icMullcn

Army Transport Service and Shipping

Con\ersion of the Transports "Shanks" and "Ainsworth"
Rccutting Teeth on Main Gears
Installation of Folding Hatch Covers

Panama Canal Tolls By M. J, Ryan

Aluminum — In the President Cleveland and President Wilson

The World's Greatest Naval Base — San Franci.sco Bay

Giant Whaling Factory

Arabia Imports "Magic Carpets"

The Designer Had a Reason For It By Rny A. Hundley

Pacific World Trade

The Problem of Establishing Steamer Freight Rates
New Matson Terminals at Honolulu
June Meeting of Junior World Trade Association
Globe Completes Mechanization

Coast Commercial Craft

Moore Dry Dock Building Standard Oil Barge

Marine Insurance

JULY. 1948

27
28

36
.38

40
42
4.S
46
48

Harold S. Dohbs

By "The Chief

"Sk

ipper

The London Letter

Admiralty Decisit>ns B)
"Running" Aliens
The Law Changeth

Your Problems Answered
The Screw

Steady As You Go! By Th
"Where Am I?"

On the Ways

T-2 Tanker Converted for French by Todd

Oil To Molas.ses

Bethlehem's Alameda Yard Busy

With the Port Engineers

Port Engineers of the Month: Glen G. GuKin, Fred P. Ritchie

Los Angeles Society June Meeting

Meters and Control for Marine Power Plants B>' V, A. Rumble

Running Lights

News Flashes

Keep Posted

5.3
55
57

59
61
62

64

69

78
90

PUBLISHED AT 500 SANSOME STREET

SAN FRANCISCO 11. CALIFORNIA

^^ Rope Gets Its Start In Columbian's Philippine Bodegas . . .

Loose bales of Manila fibre from the provinces are being received at the Columbian Rope Bodega grading and packaging planti in the Philippine!

^^C^^Sfjf^UX/l- Field Force Assures
Best Manila Fibre For COLUMBIAN ROPE

From fibre-producing plantations now gradually
being restored in the Philippine Islands, comes the
selected moniia fibre that goes into Columbian Tape-
Marked Pure Manila Rope.

Columbian representatives, constantly in touch
with the better plantations, contract for the raw fibre
before it is ready to pack or bole — to make sure of
getting the best quality. The selected manila fibre,
tied in bultos for easy handling, is transported to

Columbian's warehouses, or bodegas, where it is
graded and baled for shipment to our mill.

Entirely rebuilt since the war's devastation, Colum-
bian warehouses and other facilities are completely
modern, strategically located, and managed by ex-
perts in judging and buying fibre. Columbian main-
tains this on-the-scene service to guarantee the best
in manila fibre supply. You benefit from this far-
reaching program, get better, more dependable rope
when you select COLUMBIAN — The Rope of the Nat ion.

COLUMBIAN ROPE COMPANY

400-90Genesee St., Auburn, "The Cordage City," N. Y.

Page 26

PACIFIC MARINE REVIEW

FIFTIFIFTY

HEN CONGRESS APPROVED the European Recovery Program, the American ship-
ping industry and American industry in general won two signal victories. One was the
refusal to pass the State Department's plan to give or lend five hundred of our ships to
beneficiary nations, and the other was the provision that fifty percent of cargo be trans-
ported in American ships There is a catch in this 50-50 deal, however, and it brings into
focus again the disadvantage which our shipping constantly faces. It is a disadvantage under .
which no vital industry should be forced to labor.

It is true that each of many industries seems most vital in a national emergency. Usu-
ally it is the industry with which we as individuals are most concerned It may be shipping,
or steel, or oil, or food Let us say that all are vital. All are vital, and all need protection.
There should be no obstacles placed arbitrarily in the way of such industries by competitive
industries with selfish motives, but when there are such obstacles the people as a whole
should work to overcome them.

The joker in the 50 percent provision is in the requirement that the rates must be
"market" rates. If American rates are above the "market," the protection of the law is lost.
It would be unfortunate indeed if sluggish methods of the government, past and present,
were to contribute to an avoidance of the intent of Congress.

Happily, the recently appointed Director of Transportation for the ECA, Arthur G.
Syran, is the type of official who will make 50-50 mean FIFTY-FIFTY if it can be done,
and American ships, insurance companies, banks and labor will get the fair division to which
they are entitled Mr. Syran has just returned from Japan where as Chief of the Water
Division in General MacArthur's headquarters, he conducted a survey of Japanese shipping
facilities. As an Army colonel during the war he was Chief of Ocean Traffic for the War
Department, and has been executive assistant to the president of the National Federation of
American Shipping, and had previously been special assistant to the chairman of the Mari-
time Commission Final details for the flag division of shipping have not been worked out,
but the general plan is reported to be control of the funds country by country, and to shut
off the money wherever the law is flouted. The American shipping industry has its part to
play. So has the Maritime Commission, the Army, the Treasury, and various others.

As the cargo volume grows, the industry may get a break the like of which it has not
been getting in Canal tolls, or in ship sales, or in subsidies, or in depreciation rates, or in rail
and air competition. It has had and will always have many problems, which recalls to mind
the apt admonition of a Stanford professor that we "store up a great stock of enthusiasms, for
we will lose many of them along the way and may reach the end of life with an empty heart."

(A later progress report on cargo distribution will be found in "Flashes," page 80 of
this issue. )

JULY • 1948 Page27

Army Transport Service
and Shipping

Conversion of the Transports
"Shanks" and "Ainsworth"

Recutting Teeth on Main Gears
Installation of Folding Hatch Covers

IN A TALK given May 27 by Colonel W. W. Moore
of the Office of the Chief of Transportation, Depart-
ment of the Army, before the Society of Naval Archi-
tects and Marine Engineers at Old Point Comfort, Vir-
ginia, he traced the vital relationship that exists between
the Merchant Marine and the Army Transport Service.

There have been many complete conversions of trans-
ports from wartime to peacetime service, and the work
just performed on the David C. Shanks and the Fred C.
Ainsuorth at the San Francisco Yard of Bethlehem
typifies the effort of the Army to coordinate its vessels
with merchant shipping and the support of private ship-
yards. These two vessels were given the "safety con-
version" treatment required by Coast Guard regulations,
and in the course of the work certain -outstanding fea-
tures were brought to notice which will interest the
industry as a whole. But first let us quote at length from
Col. Moore's remarks so there will be full appreciation
of the part the Army takes in shipping matters. He says:

Any action taken with regard to the strengthening of
the Merchant Marine is of vital interest to the Army
since the size of the forces which can be deployed and
maintained overseas in advancing the security needs of
this nation, either in peace or in war, is dependent upon
the ability of the Merchant Marine to supply the ship-
ping required. Defense of this country can best be con-
Page 28

ducted beyond the American Continental limits, and
the initiative must be retained by the United States once
the conflict has begun. The maintenance of an Army
fleet capable of launching and supporting an expedi-
tionary force of the size required for defense of this
nation would be extremely costly and wasteful, and
therefore reliance must be placed on the maintenance of
an adequate merchant fleet under the U. S. flag capable
of expansion to meet the overwhelming needs of war.
Fifty-four million deadweight tons of ships were built
under the direction of the Maritime Commission — to
say nothing of the Navy's gigantic construction program
and the Army's construction program of approximately
20,000 miscellaneous vessels, plus a large ship conver-
sion program. By the end of the war, merchant shipping
under the control of the united nations had grown to
an aggregate of 90,000,000 dead weight tons. Yet at no
time during the war was there a surplus of shipping.
Rather, there was a constant demand for more. I cannot
leave this subject without a brief remark about reefer
ships as I have strong personal feelings in the matter. I
think we fell far short in providing sufficient ships to
meet our requirements.

We received only eight tenths of one cubic foot of
reefer cargo per man per month during the entire cam-
paign period. We figured a minimum of two and one-
half cubic feet per man, and three cubic feet per man as
being desirable. In view of this, I recommend that we
commence providing reefer ships along with other ships
at the beginning.

The fact must not be overlooked that in order to
offset our lack of shipping at the beginning of World
War 11, we were obliged to divert to the building of
ships tremendous quantities of critical material, notably
steel, which might otherwise have been utilized for other
scarce war equipment. Except for the necessity of build-
ing as many ships as possible, we could have produced
the needed tanks, guns, and other combat equipment
more rapidly.

While the Department of the Army expects to main-
tain a small fleet of vessels for specialized services in-
cident to the support of forces which will be manning
the outlying bases of the Armv, it is the present policy
to utilize the merchant fleet of the United States to a
marked extent for transporting Army cargoes. Present

PACIFIC MARINE REVIEW

The FRED C. AINSWORTH on trial run on San Francisco Bay.

Army plans call for the transport of 75 per cent of
such cargo by commercial vessels. This policy of the

Colonel Fenton S. Jacobs, Port Commander, an-
nounces the following distribution of Army sponsor-
ed dry cargo moving to the Orient through the San
Francisco Port of Embarkation on dry cargo ships for
the seven months period ending June 30, 1948: (in
stowed tons)

American President Lines 149,878 tons

Pacific Far East Lines 149,350 tons

States S S Co 148,301 tons

Pacific Transport Lines 143,229 tons

Sudden & Christensen 139,193 tons

American-Hawaiian S/S Co 20,840 tons

Total _ 7507791 tons

Colonel Jacobs said that in order to provide an
equitable and impartial distribution of all cargo, a
Cargo Allocation (Committee w.is set up in December
1947 to assure all concerned of a rigid, fair and
equitable distribution of dry cargo, limited only by
the ability of the individual steamship operator to
offer space to the Army.

i Department of the Army was established in order to
I assist in fostering a healthy merchant fleet under our

flag that will be capable of the rapid expansion that will
be required in the event of another war. The small fleet
that the Department of the Army plans to maintain will
be utilized in supplying those areas which are not nor-
mally served by the commercial fleet of our country, and
it will be entirely inadequate for the support of mobili-
zation of the Army should such action become necessary.

The Army of today is a global Army and Shipping is
the major requirement for its support. To support the
planned overseas forces of the Army during the period
in which we have occupational forces in Germany and
Japan, it has been estimated that 247 vessels will be re-
quired. The planned overseas garrisons of the Army dur-
ing the post-occupation period, after the withdrawal of
tlie occupation forces, will require the employment of
153 vessels. For instance, during the occupation period,
it is estimated that 990,000 troops and their dependents
will be moved yearly to and from overseas areas and
3,645,000 measurement tons of military dry cargo will
have to be lifted annually to support this force.

It will be necessary for the Army to maintain and
operate certain vessels for specialized services. The Army
maintains bases in out of the way places that are not
normally served by the commercial shipping lines of the
United States and it is necessary to transport personnel
and supplies to these bases. In the Pacific Ocean Area
(Continued on page 75 1

JULY

1948

■'age

29

Conversion of the Transports
''Shanks" and ''Hinsworth'

Nearing completion of an extensive conversion in
the San Francisco yards of the Bethlehem Steel Corp., the
Army Transport Fred C, Ainsworth. sister ship of the
U.S.A.T. Daiid C. Shanks, will shortly rejoin the Army's
Fleet of Transports carrying Officers, Troops, Army De-
pendents, and Army Cargoes between the Pacific Coast
and the Orient.

These two vessels, which were built by Ingalls Ship-
building Corp. at Pascagoula, Miss, in 1942 for the Mari-
time Commission, were converted by builders to troop
transports and delivered to U.S. Army Transportation
Corps.

The Fred C. Ainsivorih. built as S.S. Pass Christan,
M. C. Hull No. 166, was launched Nov. 20, '42, and given
her Maritime Commission sea trial May 31, 1943, before
her ultimate delivery to the Army. This vessel, the nine-
teenth ship built and delivered by the Ingalls Corp.,
was originally contracted for as a single screw, geared
turbine propelled, shelter deck cargo vessel of 7,900
gross tons. A change in the construction contract reas-
signed the hull to the United States Lines as a passenger
and cargo ship. While still under construction, a further
revision was made in the contract, whereby the vessel
was converted for use as an Army Troop Ship.

For the past ten months the vessel has been un-
dergoing an extensive conversion in the Bethlehem
yards. All recently promulgated rules of the U.S. Coast
Guard relating to fireproof construction, fittings, furni-
ture, etc., and life saving equipment were complied with,
which in itself was a very extensive and all-inclusive
project. In addition, all interior arrangements, furnish-
ings, fittings, accommodations, etc., were entirely altered
and rearranged to provide more comfortable and liv-
able quarters for all passengers and crew. The accommo-
dations were altered so as to provide more cabin class
space for military dependents, officer personnel etc., and
the troop areas rearranged so as to reduce the number of
troops carried with more comfortable accommodations
than obtained during the capacity-loading period of na-
tional emergency.

In line with the U. S. C. Guard fire control require-
ments and other regulations, many existing bulkheads
were sheathed and insulated with incombustible mate-
rial (Marinite), and most of the bare steel decks were
insulated with a magnesite type of deck covering, many
of which were then covered with rubber tile and sheet
rubber, resulting in a sanitary, long-lived, finished deck
of pleasing appearance. Many additional rooms were
constructed also using incombustible asbestos and min-

eral-fill joiner bulkhead panels, Aetna hollow-metal doors,
trim, etc. Additional stair wells were constructed to im-
prove access to and from the interior of the vessel, both
in normal operation and at time of any possible emer-
gency.

The construction of additional rooms, and the modern-
ization of existing rooms, required the procurement and
installation of quite a considerable amount of new Arnot
metal furniture, which, with the bulkheads, deck cover-
ing, painting, etc., resulted in clean, comfortable state-
rooms of a cool, pleasing appearance, neat but not gaudy.

The hospital area was entirely rearranged and refitted,
providing most of the facilities of a shore-based hospital
unit, and including facilities for the care of infants and
small children not provided for in the original war
emergency lay-out.

Additional public rooms and provisions for recreation
were incorporated in the design, both in cabin-class and
troop class areas. The dining saloon was refitted, and
enlarged so as to provide for the increased number of
cabin class passengers, and the galley, pantry and baking
areas rearranged as necessary.

Additional life boats and gravity davits were installed,
and existing installations overhauled so as to comply
with requirements for passenger certificates.

The heating and ventilating systems on board were
entirely redesigned and rearranged, with many addi-
tional fans, ducts, heaters, etc., installed, so as to provide
an over-abundance of air in tropical service, or adequate
heating facilities in sub-arctic waters. The complete in-
sulation of all exposed decks, outside bulkheads, and
shell plating assists materially in the control of extreme
temperatures in living and working areas.

Approximately 200 air-ports were installed in the shell
plating, giving light, view and air to all areas below
decks, formerly without these benefits. Crank-operated
marine type windows were installed in the public lounge,
smoking room, and enclosed promenade. The boat deck
was covered with Douglas Fir decking with teak margin
planks, using perhaps the first teak into San Francisco
out of Burma since the war. This provides a comfortable
and neat appearing walking surface for the daily con-
stitutional walk of cabin class passengers, particularly
appreciated by the women and children on board.

All cargo gear, winches, etc., were overhauled, placed
in good working order, and tested. In addition, topping-
lift winches were installed on all eight cargo booms to
simplify and modernize the handling of this equipment

In addition to the installation of new firescreen doors.

Page 30

PACIFIC MARINE REVIEW

New streamlined aluminum stack built by Bethlehem being
lowered into place on the SHANKS.

Top: Section of large passenger stateroon
Bottom: Section of main lounge.

View of new stack In position

Section of typical stateroom. Johns-Man-
ville sheathing in ceiling and walls. All ac-
commodations are similar on SHANKS and
AINSWORTH.

I

JULY • 194

Page 31

Marshall Garlinger shoving the
AINSWORTH. The machinery

achinery around in the
light as well give up.

and the installation of automatic-release magnets and hose
passing ports in existing fire-screen doors, class 2 sliding
water-tight doors were installed to replace the existing
hinged water-tight doors which were not legal for use
on "E" Deck, Remote control power operating equip-
ment was installed on the two existing class 2 W. T.
doors within the machinery space.

Extensive repairs were made to propulsion and auxil-
iary machinery, including the re-cutting of teeth on the
main bull gears, and installation of new low speed pin-
ions. The removal of the main gear is shown in the series
of pictures.

All piping systems and plumbing fixture installations
were altered and repaired.

A fresh-water chlorinating system was installed.

Wooden hatch covers were replaced with approved
metal type, and the Alvin Campbell folding hinged
covers were installed in 'tween-deck hatches.

Repair or replacement of all name plates, railings, gar-
bage chutes, galley and pantry equipment, and portable
fire extinguishing equipment was completed, as was also
the repair, extension, and alteration of entire electric
light and power systems, ship's telephone system, gen-
eral alarm system, ship's public address system and nurses'
call system in hospital.

With her new aluminum stack casing, replacing her
former 8 ft. diam. "midgetstack " ( and which, incidental-
ly greatly aid in the removal of overheated air from the
machinery spaces,; and with the removal of many emer-
gency structures and fittings from her decks, the newly
painted vessel presents a very pleasing appearance. The
end result is comfortable and commodious passenger
ships, but they are definitely not to be described as lux-
urious. For the service in which they will operate, they
are well planned and complete.

Cantilever Hatch Covers
On the ''Shanks' and ''Ainsworth

9?

It is a known fact that the economics of ship opera-
tion is strongly affected by its cargo-handling features,
such as hatch openings, hatch covers, side ports, booms,
rigging gear and winches.

Profit earning is the function of a ship; in reference
to a cargo carrying ship, its revenue earning capacity is
determined primarily by the tons carried per year, capital
charges, and the cargo-handling costs. Tons carried per
year are influenced by port time and sea time. Reduc-
tion of port time increases the number of voyages and
therefore the number of tons carried.

Ship operators, ship-builders, naval architects, and
marine engineers are aware of the principles of ship's
economics, but for a substantially long time there has
been a lack of initiative in deciding a momentous re-
vision in the design of the ship's cargo features, particu-
larly in the type of hatch covers.

The "Campbell Cantilever Hatch Cover" is a unique
simplified design of an all steel folding cover, as illus-
trated by the photographs. It was developed and patented

-"age

32

by an industrial manufacturer acquainted with mechani-
cal handling problems — both on ship and ashore.

It has been a laborious disadvantage to handle the
numerous hatch board covers as well as strong-backs and
tarpaulins. In trunked hatches where there is no 'tween
deck storage space the hatch boards and strong-back
problem is still worse. Where two or three deck heights
are involved it is quite a problem and more so when
there is existing weather deck stowage.

The "Campbell Covers" have recently been success-
fully installed on the Army transports Shanks and Aim-
worth, while undergoing conversion at Bethlehem's San
Francisco yard, in No. 5 trunked hatches on 2nd and 3rd
decks. The design load as approved by the American
Bureau of Shipping was 400 lbs. per sq. foot. They are
equipped with a mechanical locking device which can
only be released when the cover folds open above the
horizontal. The latching device is spring-loaded and is
made of cast manganese steel, over-designed to assure a
high factor of safety.

PACIFIC MARINE REVIEW

View looking down No. 5 hatch with covers at 2nd decii in
stowed position, and covers on 3rd deck partly closed.

Since the hatch as mentioned was trunked, eye-brows
and a 16" over-hang were constructed on the out-board
sides of the ship to accommodate the flush-type hinges
and to protect the cover from lowering cargo while in
their stowed position. On the fore and aft sides of the
'trunked hatch a 6" walking ledge was installed, which
also acted as a bearing point along one edge of the cover.

Clear openings of the hatches were 21' 2'/4"xl7', two
half covers cover the opening, hinging to the out-board.

These double hinge sections jack-knife to the port while
two single sections hinged to the star-board.

'i'he master hinges of each cover are two V C.R.S. pins
while the double cover has 3 I ' /' alloy pins. The center
sections oi the cover when closed fit as a box plug bear-
uig on its bevel surfaces, thus transmitting little load to
the hinges.

In the official load test of the covers, under witness of
the American Bureau, a single hinge section 7' 6" x 7'
supported as a cantilever a distributed load of 14 tons.

The cover, though designed and installed for a load of
400 lbs. per sq. foot, may be designed for a greater load
per sq. footage if so required. The top plate is V4" M.S.
with a y flange on the fore and aft sides. Six 5 16"
plates 15" X 9" deep tapered with 4" flange constitutes
the main load members, with additional flat bar trans-
verse to girders to resist buckling and give added stiffen-
ing. All members were continuously welded for 10" at
their ends and intermittently welded between ends. Weld-
ing requirements were in accordance with A.B.S. speci-
fications for all welded decks.

The double section cover has two flush type I " di-
ameter welded lifting pads — so positioned as to facilitate
their folding while lifted by the cargo hook. The two
complete half covers when in the closed position do not
come in any bearing contact with one another — thus
allowing either half section to be opened as desired.

The operation of the "Campbell Cover" requires no
mechanical device other than the conventional buttoning
cargo gear with the standard hook. The maximum load

'iew taken from lower hold looking up

nto the trunked area while single sec-

■ion covers are being raised from closed

to open position.

ULY • I 948

Page 33

View of single sec-
tion illustrating gir-
der structure and
automatic latching
device for securing
covers when in stow-
ed position.

required to be lifted at any time is approximately 1000
lbs.

During the operation test of these covers two deck
levels were opened in less than two minutes time, with
one man at the winch control and one on the hatch cover
fastening the bridle. Life lines were installed on the fore
and aft sides to allow for transverse passage and 15" man-
holes located at the aft starboard side of each deck to al-
low passage between the deck levels. Simultaneously
with the operational tests on these new covers in No. 5
hatch. No. 4 hatch of similar design and size, but equip-
ped with conventional strong-backs and metal hatch
boards, required the services of six ship-yard riggers for

the total time of 40 minutes to remove only two strong-
backs.

These covers are suitable both for 'tween deck hatches
and lower hatches of ships, trunked or otherwise. A
similar cover of this design was previously installed and
successfully operated for six years on the SS. Dakoian,
formerly of the American-Hawaiian S.S. Co.

The advantages of the Campbell type hatch cover
as analyzed by ship operators and naval architects who
have assisted in the design are:

1. Time saved in opening and closing hatches. Estimated
time 2 minutes.

2. Fire proof.

3. Safer for longshoremen and ships crew.

4. Allows full deck space for deck cargo and such. The
problem of stowing hatch covers and strong-backs is
completely eliminated.

5. Allows sectionized openings of the hatch for working
cargo, and for ventilating the cargo space.

6. Requires less maintenance expense, although the capi-
tal cost is slightly higher, the maintenance over a long
period of time is less.

7. Allows greater cargo space for storage because the
girder designs are not as deep as the strong-back.

8. There is less pilferage of cargo. A padlock device can
be installed to secure total hatch.

9. Lower insurance rates should be secured by reason of r
better accident records.

10. No additional equipment required to operate covers, i
Can be operated by the standard buttoning cargo gear, i

THE BIG TANKERS

During the past several months we have published articles and drawings of the new giant tankers now under

contract in various U. S. yards. A fine model of the 628 foot 26,000 ton vessel has been turned out by Van

Ryper of Vineyard Haven, Massachusetts, and a photo of the model Is shown below.

Page 34

PACIFIC MARINE REVIE

-es^-'S

S

f^PW

The

Bull Dear

Removed for

Tooth Cutting

on "Ainsworth *

Top, across page:

Looking far down at bull
gear as it is about to be lifted
out of its bearings to be ship-
ped to General Electric's Lynn
(Mass.) factory for removal of
I 1000 inch from the teeth.

Nearing deck leveL

Clear of hatch.

Left and right:

Showing other stages of
progress of the gear out of the
ship at Bethlehem's San Fran-
cisco yard.

Below: At General Electric's
Lynn River works, 8500 HP low
speed gear placed on wellcar
ready for boxing and shipment
for reinstallation in the AINS-
WORTH. This gear is 13 ft. 7
in. in diameter.

^a(tama ^a^t^ ^<di^

By M. J. RYAN*
Naval Architect

M. J. Ryan

{DESIRE TO EXPRESS my views in connection with
the report of proposed increase in the rate of tolls for
transit vessels through the Panama Canal. As the Presi-
dent is charged with the responsibility of determining the
rate of tolls within statutory limits up to a maximum of
$1, it is his responsibility to fix this rate at a figure which
will result in no extra burden in tolls levied on any
American vessel, and will result in no further increase
which has not already been defined by statute. It also
leaves a minimum of latitude for administrative inter-
pretation and application.

American shipping interests maintain that for many
years the Canal traffic revenues have greatly exceeded the
amount which would represent a fair and just return on
the investment which the Government has made in the
Canal as a commercial enterprise. No increase in tolls
can be justified at this time, but on the contrary a mate-
rial reduction in tolls should be made! In this connection
it is desired to register an emphatic protest against the
increase in the Canal transit revenue for commercial ship-
ping as it has accepted and borne the entire net overhead
of the cost of Canal Zone Government, administration,
sanitation, etc. while the Panama Railroad Company,
operating in unfair competition with commercial ship-
ping is relieved therefrom. The commercial operators are
also expected to bear the cost of the free transit of the

'M. J. Ryan was Technical Advisor to the American Steamship Owners
Assn. on the Pacific Coast on Measurement Rules and Tolls during 19?6-7.
He is one of the country's leading naval architects and is considered an
expert on intercoastal shipping.

U. S. Naval vessels, which has resulted in a loss of tolls
ever since the Canal was open for business. According
to the records the tolls forgiven on the Government ships
to the end of the fiscal year 1947 amounted to 61.5 mil-
lion.

The records of the Maritime Commission show that in
the five year period from 19.^5-.i9 the intercoastal steam-
ship operators sufi^ered an aggregate loss of four million
dollars as compared with their payments of about twen-
ty-five million dollars in Canal tolls!

Referring to the segregation of Canal costs, as be-
tween commercial and military, and the fact of subdivid-
ing operating expenses along the same lines, the military
and naval establishments as now maintained at the Pan-
ama Canal should be entirely divorced from the main-
tenance costs of the Panama Canal operations as a whole,
and the construction costs of these military items should
be borne from year to year by definite appropriations
from the War and Navy Departments. These militar)'
items should never be included as part of the Canal ex-
penses. There is no more reason why American shipping
should have to bear the cost of transporting military sup-
plies through the Canal free than that American trans-
continental railways should be required to carry the
costs of transporting military supplies across the country
free!

The report of the special committee appointed by the
President of the United States on the Panama Canel tolls
and vessel measurement rules which were promulgated
in 1937 and adopted by Congress, after the enactment of
legislation at that date, amended the existing law and;
provided an increase in the tolls. •

I point out that since the adoption of the new Panamav
Canal measurement rules and the new Panama Canal toll
rates adopted by Congress in 1937, there has been no
material increase in the volume of shipping using the
Canal. If the present tolls were lower, traffic might b£
stimulated to the point where there would be a net in-
crease in the traffic revenue, with results beneficial both tc
the economic welfare of the nation and to the Americar
Merchant Marine as an element of national defense.

|ust to give an example — during the years 1931-^'
inclusive, the Grace Line had paid a total sum of St
537,739 during this six year period. The Panama Pacifii
Line during the same period paid 54,135,400 and thi
Dollar Line paid 53,744,496. Most of this transit revenui
has been lost to the Canal since the change in the rate o
tolls in 1937 and the abandoning of the combinatioi
Intercoastal Passenger and Cargo vessels on this run.

Ever since 1914 the officials of the Panama Canal havi

Page 36

PACIFIC MARINE REVIEVA

jroposed to Congress a re-legishuion of the Act, and so
o make the Panama Canal rules of measurement the sole
Msis for toll charges, and would remove the present stat-
itory limits on the rate of tolls. In making this recom-
nendation the Canal authorities have uniformily stated
hat the purpose was to simplify administration and re-
nove inequities which they feel were inherent in tiie so
ailed dual system of measurements. It would appear that

0 a large extent they have actiiuUy been motivated by a
;lesire to increase traffic revenue, and that they have not
leen fully appreciative of all the possible consequences
f their proposals.

■ Since the 2nd World War American shipping has gone
irough a very difficult period, marked by enactment of
ijgislation providing for control of practices and regula-
lOns of rates by various Government bureaus, and also
y frequent changes in Government policies with con-
jHual industrial disturbances and Conference difficul-
ies. These conditions have seriously jeopardized the in-
sstment in United States tonnage and have served to
•eate a lack of stability in the trade, particularly in the
itercoastal trade, making replacement programs difficult
;-if not impossible.

' American shipowners have emphasized the advantages
lat accrue to foreign owners and their freedom from
ontinual changes in the laws affecting shipping. Only
;jring the last few months have several Intercoastal
.aerators begun to establish permanent service in this
ade. Many months have been spent in the discussion of
tes and conditions before some stability has been reach-
i. Any further change in the rate of tolls will affect these

1 'dividual lines.

I Some of the intercoastal steamship lines operating

I rough the Panama Canal have paid over a million dol-

( 'rs in tolls yearly and these tolls have approximated

iound 10 per cent of their operating costs.

Many of the present Intercoastal operators are operat-

g at a loss. There is no margin of profit as compared

•ith carriers on the other trade routes. Any increase in the

jls by an increase in the effective rate will necessarily

."jp or divert some lines which now use the Canal —

i^ulting in a net loss of revenue, as well as serious in-

jjy to the American shipping interests.

'Canal charges do not even stop with the tolls. Other

liscellaneous charges such as transit pilotage is charged

llth on entering and leaving the Panama Canal, and also

carges for the handling of lines, and offshore pilotage.

Lumber Trade

Intercoastal movement of lumber by vessels is the only
%e outlet of the industry for low grade lumber items
ijthe Eastern states. Under competitive conditions the
liy market value of these items ordinarily precludes
t;;ir shipment to the Atlantic by rail. Intercoastal move-
n;nt to the Atlantic seaboard is the best of all West
Cast outlets for low grade common items. The West
Cast lumber men must compete with similar items
ppduced by manufacturers of local and native soft woods
vthin short distances of identical eastern markets. Vast
qjintities of lumber items are trucked directly from
s;l-mills in the eastern and nearby .southern states to
Cflstruction projects in the large Atlantic Coast con-
sming districts. The basic fact that should be recognized

JJ L Y • 19 4 8

by the Government in the determining of reasonable
Canal tolls the traffic will bear is that the lumber move-
ment is one of tremendous volume, with the low value
commitment. Lumber is not silk, or canned fruit. It can
be maintained only by treating it as a bulk commodity
with low commercial value, moving at a low rate. Low
transportation costs through tiie Canal would obviously
be of great concern to the West Coast lumber industry.
Competition is particularly extreme from Canadian lum-
ber or similar products, by reason of the availability of
foreign tonnage for Canadian shipments. For the above
reasons it would appear that the public policy could not
impose further costs upon tiie intercoastal movement of
lumber from the Pacific Northwest. For the same reasons
the shipment of cotton from the F.ast Coast to the
Orient imposes an extra toll burden on the shipment of
this commodity.

Open Shelter Deck Vessels

In the practical operation of vessels, tolls are imposed
and paid for in open shelter deck spaces. These spaces do
not compensate for the amount of vacant space on which
tolls are paid. The average open shelter deck space in the
most modern type of ships built would be approximately
131,000 cu. ft., and the average amount of vacant space
per trip on this type of ship from 1930 to 1935 in-
clusive would amount to 110,000 cu. ft., which is equiva-
lent to 1100 Panamian tons, which is collected for in
tolls under the new system adopted by Congress in 1937.
The theory of tolls on a vessel's earning capacity at 100
cu.ft. per ton, without credit for vacant space constitutes
an inequity.

This places this type of ship, which is the most modern
type afloat, at a competitive disadvantage against the
open well deck ship, and sets up a discrimination when
in competition with the other cariers. Any change in the
redistribution of the toll burden as regards shelter deck
vessels will impose heavy penalties on this type of ves-
sel due to increase in the tolls. Vacant shelter deck spaces
do not contribute to the vessel's earning capacity.

Those who are responsible for conducting our ship-
ping business have necessarily opposed any change which
would jeopardise the intercoastal investments concerned,
especially when the proposed rate of tolls is imposed,
indicating an unjustified increase in tolls.

Operating expenses have increased enormously and
much greater than the shipowners have ever had before,
and as most of these operators in this trade are without
Government aid — may we trust that the foregoing will
have the earnest consideration of Congress. We cannot
too strongly urge it to avoid any increase in the rate of
tolls if the President is serious in his desire to remove
any undue burden or inequity between vessels engaged
in the Panama Canal trade.

American people built the Panama Canal with their
own money and genius and when we abandon our his-
toric policy of free commercial intercourse between the
states concerning American vessels operating between
Pacific, Gulf and Atlantic ports, we set up a toll gate in
our Intercoastal trade and thereby increase the amount
the transcontinental railways may charge for rendering
the same service on land.

Page 37

Aluminum—

In the President Cleveland
and the President Hilson

THE NEW STEAMSHIPS President Cleveland and
President Wilson of the American President Lines
are P2-SE2-R3 type vessels. They were designed by the
Maritime Commission for use as Navy transports, but so
planned as to be readily converted to passenger vessels
for postwar service. The war ended before construction
was well under way, and the planned alterations were
carried out by the builders, Bethlehem-Alameda ship-
yard, on San Francisco Bay.

The use of aluminum on these two vessels has been
noted in the feature articles heretofore published, but the
Aluminum Company of Americas David Mclntyre has
prepared a report on the structural details. 500.000
pounds of aluminum for each ship constitutes a real de-
velopment in ship construction, and here is how it is
distributed:

TYPE AND EXTENT OF ALUMINUM
INSTALLATION

The superstructure above the boat deck is of riveted
aluminum construction. This superstructure, situated
amidships between frames 77 and 141, is approximately
177 ft. long, and 42 ft. wide at its maximum. The boat
deck is of steel and the house on this deck is 8' 6" high
to the Navigating Bridge deck which surmounts the
house and has wings at its forward end extending out-
board of the house 2 1 ' 9", the full transverse width being
85' 6". On the Navigating Bridge Deck is a house 8' 0"
high extending between frames 78 and 92 for a distance
of about 37 ft. and to a maximum width of about 25 ft.
surmounted by a House Top surrounded by a high bul-
wark forward and sloping away aft.

The superstructure is without sheer but the weather
decks are cambered. The house on the Boat deck contains
Officers' Quarters, including messes and lounges. Radio
Room and other ship offices as well as service rooms and
dog kennels. The Navigating Bridge Deck house contains
the Wheel House, Chart Room, and several service com-
partments. Surmounting the Navigating Bridge Deck are
twin srnokestacks with large streamlined aluminum en-
closures. The Navigating Bridge deck is 84 ft. above

Page 38

the keel, and the top of the forward stack, higher by 1
ft. than the after stack, is 45 ft. above the deck and 129
ft. above the keel, or about 100 ft. above the normal load
waterline.

The Boat Deck house is constructed of 1 1 32" thick
61 ST plate having in general 6" x 1.92" x 2.91 lbs. 61
ST channel stiffeners except forward of frame 91 where
they are 4" x 1%" x 6.25 lbs. steel channels. The Boat
Deck House front, however, is of 5 16" inverted and
welded angle stiffeners. The house deck boundary angle
is of 3Vi" X 3" x %" steel. The house side is construct-
ed in two strakes connected by an outside 61 ST edge strap
■SVi" wide single riveted and surmounted by an alumi-
num handrail. Divisional bulkheads inside this house are
generally of Vn" thick 61 ST plate with 2" x 1" x Va"
angles in 61 ST for stiffeners and boundary bars. Rivet-
ing is generally Vi" dis. 53 ST 61 with button heads
and points, except end conections to stiffeners which are
9 16" dia.

The Navigating Bridge Deck plating is 11 32" thick
in 61 ST alloy except in way of the steel inner smoke
stacks, where steel construction is used for two frame
spaces each side fore and aft. This same construction and
extent is used on the Boat Deck house sides. The deck
beams are generally 6" x 1.92" x 2.91 lbs. 61 ST channels
except forward of frame 91 where 6"x2i 2"xl2 lbs. steel
channels are used. The bridge wings plating is 61 ST V\'
thick with 61 ST 6" channel fore and aft. The bulwark all
around the bridge is of steel. All deck seams are joggled
up, single riveted, and butts are strapped under and
double riveted. The deck at sides is surrounded by a 10"
x 2.50" X 5.43 lbs. 61 ST channel gutter with butts
welded and is double riveted to the deck and single
riveted to the Boat Deck house side top. A number of
girders of aluminum construction support the deck fore
and aft. These girders are 15" deep of %" 61 ST plate
with a 4" X 3" X %" 61 ST angle along the bottom and
2V2" X 2" X %" 61 ST angle intercostals fitted at the
deck. Deck riveting generally is '2" dia. in 53" as fab-
ricated" or 53 ST 61 with button heads and counter-
sunk and chipped points. A few 53 "as fabricated" rivets

PACIFIC MARINE REVIEW

in this deck are driven ti)ld. Beam Knee and other end
connection rivets are 9 16" dia. When exposed to tlie
we-ather the deck is to be wood covered, embedded in
U. S. Navy Dept. Spec. No. 52-C-12 seaUng compound
and secured with 24 ST alumilited bolts.

The Navigating Bridge Deck House sides and after
end are constructed of V4" 61 ST plating in two horizon-
t.il strakes connected together with a 3" x V4" flat bar
strap outside single riveted. Aluminum stiffeners are
^" X 1%" X 2.38 lbs. 61 ST generally. The Bridge Hou,se
front is of V4" steel plate welded with 5' 2" tee stiffeners.
The deck boundary angle surounding the entire house
is 2V2" X 3' 2" X %" steel galvanized. Divisional bulk-
heads are V4" 61 ST plate with 2" x 2" x V4" ST angles.
Rivets in the house sides are generally V2" dia. 53 ST 61
•.'ith button heads and points.

The House Top is V4" 61 ST plate with 6" x 1.92"
X 2.91 lbs. 61 ST channel beams. The seams are joggled
up and butts are strapped and all single riveted using
V2" dia. 53 ST 61 rivets with button heads and counter-
sunk chipped points. The deck is wood planked in the
same manner as the Navigation Bridge Deck. Along
the deck side is a 10" x 2.60" x 5.43 lbs. 61 ST bulwark
with a split 1 V4" LPS. tube rail in 61 ST argon arc weld-
ed steel tube rail. Girders are 12" deep of %" 61 ST
plate and 2V2" x 2" x %" 61 ST angles.

The lifeboats, gravity type davits and electric boat
winches are of aluminum construction and furnished by
Welin Davit and Boat. Four 36' — 6" x 11' — 9" x 5' —
3", 135 person hand propelled lifeboats, two 36' — 6" x
11'— 9" x 5' — 3", 105 person lifeboat motor propelled
and radio equipped, and two 26' — 8" x 8' — 3%" x 8'

— 7y4", 46 person lifeboats and two 26' — 8" x 8' —
3%" x 3' — 7%", 46 person rescue boats, oar propelled,
are provided with a pair of gravity type davits each
served by an electric boat winch. All the boats except
the after pair are handled and passengers embarked from
the Boat Deck. The after pair are handled from the Boat
Deck and passengers embarked from the Promenade
Deck.

Airports, frames and dead liglit covers installed in the
deck houses throughout the superstructure are of alumi-
num 214 alloy furnished by Rostand Manufacturing Co.,
Milford, Conn. These arc generally 16" dia. clear open-
ing. Fixed lights 12" dia. are fitted in outside doors and
10" dia. lights in stairway enclosure doors, all having
aluminum frames.

Enclosure windows on the Promenade Deck and
Promenade Veranda on the Upper Deck as well as case-
ment windows to public rooms are specified in aluminum.

Four accommodation ladders are installed of aluminum
construction. They are built at the shipyard to its own
design. The castings are oi large size, for their platform
frames and main moving members.

Stormrails of Aluminated aluminum are installed in
pas.sengers' and public spaces, as well as grab rails else-
where. A number of joiner fittings, hardware, etc. in-
stalled in aluminum, as well as direction markers, etc.

The estimated weight of the aluminum structure is
approximately 150 tons per ship. Including lifeboats,
davits, boat winches, airports, fixed lights, windows, ac-
commodation ladders, handrails, hardware, markers, etc.
the total aluminum weight is approximately 250 tons
per ship.

Almost every bit of metal In
the superstructure of tfie Presi-
dent Cleveland Is aluminum.
Included are the smokestacks,
lifeboats, davits and walls.

JULY • 1941

Page 39

|]SITORS TO SAN FRANCISCO BAY CITIES may
I see, at first hand, activities of the World's Greatest
Naval Base, On the shores of this remarkable harbor are
a half dozen cities whose integrated interests support over
a half billion dollars of our Navy's plant account. In San
Francisco and at 'Vallejo are two of the largest Naval
Shipyards. Oakland, Alameda and Sunnyvale each has a
major Naval Airfield. The University of California at
Berkeley and Leland Stanford University at Palo Alto
participate in the Naval Officers Training Plan, each with
a corps of midshipmen. Two of the largest Naval Hos-
pitals are at Oak Knoll, in Oakland, and at Mare Island,
in 'Vallejo, the latter the Navy's artificial limb center. On
Treasure Island, reclaimed from the Bay's bottom in the
thirties to provide history's most picturesque World's
Fair seting, there are now located some of the Naval
training facilities for the Pacific Fleets. The Naval Supply
Center at Oakland, developed during the World War II
to supply the gigantic Pacific war effort, is the world's
largest terminal, warehousing center and shipping facili-
ty. It is capable of loading thirteen ocean going vessels
simultaneously. Close to a million tons of combat veteran
men-of-war of all types, now unmanned, but well pre-
served in "mothballs" (inactivated), rest moored on the
Bay's waters. And in their shadows lie the battered hulks
of their sister-ships sacrificed to atomic bomb tests, and
returned from Bikini for research.

To operate and maintain these facilities our Navy
employs 40,000 civilians and 10,000 Naval personnel in
the Bay area — a strength, apart from their families,
equal to the population of Santa Barbara, or Pough-
keepsie.

Here on San Francisco Bay, Headquarters of the
Western Sea Frontier and of the Twelfth Naval District,
the citizen may inspect his Navy's training and indus-
trial shore plants, visit an active carrier or submarine,
see men-of-war under repair and walk the decks of such
historic vessels as Hornet, Intrepid and Shangri-La!
Thus, by direct contact, an understanding of Naval
defense a-^d its plant requirements and capabilities may
be gained, effectively, under interesting and convenient
arrangements.

The United States Navy, in the discharge of its duty
of informing the American People about the activities of
their Navy, will, through the office of Public Informa-
tion at San Francisco, arrange for conducted tours of

Page 40

Naval installations for conventions coming to the San
Francisco Bay Area.

To facilitate tour considerations, details of the various
naval activities, with items of principal interest, are list-
ed below.

SAN FRANCISCO NAVAL SHIPYARD
2700 Naval personnel
7500 civilian employees
$100,000,000 plant account

DRY-LAND, MOCK-UP SUBMARINE— a training
device simulating on the shore the operational gear
aboard a submarine.

BIKINI ATOM BOMB TARGET SHIPS— mcluding
the carrier Independence, two personnel transports, and
a submarine.

OLD DRYDOCKS— one of which serviced the Great
White Fleet during its round-the-world tour in 1908.

NATIONS LARGEST DRYDOCK— capable of hold-
ing largest vessel afloat, or two large cruisers, or four
average size transports. It is 1100 feet, or almost three
city blocks, in length.

WORLDS MIGHTIEST CRANE— with a total lift-
ing capacity of 6.^0 tons, more than half again as much
as any other such facility.

VISITS ABOARD AIRCRAFT CARRIERS— ////le/;-

id. Hornet, Shangri-la.

8-STORY MODERN GLASS HOUSE— glass-sided
shop for optical, ordnance and electronics trades.

SPECIALIZED REPAIR SHOPS— housing many mil-
lions of dollars' worth of tools and machinery ( example:
Mightiest steel press west of Pittsburgh) — structural
steel, sheetmetal, blacksmith, machine, electrical, wood-
working, painting, and pipefitting, plus the supply ware-
houses, transportation, and utilities shops that back up
the productive shops.

"MOTHBALL " FLEET UNITS— Complete task force
of carriers, cruisers, and auxiliaries ( hospital ship, re-
pair ship and transports) of the San Francisco Group,
Pacific Reserve Fleet.

NAVAL STATION, TREASURE ISLAND
6000 Naval personnel

PACIFIC MARINE REVIEW

850 civilian employees
S r\5()0,()()() plant account

THE SITE OF THE 1939 WORLDS FAIR— some
I ,iir buildings remain, such as the present Administra-
iicin Huilding and two hangars now utilized respectively
.IS Naval Reserve Armory and as Small Craft and Public
Works Shop.

t-lRE-FlGHTlNG SCHOOL— with demonstrations of
lighting different types of fire aboard ship.

ELECTRONICS MATERIEL SCHOOL— with dem-
onstrations of electronic materiel such as radar.

DAMAGE CONTROL SCHOOL— including simulat-
ed Hood conditions aboard ship.

NAVAL MUSEUM — containing models of historical
merchant and Navy ships.

NAVAL SUPPLY CENTER, OAKLAND
6000 civilian employees
585,000,000 plant account
5200,000,000 stored material

WATERFRONT TOUR— pier facilities for thirteen
ocean going vessels for loading and unloading of sup-
plies.

COFFEE ROASTING PLANT— 6,000 pounds of
green coffee, roasted, ground, and vacuum packed every
hour.

BOX FACTORY — boxes and crates made for special
packing of thousands of items for domestic and over-
seas shipment.

RE-PRESERVATION SHOP— Naval aviation equip-
ment dipped in special solutions and packed for long
term storage.

FIRE HOUSE AND EQUIPMENT— includes fire
boat with jet propelled "creeper" attachment for fighting
fires under decks and piers.

MEDICAL SUPPLY DEPOT— largest medical sup-
ply depot in Navy with over two million cubic feet of
space in building 200 feet by 600 feet and five stories
high. Handles over 6,000 medical items.

COLD STORAGE PLANT — provides storage for
hundreds of thousands of pounds of meat, fish, vegetables,
butter and eggs. Some rooms are ten degrees below zero.

ELECTRONICS SUPPLY BUILDING AND EX-
HIBIT— Navy's latest equipment in the field of electron-
ics including approximately 60,000 diflferent items. Per-
manent display includes television; radar; sonar; oscillo-
scope ( see what sound looks like) walkie talkie; wire
recorder (make your own recording), and other interest-
ing features of radio and electronics.

AVIATION SUPPLY BUILDING AND EXHIBIT—
The aviation Supply Depot carries 12.3,759 different

items of naval aviation supplies. During the war NSC
Oakland supplied better than 85' < of all the naval avia-
tion equipment, materials, and supplies for the Pacific
Theatre of Operations. Permanent display includes a
cut-away carrier based airplane engine; a jet engine; a
parachute; life raft and equipment, and captured Japa-
nese aviation equipment.

LIBRARY— NSC Oakland supplies books for naval
libraries aboard ship and at shore establishments in the
Pacific Ocean Area. The library carries 2,000,000 books,
4,500 different titles — everything from the classics to
the latest best sellers.

STOREHOUSES — More than fifty giant storehouses
carrying better than 250,000 diflFerent items of Navy
supply — the world's largest Naval Supply Center.

NAVAL AIR STATION, ALAMEDA
4350 Naval personnel
8000 civilian employees
564,000,000 plant account

HOBBY SHOP
trained instructors.

thirty-three hobbies offered by

FLEET AIRCRAFT.

CONTROL TOWER.

AIRSTRIP— five runways; all are 500 feet wide,
three are 4,000 feet long and two are 5,200 feet long.

MAIN MESS HALL— bakery, butcher shop and gal-
ley equipped to feed 5000 men three meals daily.

ASSEMBLY AND REPAIR SHOP FOR AIRCRAFT.

FIRE FIGHTERS TRAINING — demonstration of
aircraft fire rescue work with rescue of dummy from
burning plane.

GIANT FLYING BOAT MARS— Transpacific sea-
plane being serviced and loaded. Two flights daily, six
days a week.

PACIFIC RESERVE FLEET— various types of car-
riers and tenders in state of preservation.

VISIT ABOARD AIRCRAFT CARRIER— /l«//e/rfw
(Essex) Class, 27,000 tons).

SCREENING AREA — technique of screening and
salvaging material returned from overseas demonstrated.
This includes aluminum recovery furnace.

TRAINING DEVICES— including link trainer.

VALLEJO-MARE ISLAND AREA
( Mare Island Naval Shipyard )
11,500 civilian employees
5400,000,000 plant account

ELECTRONICS EXHIBIT.

VISIT ABOARD A MODERN SUBMARINE.

MOLD LOFT FLOOR— laying out full scale plans and
I Please turn to page 91)

JULY • 1948

Page 41

tSiOHt TiJ^^iin^ fact<n(f

THE BIGGEST SHIP so far built in Scandinavia, the
25,000 ton whaling factory Ko.stnos III has been de-
livered by the Gotaverken shipyard to the Norwegian
whaling company A S Kosmos, Anders Jahre. Every-
thing in this ship is of rather unusual dimensions. It has

a length of 638 ft., a breadth of about 79' ft. and a total
height of 100 ft., corresponding to a seven-story build-
ing, while its flensing decks have an area of about 25,000
sq. ft. The length and beam compare with the Linline's
632 ft. length and 79 ft. beam, and a length of 608 ft.,
beam 75 ft. for the President Cleveland and President

Page 42

Ail pmures cohrfefy of Ar/it'ri>uri-Su eJtsh ]^eus Exchange

PACIFIC MARINE REVIEW

St ni

Looking aft from the bridge house of the KOSMOS III.

V/il.1011. On the 'tweendeck is a factory employing over
150 men and capable of producing 450 tons of whale
oil a day; and its storage tanks provide space for no less
than 1,125,000 cu. ft. of such oil. Including the crew
of the whale catchers and the factory workers, the staff
on board totals 400 persons, for all of whom there is
spacious and modern accommodation and ample pro-
visions, which makes it possible for this "floating city"
to be away from civilization for six to seven months at
a time. In spite of its great size the ship makes a speed
of fourteen knots, being powered by a 8,300 iHP
Giitaverken Diesel engine.

The building of Knuiios 111 has been followed with
keen interest in Scandinavian shipping circles, not only
because of the size of the ship but also because it has
involved a race for time. According to international regu-
lations, the whale-hunting season starts December 8 and
ends on April 8, and the ship had therefore to be ready
in good time before the first-mentioned date if the owner
was not to lose the income of an entire season; moreover,
it should be added, Norway and the world would lose
the much needed addition of vital food products which
such a ship is capable of producing. The Gtitaverken
shipyard worked against heavy odds.

The launching, which took place on April 9, 1947,
was delayed owing to the severe cold of that winter, and
the scarcity of material and man power, partly caused
by the fact that the yard was engaged on several other big
tasks such as the building of the passenger liner Stock-
holm and the cruiser Tre Kronor, as well as many tank-
ers and cargo liners. However, thanks to the good co-
operation on the part of all concerned — the shipyard,
the sub-deliverers in Sweden and Norway as well as the
authorities — the Giltaverken managed to deliver the ship

on time. In the later phase of the work the yard received
most valuable assistance from about 150 Norwegian
workers, who were placed at its disposal, and a consider-
able number of whom belong to the crew that are now
sailing with the ship to the Antarctic.

K'ur/Kn III. which cost in all some twenty million
kronor to build, has an over-all length of 638' 6", a
length between p. p. of 598' 0", a moulded breadth of
78' 0", a moulded depth to flensing deck of 58' 0" and to
factory deck of 41' 0". The loading capacity is 25,000
tons on a draught of 35' 1%". if the vessel, which be-
tween the whaling sea.sons can be used as a tanker, had
been built as an ordinary tankship, its loading capacity
would have been about 27,500 tons d. w. The hull is
practically all-welded and has been specially strengthen-
ed for navigation in ice-filled waters. A considerable part
of the welding, especially on the decks, has been perform-
ed by automatic welding machines, the longitudinal
joints on the two continuous decks alone having a
length of 10,500 ft. The ship is provided with corrugated
longitudinal and transversal bulk-heads of the Gotaver-
ken's .special design. She has the usual characteristics of a
whaling factory, although the lines are considerably more
modern and streamlined than those of previous vessels
of this kind. The Captain's bridge and the deckhouse,

Stern view of the KOSMOS III sho

wing the whale-

slip

through which the whales are hauled

to the factory an

lid-

ships.

JULY • 1948

Page 43

The KOSMOS III showing whale-slip

which are built of light metal, are located well forward,
and the Diesel machinery is placed aft, with the funnels
one on each side of the whale slipway. Above this the
aft boat-deck is also situated. In this way, a very large
unobstructed flensing deck has been obtained midships
where the whale carcasses are dissected after having been
hauled through the slipway in the stern by means of
heavy winches placed on a special superstructure on the
middle of the deck. Modern electric machinery is used
for the cutting-up of the whales.

The factory on the tweendeck measures 341 ft. x 78
ft. X 16 ft. in height — which would be a fairly big fac-
tory even on shore. At full capacity with the staff work-
ing in shifts day and night, it produces about 450 tons
of oil a day and gives full employment to some 150
workers. The machinery, boilers, etc. of the factory are
of the most up-to-date construction and offer several
interesting novelties, which make possible the extraction
of more oil than before. Below the factory are 60 oil
storage tanks with a capacity of 1,125,000 cu. ft. There
are also some 30 tanks for bunker oil, fresh water, etc.
In addition to the whale oil, the factory produces vitamin
and other medical preparations. One or more chemists
are accompanying the expeditions, and they have a special
laboratory at their disposal. The ship will be served by
ten whale catchers, which are laid up in Walfish Bay be-
tween the seasons.

The various categories on board have different quarters
and messes, all spacious and practically and comfortably
equipped. The largest messroom is that for the factory
workers, situated forward, which has seating accommo-
dation for 142 persons, and which is also intended to be
used as a cinema and entertainment hall.

In the deckhouse below the bridge are situated the of-
ficers' quarters and messes as well as an owners suite.

which are all tastefully designed and decorated. The
hospital includes operation room. X-ray plant, etc.
There is also a shop where the crew can buy various
things. The kitchen plant is on a very big scale. The food
is transported by lifts to the various cooks' galleys. Pro-
visions for about six months can be carried in the stores,
which include refrigerated space for meat, fish and vege-
tables. Live pigs will also be kept on board.

The Kosmos III, naturally, has an extensive machinery
plant. Electric power is used to a greater extent than on
previous ships of this kind. The power is supplied by
five Gotaverken Diesel engines directly coupled to 240
kW ASEA generators with a combined effect of 1,200
kW. The steam required for the oil extraction is supplied
from a steam plant consisting of six boilers with a total
heating surface of 10,360 sq. ft.

Kosmos III is Diesel-engined, which is rather unusual
for whaling factories. The engine consists of a Giitaver-
ken 9-cylinder single-acting, two-stroke cross-head en-
gine with a cylinder diameter of 680 mm and a stroke of
1,500 mm. It develops 8,300 iHP at 1 12 rpm, giving the
ship a speed of 13.5 knots fully loaded. During the de-
livery trials a speed of 14V^ knots was reached. The two
auxiliary engines, each of 200 iHP, are also of the yard's
own design.

Kosmos III has been designed by the Gotaverken in
collaboration with the Norwegian whaling factory ex-
perts Arnesen, Chrisensen & Co. and the equipment has
been delivered mainly by Swedish and Norwegian firms.

After the delivery trip, which was attended by a large
number of shipping experts from all the Scandinavian
countries, the ship proceeded to Sandefjord in Norway
to complete her stores and crew, and from there she head-
ed for the Antarctic.

Page 44

PACIFIC MARINE REVIEW

i^'ux^ca ^w^^iont^ '^^at^ (^<vi^iet^"

FROM OUT IN THE PERSIAN GULF, where Smbad
used H) sail, modern "Magic Carpets" will be used to
whisk ships' cargoes ashore, and onto the desert sands of
Saudi Arabia. Today's" Magic Carpers" are the revolution-
ary new Skyhooks which are being installed for the Trans-
Arabian Pipeline Co. by Pointer-'Willamette Co., Inc.,
of Portland, Oregon.

The first Skyhook installation for Trans-Arabian is to
be used in connection with the unloading of offshore
Vessels in the Persian Gulf at Ras el Mishaab. It is
pl.inned to have ships discharge their cargoes onto a
m.in-made island about three miles off of the Arabian

Erection of a 72-foot
p r ef a b r icated Sky-
hook tower on the
Arabian desert. Tow-
ers are placed at
700-foot intervals
between a concen-
tration point near
the coastal town of
Ras el Mishaab and
a man-made sea
island three miles
offshore in the Per-
sian Gulf. This photo
was taken on the
spot.

%:

(.(i.i^t. From this point Skyhooks will transport the
freight over 20,000 feet of aerial cableway to discharge
points onshore in the Dispensal Area.

Materials to be handled by the Pointer-Willamette
m.Khines will be utilized in the construction of Trans-
Arabian's pipeline. Oil from this area will flow 1,050
miJLs through this pipeline to the Palestinian port of
Haifa.

The use of Pointer-'Willamette Skyhooks solved a
diflicult problem which confronted the company con-
structing the Arabian pipeline. Shallow waters of the
Persian Gulf near Ras el Mishaab force ocean-draft
vessels to remain three miles offshore. In order to utilize
iliis strategic unloading point, they constructed with
piling a small sea island and connected it to the shore
by means of a Skyhook installation. The cost of utilizing
this form of aerial transportation represents only a
sni.ill fraction of the expenditure which would have been
rt<.|uired to construct a three-mile causeway between
the- inland and the shore.

CONVENTIONAL SKYHOOK INSTALLATION
This Skyhook system makes use of a single Skyroad

>nd

sbles. No other power is required to
"rig up"'or move the cables as the Skyhook machine itself
furnishes this, as well as power to propel itself. The Sky-
hook operator has intimate and complete control of load
at all times eliminating hazards of conventional signaling
systems.

It is planned to operate two Skyhooks on the single
cableway, one behind the other. A third machine will
be maintained on a standby status in order to insure an
uninterrupted flow of vital equipment and supplies
from ship to shore.

Pointer-'Willamette developed the Skyhook principle
for use in the logging operations of the Northwest. The
system utilizes a carriage, which is a complete power in
itself, traveling along a cable "skyroad." Traction is
obtained through two separate drive cables which pass
around traction wheels on the Skyhook. The operator
riding in the machine is in complete control of all move-
ments of the Skyhook and its load.

The Skyhook installation at Ras el Mishaab is the
first of several that Pointer-Willamette will put into
operation in Arabia.

The P-W Skyhook carries nine tons of cargo hour afte
hour, day in and day out at the Proving Ground.

JULY • 194:

Page 45

The Designer Had a Heason for It

By RDY A. HUNDLEY, Chief Engineer,
Enterprise Engine S, Fuundry Cniiipany

Roy A. Hundley

I HY DID YOU DO IT THAT WAY? Why is this
so big? What is this on this side for? . . . These are
only a few of the many questions thrown at the diesel
engine designers by operators and shop men. The answers
to these questions will be attempted by the writer to clari-
fy and show some of the factors on which many design
decisions have been made. Hindsight is more frequently
and accurately exercised than foresight; and the designer,
being the creator, has too frequently been placed in the
position of one who should have done differently. The
writer was advised by some of his contemporaries that
by attempting to explain the reasons why designers did
things as they are done would be admitting inadequacies.
Not at all! There are no inadequacies present. The diesel
engine has successfully met the requirements of indus-
try and is continuing to be applied to new and greater
tasks which are being successfully met and accomplished.
No little credit is given to the designer for this success.
Similarly, the operation and use of the diesel engine has
been accomplished to the satisfaction of owners and
here again there are no inadequacies. Therefore, any
effort to enlighten others to more readily understand

•Presented before the Northern California Section of "The Society of
Naval Architects and Marine Engineers" in .San Francisco June 4, 1948.

your problems and your limitations will develop a very
desirable understanding that will brighten the path to
development of better equipment.

And that, therefore, is the object of this paper: — to
describe the major design problems of a diesel engine
in order that you may readily understand the processes
carried through to the end which presents a salable,
produceable, applicable, trouble-free piece of machinery.
There are many individual parts and items on an engine
which a paper of this length could only partially cover.
Therefore, on each phase of the engine the most impor-
tant factors of its design will be discussed, how decisions
are reached to determine its design, and the branch of
engineering or science most necessary in successfully de-
signing these parts.

Like most Engineering problems, there are assumptions
that must be made. For the purpose of this discussion,
we will go through a design of a four cycle, medium
speed, heavy duty, diesel engine which in multiple units
would satisfactorily fit a reasonably sized freighter or
tanker, and in single units is applicable to large tow
boats and large fishing craft. Before the engine gets "on
the board", a great deal of conversation development
must have come first. It is to be assumed that the Sales
Department has expressed a need for an engine of the
size and type to be designed. The approximate bore and
stroke, speed range, and general type of engine have
been decided by mutual discussions between Sales and
Engineering. By type, we mean whether heavy duty,
slow speed; medium duty, medium speed; or high speed
and applications contemplated accordingly. Basically the
problem is created and presented to Engineering by the
Sales Department who feels that a market exists and
that it fits our manufacturing facilities and, when avail-
able, can be sold profitably.

The kind of engine can now be visualized by the
designer and he goes to work. In the process of the
design development, let us consider the engine as having
four major parts or sub-divisions.

First is tlie major moving parts that are responsible
for the conversion of heat energy in the combustion
chamber to mechanical power and for the transmission
of that power to the driven equipment.

Second is the frame or supporting static parts for
absorption of the loads imposed to develop the power.

Third is the breathing mechanism, some of which is
moving and some static, but which represents a com-
plete division and study in itself.

Fourth is the auxiliaries, such as water pumps, lube

Page 46

PACIFIC MARINE REVIEW

oil pumps, etc., that are actually parasitic loads by
nature, and yet are extremely important in the over-all
functioning of the engine.

We shall discuss the parts in the order named, not
because of their relative importance, for one cm not
lose sight of any of the major parts during the develop-
ment, nor is any phase less important than the other.
The order is selected because the first items listed are
the most basic in their over-all effect on the size and
space requirements and location of many other parts,
riie three succeeding basic sub-divisions, in the order
named, likewise rank in their basic effc-ct on the over-all
design problem.

The Crankshaft

The first consideration is the crankshaft. Once this
p.irt is fix-ed and established, it is almost impossible to
change it without completely redesigning the engine.
It must, therefore, be carefully analyzed to be sure that
it is right before establishing its size and design. The
crankshaft must be large enough to transmit the maxi-
mum horsepower rating. It must be stiff enough to
withstand peak firing forces. It must be torsionally stiff
to eliminate the possibility of being susceptible to
critical vibrations, and it must be of sufficient size to
provide adequate bearings which must stand up in the
type of service anticipated. Because the crankshaft is
probably the most important part of an engine, its size
limitations and design characteristics have been greatly
influenced by such bodies as the American Bureau of
Shipping, Lloyds Register of Shipping, and groups of
similar interest. Not only the design, but also the physical
properties of the material selected are of interest, and
minimum limits of the physical properties are set by
these groups. The crankshaft is an extremely complex
part, by nature, and defies highly accurate determination
of stresses and loadings. The design has, therefore, been
established, to a great extent, by precedent, rule of thumb
and empirical equations. Most of the above bases for
crankshaft determination, however, give minimum re-
quirements and the designer must exercise his judgment
in establishing the increase over minimum requirements
that is to be economically used.

Once the bore has been selected, and we have assumed
that it has, good practice dictates that a cylinder center-
line to cylinder centerline distance of 1 1/2 times the bore
is a good value. This can be less on smaller engines, but
generally is not less than 1.4 times the bore. US times
the bore gives an acceptable amount of space for cams,
fuel injection equipment, valves, water jackets, etc., and
yet does not cause the final design to be excessive in
length. In order that the crank webs may be as thick as
possible and yet provide adequate bearing area in the
mains and crank pins, the approach is generally to make
diameters large and lengths relatively short. The limit
on the crank pin diameter is established mainly by mak-
ing it as large as possible and still being able to remove
the foot of the connecting rod thmugh the cylinder liner.
Greater diameters than that which is set by the above
limitation can be achieved by use of more complicated
connecting rod bearing designs. Cost is always before
the designer as an important characteristic of the engine
and. therefore, the above restriction is a practical one.
With this limitation as an accepted feature, it is possible

to obtain approximately 65 '< of the bore as the crank
pin diameter. Bearing research has developed the most
effective length to diameter ratio. Using this informa-
tion, and having from experience a reasonably accurate
forecast of maximum tiring pressures, the crank pin
length can be established. This length-diameter ratio is
between .7 and .8. Our crank pin length then becomes
approximately half the bore.

Main bearing diameters must now be established.
Here a consideration of economy balance against de-
sirable stiffness must be exercised. Experience has shown
that from 70'' to 85 '( of the bore is an acceptable
value. Using the reasonably length-diameter ratio for
main bearing length, the crankshaft in its over-all length
determination has been established. The webs have been
determined by considering the cylinder center distance
and acceptable lengths for the bearings. The width of
the crank webs is selected in order to have an adequately,
stiff beam in bending and still fulfill the minimum re-
quirements of such governing bodies as American Bu-
reau of Shipping, etc.

Another subordinate but important role fulfilled by
the crankshaft is to act as an oil duct to pass lubricating
oil to such parts as connecting rod bearing, wrist pin,
and piston cooling, when required. The crankshaft hav-
ing been designed, the designer's notes on the detail
drawing perform an extremely important function to
rigidly specify material, heat treatment, when necessary,
the fillets and radii, quality of finish and degree of
balance. These decisions assumed by the designer are
influenced first by the requirements and second by the
skills and tools in his own shop or wherever the part
may be made.

It was shown that, during the development of the
crankshaft, the sizes of the bearings were determined by
necessity. Calculations can now be made using conserva-
tive values for firing forces and reasonable weight esti-
mates for the revolving and rotating parts. In the selec-
tion of bearing materials and bearing designs, the ex-

( PI ease turn to pa^e S2 1

Serge P. Kovaleff, vice president in charge of Sales,
Enferprlse Engine and Foundry Company (leff), and
John Kooistra, Carrier Corporation, snapped at the
Naval Architects' meeting.

JULY

1948

Page 47

UIOilLD
TRRDf

Reg. U. S. Pat. Off.

THE PROBLEM OE ESUBUSHIK;
%\m\l EBEIGHT BUTES

I ERY FEW SHIPPERS have any comprehension of
I the factors that enter into the establishment of freight
rates, and, as a matter of fact, very few care very much.
The rate itself is all that matters. This is an unrealistic
attitude, for it is just as much a part of the business of
shipping to obtain compensatory rates as it is for an
exporter to obtain a compensatory price. The shipper,
in fact, should be interested in seeing that a carrier gets a
fair rate, for if the rate is inadequate, the service will suf-
fer or disappear.

There have been many arguments prepared by carriers
and traffic experts to justify particular rate structures,
but they all have at least the appearance of being preju-
diced. The recent hearing by the Maritime Commission's
Chief Examiner, G. O. Basham, resulted in a report in
which both sides of an argument were weighed and a
decision recommended that favors the requested increase,
although a delay of more than a year leaves the appli-
cant at a considetable disadvantage.

The case is that of the Matson Navigation Company's
rate structure effective March 1, 1947, calling for a gen-
eral increase of 22 per cent. These rates were suspended
by the Commission with permission to proceed in be-
half of a 20 per cent increase. The recommendation is so
complete, dealing as it does with various Matson enter-
prises and their relationship to shipping, that it seems
worthwhile to publish the entire report:

The Recommendation

This investigation was instituted June 4, 1947, to de-
termine whether the rates, charges, regulations, and prac-
tices of Matson Navigation Company and other respond-
ents' in the Hawaiian trade are unduly prejudicial or un-
reasonable in violation of section 16 and 18 respectively,
of the Shipping Act, 1916.

1 The Oceanic Steams
American President
I9-J7; Lykes Bros,
Company, and Wa
additional rei-ponden

)mpany. Isllimian Steamship (Company, a
Ltd,, were also made resc>ondents on June
ship Company. Inc., United States Lit
1 Steamship Corporation were named

Intervening were California & Hawaiian Sugar Re-
fining Corporation, Fibreboard Products, Inc., Interna-
tional Longshoremen's and Warehousemen's Union, and
Honolulu Consumers Council. The Consumers Council
was the only intervener which offered testimony. Officeis
of Matson and of other respondents testified as to their
respective operations.

Matson is the principal water carrier in the Hawaiian
trade. It operates a Pacific-Hawaii combination passenger
and cargo service, a Pacific-Hawaii freight service, and
an Atlantic-Gulf-Hawaii freighter service. The latter is
a joint service with Isthmian. The other respondents
operate principally to the Far East, and serve Hawaii
only incidentally. Uniform rates are observed by all re-
spondents under a conference agreement approved by
the Commission pursuant to section 15 of the Shipping
Act. Matson is the rate-making line, and this inquiry
deals primarily with its rate structure.

Hawaii's economy is tied in closely with that of con-
tinental United States. It exchanges sugar and pineapple,
mainly, for foodstuffs, manufactured goods, fuel and
lumber from the mainland. In 1939 its population had
increased 59 per cent and its agricultural production 100
per cent, over 1920. But by 1946 the change from 1920
was an increase in population of about 100 per cent,
whereas agricultural production had increased only 55
per cent. This perhaps accounts for its present unfavor-
able trade balance which, until the recent war, was
favorable. Shipments from Hawaii in 1947 exceeded $200
millions in value.

Matson began pioneering the trade in 1882 and since
World War I, has developed the tourist trade, built
hotels, established a lumber service from the Northwest,
an Atlantic service through the Canal, refrigerator service
and bulk sugar and molasses transportation.

Its fleet of 33 ships aggregating 275.000 tons was requi-
sitioned by the Government and operated by Matson as
agent during World War II. Private operation was re-
sumed in June 19t6, At time of hearing in lanuary l'.)48

Page 48

PACIFIC MARINE REVIEW

Matsoii had completely rebuilt its fleet with the purchase
(i( 15 C-3 type ships, nine of which were in service and
MX were undergoing reconversion. Reconversion of the
passenger liner Lurline was practically complete at an
expenditure of around SH millions of Matson's own
funds.

In all, Matson's commitments for floating and other
equipment are around S52 millions of which S4.'^ mil-
lions have been expended.' This program has reduced its
marketable securities from S12 millions in February 1947
to around SV2 million in November 1947; and has in-
(.rea.sed its current working liabilities S.t millions during
the same period. Also it lias necessitated bank loans of
"^6 millions, and arrangements for another loan in the
same amount. Moreover, Matson is guarantor of bank
1; loans of Oceanic, its subsidiary, amounting to S4 millions.
The entire new fleet is to be in operation by July 1,
1948, on the following schedule: freighters are to sail
weekly from Los Angeles and San Francisco; fortnightly
from Northwest ports; fortnightly from Atlantic and
Gulf ports (5 vessels) in conjunction with Isthmian;
and every 20 days in the lumber service. The Lnrline. re-
placing the Ahiisoniii, started in April 1948, on a 12 day
turnaround between Honolulu and Los Angeles and San
Francisco alternately.

Originally Matson filed increased rates to become ef-
fective March 1, 1947, which were designed to raise
revenues approximately 22 per cent. These rates were
suspended in Docket 656, without prejudice to the es-
tablishment of rates designed to produce an over-all of 20
per cent. The latter rates were filed to become effective
either on March 1 or March 10, 1947, and are the sub-
ject of this inquiry.

Justification advanced by Matson for the rate increases
is the rapid and continuous rise in operating costs. Also,
comparisons are made with increased rates in other trades.
Vessel and cargo expenses on actual tonnage carried
in the Pacific-Hawaiian service have increased ( 1947
over 1941 ) by the following percentages:

Insurance, 12x85 percent

Repairs 19.96 percent

Sea expense 8993 percent

Cargo handling 102.27 percent

Port charges 30.82 percent

Grand total 93.36 percent

Expenses in 1947 divided approximately 61 per cent
to cargo and 39 per cent to vessel. These increases are
illustrated by a comparison of cost per ton of cargo car-
ried by the freighters Manukai and Manulani on voyages
made in 1941 and 1947 respectively. The percentage in-
crease in cost as to the former vessel was 110 per cent,
and the latter 96 per cent. The wage increase on the
Manukai averaged 91.7 per cent. Increased voyage time
was 13 and 9 days respectively, due to port congestion
in the Islands. The operating vice president of Matson
testified: "Everything that we buy has gone up anywhere
from 35 per cent to 275 per cent" ( 1947 over 1941 ).

In the intercoastal trade, westbound rates on six select-
ed commodities have been increased since 1939 in

This includes S1H.6H2,33S estimated cost of rcstorine tlic Lurhiie
(including $5 millions paid by the Commissioni ; and an avcraKC of
around $1'^ million each for the Hilo hulk sugat plant. Royal
Hawaiian Hotel, and Matson office huilding.

amounts ranging from 18.56 per cent on automobiles
( new unboxed) to 66.81 per cent on canned goods, N.
O. S. Prospective increases during 1948 would increase
these percentages to 26.46 per cent and 77.93 per cent
respectively. Eastbound intercoastal, the increases ranged
from 54.90 per cent ( 1947) and 65.22 per cent ( 1948
prospective) on dried fruit to around 67 per cent ( 1947 )
and 78 per cent (1948) prospective) on lumber and
canned goods. Increa.ses made in January 1948 in rail
rates, over the 1939 level, between San Francisco and
eastern points on substantially the same commodities
range from 25.32 per cent on wool to 50 per cent on
canned goods.

Since 1940 Matson has increased rates between Hawaii
and Pacific coast ports on general merchandise 70 per
cent; canned pineapple, 76 per cent; luinber 66 per cent;
bagged raw sugar, 77 per cent; feed, flour, etc., 62 per-
cent; fertilizer, 59 per cent; and common building ce-
ment, 86 per cent. Little or no increases had been made
at time of hearing in rates on refrigerator cargo and
rates on molasses, fuel oil and asphalt liquid, in bulk,'
which are influenced by tanker competition.

Matson's rates yield lower ton-mile earnings than rates
in six other offshore trades, such as the New York-
Havana and Seattle-Nome trades.

On certain selected items of food and clothing, the
increased transportation cost resulting from the last rate
increases ranges from $.001 on a pound of potatoes to
S.014 on a pair of men's shoes. Nails would be increased
sS.OOl per pound and refrigerators, $1.91 each. The Con-
sumers Council estimated from exhibits of record that
the increased landed cost of principal commodities im-
ported from the mainland in 1947 was ,$2,639,000. Its
witness testified that the cost of living in the Islands is
approximately 25 per cent higher than on the mainland.
The present freight rates average 3.81 per cent of retail
prices on 17 food items in Honolulu as of September 15,
1947, which prices on the average are lower than in New
York, but higher than in San Francisco and Seattle. For
instance the 17 items cost approximately S.05 per unit
more on the average in Honolulu tiian in San Francisco.
The freight rates on these items from Pacific Coast ports
to Honolulu average about $.024 per unit.

The following table shows earnings (or losses) from
vessel operations for the calendar year 1947' based on
actual operations; also assuming that the present rates
iPleme liirii to following page)

Other commoditie
cotton piece good;

4 Official notice is taken of inctcases made on Aptil 1. 194S. on mo-
lasses, fuel oil and asphalt liquid, in bulk, tatiging from 23 to 50

5 December operatic

TRflDf

JULY • 1941

Page 49

StGamer Freight Rates

(Continued from preceding page)

had been in effect the full year, and that expenses had
been incurred for the full year on the basis prevailing
on December 31, 1947.

Passenger

Service
(Matsoma) Total

(2) (3.)

Freight
Service
Combined

(1)

(A) 19-4"^ vessel operations
Net profit (or loss) ($61,651)' $156,762 $95,110
Depreciated investment

plus working capital 20,512.900 1,526.998 21,839,898

Return (percent) none 10.2"? 0.44

(B) 1947 vessel operations at
increased rates full year
and expenses prevailing
December 31, 1947
Depreciated investment

Net profit 129,239= 93,738 222,977

plus working capital 20,416,900 1,561,998 21,978,898

Return (per cent) 0.63 6.00 1.01

1 Pacific service lost $130,505, and Atlantic-Gulf service earned $68,-
853.

2 Pacific service would have earned $82,614. and Adantic-Gulf service
would have earned $46,625.

Earnings before taxes reflected in the above table
are higher than shown by Matson by $257,893 on freight
service and 539,144 on passenger service due to the ex-
clusion of inactive vessel expenses and depreciation on
vessels not employed in the Hawaiian service during
1947; also charter hire revenue on passenger vessels not
applicable to the period used."

Matson discontinued payment of quarterly divi-
dends on June 15, 1947, which had been paid regularly
since 1906. Since 1937 dividends have ranged from a
high of Si. 50 per share to 60 cents in 1947. Its stock
declined progressively during 1947 for a loss of around
8V2 points. Matson capital stock, without par value, has
a book value of $20.18 per share.

Matson estimates that earnings under present freight
rates during the calendar year 1948, with its new fleet
in operation the entire year, would yield less than 3
per cent on capital employed in its freighter services.
Estimated earnings after taxes but before return are
5702,865 on the West Coast freighter service and S119,-
926 on the East Coast freighter service. Capital employed
in these services would be $32,186,436 and $5,420,637
respectively. While the Matsonia earned 10.27 per cent
in 1947 on its depreciated investment of around Si ¥2
millions, it is anticipated that a year's operation of the
Lurline will yield earnings of $340,314 after taxes, on
capital employed of $17,110,855, or a return of approxi-
mately 2 per cent.' Of the 1948 revenue dollar it is

The items excluded were charter h
ciation on Lurltne, Hawaiian Refi.
vessel expense during

Lurline and Mationia. depre-
id Hawaiian Wholesaler, and
of freight vessels.

7 Matson's passenger carryings in 1947 were only one-half of its carry-
ings in 1940, the reduction being attributed to subsidized competition
of Pan American Airways and United Air Lines.

lUOi^LD
TRflDt

estimated that 2.66 per cent will be available for return
on investment, 45 per cent for cargo handling and 35
per cent for vessel expense, the largest items of which
are wages and fuel. In estimating expenses no account
is taken of increased expenses which might result from
the arbitration just completed on wages of firemen, cooks
and stewards, engineers and radio operators. Moreover,
during 1948 negotiations as to possible wage increases
will be conducted with the longshore, clerking and sea-
faring personnel.

Isthmian's operations in the Hawaiian-Atlantic-Gulf
service in 1947 under the present rates resulted in an
estimated net loss of 513,687. American President Lines
incurred a net direct vessel operating loss of $10,876.
Oceanic lost $44,457. The other respondents made only
incidental calls at Hawaiian ports.

Conclusions

From the foregoing recital of facts it is clear that
Matson's 1947 common carrier freighter operations in
the Hawaiian service were conducted at a loss. It is
apparent also that little better than an even break would
have resulted had the increased rates of March been in
effect, and the expenses prevailing on December 31st
been incurred, during the entire year of 1947. Moreover,
if Matson's estimates of prospective traffic and expenses
prove reliable, 1948 operations will yield only a modest
rate of return on investment.

These conclusions exclude any consideration of Mat-
son's non-common carrier activities such as hotel opera-
tion, air transport business, and common carrier or char-
ter operations in other trades. Also excluded from con-
sideration are revenues, expenses and investment relating
to vessels which performed no common carrier service
during 1947. Passenger operations, which are analyzed
merely to show their relation to freighter operations,
paid their way in 1947, and thus cast no burden on
freight services. Moreover, according to Matson's esti-
mates for 1948. the passenger service will earn as much
return on investment as the freighter services.

The rate base upon which return is computed is Mat-
son's depreciated investment in physical property and
equipment used and useful in common carrier opera-
tions in the Hawaiian services during the period under
review, including working capital equal to one and
one-half months' operation costs, plus material and
supplies.

In opposition to the rate increases, the Consumers
Council alleges in substance ( 1 ) that the increases have
an inflationary effect upon the cost of living in the
Islands, ( 2 ) that rate increases would not be required
under more efficient management and operation and ( 3 ) ,
that Matson is in a strong financial position and could
well forego the increases.

The Consumers Council states, in brief, that the prices
of food and other commodities in Honolulu average
about 20 per cent higher than in mainland cities. How-
ever, it admits that in addition to freight rates, high
labor costs and wholesale and retail mark-ups are fac-
tors which create this cost differential. The transportation
factor cannot be too controlling if, as shown by the
record, freight rates average less than 4 per cent of retail
(Please turn to page 86)

Page 50

PACIFIC MARINE REVIEW

m mnu terhi^/ils at Honolulu

This is an aerial view of the
Matson Terminals at Honolulu.
The S.S. HAWAIIAN EDUCA-
TOR is seen alongside as she
is discharging mainland cargo
into the terminal, which is 1,450
feet long and 250 feet wide.

The new Matson Terminals at
Honolulu Harbor, built by the Oahu
Railway & Land Company, cover
an area of ten acres and are equip-
ped to handle more than 20,000 tons
of freight. 1,450 feet long and 250
feet wide exclusive of apron, the
new terminal can berth and handle
at the same time two of Matson's
new C-3 freighters.

The latest innovations for the
convenient handling of cargo have
been installed at the terminal, and
its concrete decks, hre walls, sprin-
kling systems and steel cages make
it practically fireproof, A 30-foot
apron on the slip side of the piers
provides for the unloading of cargo
from the vessels and on the shore-
side of the piers is an esplanade,
150 feet wide with steel curtained
doors which are opened up for the
delivery of cargo to waiting trucks
that can be backed up directly to
the door.

broad expanse of the st.

um of obstructions this

freight terminal in the

■el shedded area. With concrete de
terminal is reputed to be the fin
: western hemisphere.

June Meeting of Junior World Trade Association

Robert Bruce, sales
manager for the
Freight Department
of American Presi-
dent Lines, who was
speaker for the June
meeting of the Jun-
ior World Trade As-
sociation. His sub-
ject was "The Future
of World Trade in
the Pacific-

Junior World Trade

Association June

Meeting.

Globe Completes Mechanization

Globe Wireless Ltd. announces the change-over of its
San Francisco-Shanghai circuit from Morse operation to
fully automatic Globe Radiotype, the completely mechan-
ized system for transmission and reception of messages
developed by International Business Machines Corpora-
tion.

With the inaugauration of exclusive Globe Radiotype
on the San Francisco-Shanghai circuit. Globe Wireless
becomes the first international telecommunications car-
rier to become one hundred per cent mechanized on all
its international circuits.

Thus Globe has attained the goal which they have
been aiming toward ever since they reopened their cir-
cuits after the war. Complete mechanization eliminates
the human element in transmitting and receiving mes-

yk

/^r

sages and it enables them to attain greater speed, greater
accuracy and dependability in the handling of volume
traffic between major world centers of trade, commerce
and finance.

Globe Radiotypes, a wartime development, have been
described as the world's fastest radio-teletypes, for they
operate consistently at a speed in excess of 100 words
per minute.

These machines are revolutionary in design and opera-
tional characteristics. The conventional shift of the type-
basket has been eliminated, thereby increasing the speed
of operation by approximately 20 per cent and consider-
ably reducing the error potential.

Operation of Globe Radiotype is accomplished by
means of an electronic permutation unit, on a six-unit
code basis as compared with the older, five-unit system.
This affords a wider range of code combinations and
oflfers increased speed and accuracy. The keyboard has
42 keys, instead of the conventional 31 used on older
teletypes.

Globe Wireless radiogram service is now available to
the Hawaiian Islands, the Philippines. China, Hongkong,
Macao, Indo-China, Java and Malaya, including Singa-
pore. Globe also operates an Atlantic circuit to Havana,
Cuba.

Three s a Crowd

And this crowd was recently welcomed, all on the same
day, as new members of the Junior World Trade Associa-
tion. Associates of the newly formed Montgomery of San
Francisco, they are, left to right: David L. Mears, Donald
J. Youngman and Werner W. Trueb, Manager of the
European Division.

Page 52

PACIFIC MARINE REVIEW

m€RCIfll
CRflfT

Moore Dry Dock Duilds

Standard Oil Barge

The Marine Department of
Standard Oil Company of Califor-
nia has developed plans for a 14,700
barrel oil barge for inland water
service with a number of novel
features. Moore Dry Dock Company

won the ct)ntract for construction
on a bid approximating $400,000,
and both Standard and Moore are
quite proud of the plans.

One of the special features in
connection with this project is the

trynig out of models in the Univer-
sity of Michigan's model basin. One
of the problems in bay and river
towing is the tendency of a barge
to "yaw" and the three models
v\hich were used in this case re-

- A L If 3 ^1...^/ \,

o

STBO

JULY

1948

DECK PLAN

Page 53

suited in what the architects hope
to be an evenly towed craft.

The barge is a single-deck steel
vessel of all welded construction,

Dimensions and particulars of the
barge are:

Length, B.P 200' 0"

Length, O.A 200' 8W

Breadth, Mid 42' 0"

Depth, Mid 12' 6"

Draft, Designed Max 11' 3"

Corresponding Displ., F.W.

2340 Tons

Lightship 422 Tons

Corresponding DW, F.W.

1918 Tons

Volumetric Cap., 100%

Full 14972 Bbls.

Volumetric Cap., 98%

Full 14672 Bbls.

suitable for carrying a variety of
petroleum cargoes in bulk under
deck. It will be divided into four
cargo tanks by means of oiltight
transverse bulkheads and a con-
tinuous oiltight longitudinal center
line bulkhead dividing the four
cargo tanks into eight cargo com-
partments. The forward end is to
be a buoyancy space and the after
end a pump room and engine room.

In designing the structure it was
arranged that large sections be
"shop" fabricated by means of down
hand welding. While every possi-
bility for reducing weight was
adopted, the structure as a whole is
unusually sturdy and is built of steel
of a considerably greater thickness
than usual for a boat of this kind.

A tripod mast is provided to
which is fastened a boom and rigg-
ing for handling heavy hose and the
mast will also serve as a vapor es-
cape in the manner illustrated on
page 56 of the April Pacific Marine
Reiiew.

The drainage system is so plan-
ned as to permit prompt emptying
of the individual cargo compart-
ments. Serrated longitudinals allow
complete drainage toward the suc-
tions. It is planned to use individual
tanks for varying petroleum prod-
ucts from season to season and
sometimes from trip to trip. A Kin-
ney Heliquad rotary pumo will be
capable of discharging 2.000 barrels
per hour. The engines for driving
cargo pumps are Caterpillar Diesel
capable of carrying a sustained load
of 126 BHP. Other pumps include
Waterous Rotary for fire proter

tion and general service, and pump
room bilge pump. The fresh water
pressure set is the Fairbanks-Morse
"package unit" as is the salt water
pressure set. The lighting genera-
tors are Kohler.

In any tanker the heart of the
structure is the piping and valve
system and Standard's architects
gave many minute details for in-
stallation of these features. The an-
gle of installation and the radius
of bends are indicated as well as
the sizes and method of attachment.
Plenty of flanges and unions are pro-
vided to facilitate overhaul, and con-
nections to pumps and tanks are
flanged.

Gate valves with non-rising stems
are to have indicators, and valves
in cargo tanks and forward buoy-
ancy space are to be operated from
the deck by means of solid reach
rods with handwheel stands and in-
dicators.

The cargo handling systems are
laid out so that two methods of car-
go can be discharged simultaneous-
ly without contamination. All cargo
suction lines are kept as low as pos-
sible and on the same plane and the
bottom of the bell-mouths are to be
one inch above bottom of tank. All
gate valves in pumproom, on deck
and within tanks are Walworth-
Wescott.

The galvanized engine room
grating is Blaw-Knox or Irving, and
towing chocks are Hyde Windlass
Company's. Butterworth tank
cleaning machines are provided.
There are Monel Metal screens at
ventilation and other vents and a
"Buffalo" LL Conoidal fan in the
pumproom.

One Bower Mushroom 1200 lb.
anchor and one Danforth 500 lb.
stream anchor are specified, with
sixty fathoms of one inch steel wire
and two fathoms of 1 Vs" stud chain
cable. Also provided is a sixty-
fathom SVa" manila towline and
two sixty-fathom iVz" manila haw-
sers.

Eight automatic tape gauges are
provided by Shand and Jurs. A ten-
person balsa life raft is mounted on
the deck. Tanks other than cargo
tanks are as follows:

One Diesel oil fuel tank — 500
gallon capacity.

One Fresh water tank — 500 gal-
iCnminiied on page SSi

Page 54

PACIFIC MARINE REVIEW

Marine Insurance

The London Letter

By Dur United Kingdom Cnrrespondent

New Argentine Insurance Law

HIl.E IT IS NOT YET CLEAR how far the new
Argentine Insurance Law will affect British marine
insurance business, underwriting people in the United
Kingdom are fully expecting the worst. The first reports
from Argentina are to the effect that the new insurance
law will prove even more drastic in its limitations on for-
eign insurers than was anticipated. For example, it is re-
ported that the decree specifies that the buyer shall be re-
sponsible for imports and the seller for exports, the situa-
tion thus being "loaded" in favor of Argentina. Time will
show; but individual opinion in London is still to the
effect that the Argentine authorities will regret their
totalitarian action, and that it will yet be found that
they have "bitten off more than they can chew."

the substantial rise in shipping values." The Company's
annual review continues:

"Losses through theft and pilferage have continued
to be the most serious risk to merchandise in transit
whether at home or abroad, and, although much can
and is being done to combat this loss, so long as many
commodities and consumer goods are in short supply we
shall have this problem with us.

"1947 has been a year in which underwriters have
had to meet an increasing number of total losses, in-
cluding one for £1,865,800 caused through the destruc-
tion by fire of the Monarch of Bermuda whilst at a
shipbuilders' yard for reconversion — the largest single
hull loss since that of the L'Atlanti^ue. also by fire, in
1933. This loss emphasises the importance of adequate
fire patrols and fire fighting equipment on this type of
risk, and it is to be hoped that complete precautionary
measures may be the means of preventing such serious
losses in the future."

York-Antwerp Rules

Referring to the general disappointment that had been
caused by the non-adoption of the 1924 York-Antwerp
Rules in full in the United States, Mr. 'W. D. 'Wattle-
worth, in his annual meeting speech as retiring chair-
man of the Association of Average Adjusters, in Lon-
don, said that never had the need for international unity
and co-operation been so great as at present. Differences
with regard to the York-Antwerp Rules might seem a
small matter compared with the tremendous issues which
faced the world today, but what applied to large matters
also applied to smaller ones. The United States was a
great maritime nation whose ships carried cargoes, often
more valuable than the ship, to and from countries which
had adopted the 1924 Rules in full, yet, for reasons
which seemed good to herself, America had adopted only
a mutilated form of the Rules. It was worth a de-
termined effort on both sides to resolve the present
differences. All were in agreement on the vast majority
of points, and he did not think the difficulties in the
way of complete agreement were insuperable, neither
did he thinlc the differences were really so great as
was sometimes believed.

Review of Commercial Union Assurance Co.

The Commercial Union Assurance Company, Ltd.,
London, attributes its big expansion in net marine prem-
ium income in the year 1947 (the income amounted to
£1,855,614, or £694,290 more than in the previous
year) to "the increased activity of our world-wide or-
ganization, coupled with the delivery of new vessels and

Liverpool & London & Globe Insurance Review

The Liverpool and London and Globe Insurance Com-

MARINE
INSURANCE

Cargo, Hulls, Motor Transit,

Parcel Post, Registered Mail

and other

Inland Marine Lines

A THE HOMEi^

Cs^{^^

NE^V YORK

SAN FRANCISCO LOS ANGELES

EXbrook 2-5600 Michigan 3661

565 Clay St. 639 S. Spring St.

MARINE MANAGERS
Clayton E. Roberts Alberto Martinez, Jr.

JULY

948

Page 55

pany, Limited, in its review of the year 1947, states:

"The increase in the number of casualties, and the
rise in world prices which has increased the cost of re-
pairs and other liabilities, are reflected in the results of
our hull business. We are also still suffering from the
difficulties which have been encountered during the
last few years in almost all parts of the world through
delays affecting the carriage of goods and the conse-
quent increased opportunities for loss and damage. It is
important that remedial action should be taken by all
concerned with the safe carriage of the world's valuable
productions in the interests of the common good.

"In the 1947 account, premiums have again increased,
partly by reason of increased values, and partly by the
greater volume of world trade."

Royal Insurance Review

The Royal Insurance Company, Ltd. ( an associate of
the Liverpool and London and Globe Insurance Com-
pany, Ltd. ) reports as follows in respect of its marine
business:

"The marine account for 1946 has been closed with
a profit of f 162,.i02, which is much smaller than the
profit on the 1945 account, but we are now seeing the
transitional effects of the early postwar period — the
later presentation of claims, due partly to the deferment
of ship repairs — and it has been necessary to transfer
to suspense account, to take care of third and subse-
quent years' outgoings, a larger sum than in 1946.

"The net premium income received in 1947 was con-
siderably greater than in the preceding year, and this
carries with it a greater liability as rates generally have
continued to fall. Due to the persistence of abnormal
trading conditions, and the unsettled state of affairs in
so many parts of the world today, this reduction of rates
is a matter of concern to underwriters.

"Congestion at ports has added to our difficulties, and
has unfortunately provided greater opportunities for loss
of and damage to goods, particularly those which are
scarce or rationed. These losses have been aggravated
owing to present-day methods of packing and the use
of containers which fall short of prewar standards.

"We hope that the publicity given to these points
during the past few months will serve to impress upon
all those engaged in the handling and transport of goods
a fuller realization of the enormous waste of the re-
sources of the world which is occurring in these times
of scarcity."

London Assurance Increase

In his statement to shareholders of The London As-
surance, Mr. R. Olaf Hambro, the Governor, remarks:

"The increase in premium income is obviously con-
cerned with inflationary tendencies, both as they are
concerned with values of hulls and of cargoes. Claims
are likely to show a heavier incidence for two reasons,
one the costs of repairs in the hull section of our ac-
count, which costs are ccintinuously increasing, and the
other, the claims we have on the cargo side arising from
pilferage and inadequate packing.

"Pilferage, so long as consumer goods are in short
supply, is a most difficult hazard to control. We are

happy to see an improvement consequent upon the co-
operation which has been so readily accorded as between
the various interests concerned, namely, exporters, dock
authorities, wharfingers and the like, with insurers. It
is obviously of extreme importance in the national in-
terest that goods difficult of replacement should be pro-
tected, and this is the motive actuating all who are
concerned with the problem."

Repair Costs Still Rising

Another of our leading marine insurance authorities,
Lord Courtauld-Thomson, chairman of the Merchants'
Marine Insurance Company, Ltd. (established 187 1),
London, for which undertaking Messrs. Willis, Faber &
Dumas, Limited, act as marine underwriting agents, has
given some interesting and instructive views on the course
of world marine underwriting. Pointmg out that he
referred, a year ago, to the ever mounting cost of re-
pairs in the shipyards of the world, he expresses regret
that, "contrary to our experience after the 1914-18 war,
costs show no signs of falling: indeed, there is every
indication of further increase." Lord Courtauld-Thom-
son goes on:

"The effect of this continued rise in the cost of re-
pairs must inevitably reflect itself in the running off
of hull accounts for many years to come. Again, with
the end of the war and a return to more normal and
indeed improved conditions of navigation, such as the
use of Radar, it was to be expected that the number of
casualties on the high seas would have been fewer than
those arising during the war years. The annual return
of casualties compiled by the Liverpool Underwriters'
Association has, however, shown exactly the reverse,
and the casualties to vessels of 500 tons gross and over
in 1947 were over 50 per cent, greater than in 1944.

"So far as British hull business is concerned, the
elasticity of the Hull Understanding and the loyal support
which has been given by underwriters, have been of
benefit to the Marine Companies, although, in view of
the abnormal cost of repairs, it is still doubtful whether
the current rates are adequate."

Radio Advisory Service

The Chamber of Shipping and the Liverpool Steam
Ship Owners' Association have established a Radio Ad-
visory Service on behalf of British shipping which is
financed jointly by the two organizations. The functions
of this service include the giving of confidential advice
to individual firms requiring it in the many electronic
problems which are now arising, and ensuring, in general,
that British shipping managements, irrespective of size,
are kept effectively in touch with developments. Cap-
tain F. J. Wylie — who, until recently, was Director of
Radio Equipment at the Admiralty, and was largely
concerned with the preparations which made possible
the production of radar for the Merchant Navy — has
been appointed to direct the Radio Advisory Service.

"Unsinkable" Lifeboat

A newly invented type of "unsinkable" lifeboat
(named "Gaskin" after the inventor, Mr. H. A. Gaskin,
i Phase turn 10 pa«e 10-ti

Page 56

PACIFIC MARINE REVIEW

Admiralty Decisions

By HAROLD S. DDBBS of San Franasco Bar

lUil^G" ME

IN THE GENERAL PRACTICE of the law and par-
ticularly in the specialized field of admiralty, law-
yers and proctors alike become involved in immigra-
tion proceedings of every conceivable type. Whenever
1 have had any experience with such matters, I have
Lome to more fully realize the importance of my citizen-
siiip. It is difficult to express the seemingly unsur-
mountable obstacles that confront the average foreigner
who seeks admission to the United States. The laws are
strict and rather inflexible, and so, as with other in-
flexible rules, some see in them an opportunity to capital-
ize by "selling," or as I have entitled this article "run-
ning" aliens. Most of us will recall the prohibition era
during which rum running and other intoxicants were
delivered to the shores of the United States illegally and
through devious means and methods. In the same way,
aliens have been delivered to the shores of the United
States through the years, and have in many cases com-
pletely escaped apprehension by the authorities for a
good many years, and in many cases, without ever
being apprehended. It is hard to believe that such run-
ning of aliens continues. The record discloses that it
does in great numbers, and unfortunately with the aid
of citizens of the United States. Heavy penalties are
prescribed for the violators of custom and immigration
laws, and fortunately, the United States has been able
to bring to justice recent violators of the statute.

In a case entitled United States of America v. Motor
Vessel F. V. Hill decided by the United States District
Court for the Southern District of Florida, the court
appropriately punished the violators of the statute. The
facts may be briefly summarized as follows:

The United States of America had seized and pro-
ceeded against rhe Motor Vessel F. V. Hill for the al-
leged violation of the immigration laws. The charge
was predicated upon the vessel's arrival at Tampa, Flor-
ida from a foreign port, to wit, Georgetown, Grand
Cayman, via Cozumel, Mexico, with eight aliens aboard
falsely listed on the vessel's manifest as members of the
crew. The charge necessarily included the claim that the
master had permitted the aliens to land with intent to
violate the laws of the United States. He was also charged
with falsely and knowingly representing to the immigra-
tion authorities at the port of Tampa, Florida that the
aliens were bona fide members of the crew.

The vessel had arrived in the port of Tampa at
about seven o'clock a. m. on September 2, 1947, with
the eight alleged crew members who admitted under
examination that they were really passengers and not
crew members. They each testified that they had in-
dividually paid the master a sum of money to trans-
port them as passengers. In the crew list, over the signa-

ture of the master, it was represented that each of the
persons found aboard the vessel was a member of the
crew. The owners pleaded ignorance and custom. How-
ever, the court refused to recognize either of the reasons
as a valid defense.

The court fined the master and the vessel owner
jointly and severally in the sum of $5,000, and by virtue
of the penalty provisions of the section under which
they were prosecuted, held the Motor Vessel F. V. Hill
liable for an additional penalty of 35,000. Failing pay-
ment of the aforesaid fine, the vessel was ordered to
be sold and the United States paid out of the receipts
of the sale.

In passing sentence, the Court said that if the law
permitted, it would have preferred to cancel and nullify
the citizenship of the master and each and all of the
owners who were in privity with the master, in addition
to the prescribed fines. The court continued that it
regarded the right of citizenship as the most valuable
possession of any citizen of the United States, and his
efforts to violate the laws that make that citizenship
valuable, should be punished by a more stringent penalty
than that provided by the statute.

THE m CHA^GETH

Although the title may not be quite accurate, it does
appear from one of the most recent cases handed down
by an Eastern court that if the law is not changing, in-
terpretation certainly is with respect to seamen's suits
against general agents of the United States.

I have, on occasion, told you of the leading decisions
in this particular field which have in almost all cases,
given the seaman the right to sue the general agent even
though the United States admittedly was the employer
at the time of the disability. One of the cases that I have
been following with some interest because of the court's
indication that a change in interpretation would follow,
is Gaynor v. Agwilines, Inc., United States District
Court, Eastern District of Pennsylvania. The report that
I make to you comes after a rehearing of the court's
original determination that no civil action for wages,
maintenance and cure and for loss of personal effects
can be maintained against the defendant ( general agent ) .

Rehearing was granted at the request of the plaintiff
seaman, who asked that the Clarification Act and certain
alleged pertinent authorities be reviewed in the light
of the fact that by reason of the Pennsylvania court's
holding, the rights of seamen employed through the War
Shipping Administration would be curtailed.

The general agents have not tried, either in this case
or in any of the otiiers, to take away any right that any
seaman had to recover for wages, maintenance and cure
or loss of personal effects. However, they have insisted
from the beginning that they should not be subjected to

JULY

948

Page 57

su'u in their capacity as general agents, but to the con-
trary, the employer, namely the United States, was and
is the only body properly named defendant.

During the acquisition of substantially our entire Mer-
chant Marine by the United States through the War
Shipping Administration and its predecessors, a number
of legal problems with respect to the rights of the seamen
employed to man the vessels were created. These seamen,
as expressed by their representatives, desired rights en-
joyed by seamen employed on privately owned vessels
such as those under the Jones Act as well as the existing
bargaining agreements entered into between the private
vessel owners and the labor unions in preference to
those afforded by Federal statutes enacted for the bene-
fit of government employees. The policy of the War
Shipping Administration of attempting to give the sea-
men employed by it preferred rights was hindered by
the fact that they were technically government employees.
In this status they could not earn credits toward bene-
fits provided by the Social Security Act while at the
same time they were excluded from the benefits of the
Civil Service Retirement Act by Executive order. Doubt
prevailed since it was thought their rights varied because
they were made to depend on the fortuitous relation-
ship of the War Shipping Administration or the nature
of the vessels on which they were employed. Thus if the
vessel was owned by, or bareboat-chartered to, the War
Shipping Administration, the crew became technically
employees of the government; on the other hand, if the
vessel was time-chartered to the Administration, the
crew remained the private employees of the vessel's
owner. In addition the exact status of these seamen was
further confused when vessels of the Administration
were chartered or made available to another department
or agency of the United States. Because of the provisions
of the Suits in Admiralty Act providing that suits there-
under may be brought only if the ship involved is a mer-
chant vessel or a tugboat, a seaman employed on a
public vessel could not sue the United States for dam-
ages. As a result, it could not always be determined with
any amount of certainty whether a vessel in question was
technically a public or a merchant vessel, and as a con-
sequence these seamen were made to rely upon the policy
of the Administration for an adjustment of their claims
for such injuries.

In 1930 the Supreme Court in United States Shipping
Board Emergency Fleet Corporation vs. Lustgarten (No.
32), 280 U. S. 320, (discussed in an earlier article)
held that a seaman could not recover from the private
operator for injuries sustained by him while he was
employed on a merchant vessel owned by the United
States. The Court based its decision on the rule that
the remedies given by the Suits in Admiralty Act were
exclusive in all cases where a libel might be filed under
it. However on January 18, 1943, in Brady vs. Roosevelt
S. S. Co.. 317 U. S. 575 (discussed in an earlier article),
the Supreme Court, in modifying the broad rule laid
down in the Lustgarten case, held the Suits in Admiralty
Act did not save the private operator working under a
general agency agreement from suit to recover dam-
ages for injuries sustained bv a third person as a result
of its negligent operation of a merchant vessel owned
by the United States.

On June 8, 1942, Admiralty Rule 46 was amended to
prevent the possibility of a case being heard which
might reveal information of value to the enemy. No
concurrable rule or amendment existed on the civil
side of the Federal Court.

It was against this background as it is briefly stated
here, that Congress passed the so-called Clarification Act
of March 24, 1943 in order to restate, clarify and extend
the rights of seamen employed through the War Shipping
Administration.

The contention of the plaintiff is that the Act did not
change in any way the rights and remedies which these
seamen might assert or have against the general agents of
the vessels. As a basis for his contention, he relies upon
the wording of the Act and Hust vs. i^oore-McCormack
Lines, 328 U. S. 707 (discussed in an earlier article), and
Aird vs. Weyerhaeuser Steamship Company. 3 Cir., de-
cided September 16, 1947.

It is true that the Act does not expressly say that the
seamen in question cannot bring their actions against
the general agents upon the existence or occurrence of
the circumstances listed under clauses (2) and (3) of
the first section of the Act. However, it seems that the
Act, taken as a whole, in connection with its background
and the reports of the Senate and House, expresses a
clear command by Congress that there be a new remedy,
set forth therein, namely, by first presenting the claim
to the War Shipping Administration in accordance with
the rules and regulations prescribed by it, and then after
the claim has been administratively disallowed, by bring-
ing suit on the claim pursuant to the provisions of the
Suits in Admiralty Act.

The Court said: "Merely because Congress stated that
with respect to those rights listed in clauses ( 2 ) and ( 3 )
of the first section of the Act, the seamen employed by
the War Shipping Administration shall have all the
rights, benefits, exemptions, privileges and liabilities,
under law applicable to citizens of the United States em-
ployed as seamen on privately owned and operated
American vessels,' it does not follow that Congress meant
that they shall have the same remedies. Congress was
not haphazard, but careful in the use of terms. The omis-
sion of the word remedies' was not accidental but inten-
tional. Section 4 of the Act is not an indication that Con-
gress intended that these rights could be enforced against
the general agent as heretofore side by side with the new
remedy. That section, in part, was intended only to afford
the general agent limited protection in the event of the
arising of a situation similar to that which arose in Brady
vs. Roosevelt S. S. Co."

If the interpretation placed upon the Clarification Act
by the plaintiff was in fact the intention of Congress,
passage of the Act would have been a vain gesture. The
cause of action before the Court was one that did not
arise prior to the passage of the Act. Therefore, the retro-
active provision which would have given the seamen in
question an e'ection to sue under its provisions, or pursue
his former remedies, is not before this court. There is no
election provision for the prospective operation of the
Act and the Court refused to read such a provision into

(Please turn to page 104)

Page 58

PACIFIC MARINE REVIEW

Uim^. /hvUitm ((niwt^tcL

by "Ihe Chief"

"The Chiefs" department welcomes questions — Just write "The Chief," Pacific Marine Review.

"CHAIK TMK8" M APPLIED MATHEMATICS

finc,ie ft> ^ 90°~ A ^ '
P, -^-'rfcc« load o+ li'

Blackboard figures I (a), 1(b) and 2, mentioned in the text.

The Screw

OUR LAST ARTICLE discussed the ability of the
screw to lift the weight and the profound effect of
friction in lowering the lifting ability. It was shown
that on account of friction most of the mechanical ad-
vantage of the screw was due to the length of the wrench
or lever arm by which the arm was turned. The Amer-
ican Standard angle thread and the square thread were
mentioned.

We now have to show that the angle thread, while

much stronger in the root than the square thread for
any given pitch, adds greatly to the friction and develops
a bursting load on the nut. Referring to Fig. 1(a) note
the angle of thread sketched to an angle A. If this angle
A were 45 degrees the vertical loading shown in the
sketch as L could be considered as divided into two
components in which the vertical one would be L pounds
and the horizontal one H, and these two forces would
be equal. H equals L x tan A. The trigonometric func-

J U LY • 1941

Page 59

tioi. called the tangent (abbreviated tan is the side op-
posite divided by the side adjacent to an angle of the
right triangle. See Fig. 2. The values of this function
will be found in any mathematical table. As shown in
Fig. 1(a) with the angle A at 45 degrees the vertical
side L equals the base H; with the angle A zero the base
H becomes zero in length, and with the angle A equal
to 90 degrees the value of H becomes of infinite length.
These are exactly the changes in values of the horizontal
force on the nut with the changes in the angle of the
thread. With the square thread, ( angle A equals zero )
Fig. 1 (b), there is no horizontal or bursting force
on the nut.

Also note that the force between the surface of the
thread of the screw and that of the nut called R in the
Fig. 1 increases rapidly with the increase in the value
of the angle A. Again from trigonometry, the cosine of
angle A (cos A) equals L R from which we derive that
R equals L cos A. See Fig. 1 (a). As A increases the
cos A decreases; therefore the resultant R increases.

The Marine Engineer must not be alarmed at the
use of these trigonometric functions. They are only the
fractions or ratios of the sides of any right triangle. For
instance, taking the triangle in Fig 1 (a) as an example,
as the angle A increases from zero to 90 degrees and
as angle B therefore decreases from 90 degrees to zero,
the following changes in these ratios are true.

Sin A equals Cos B equals H R. Varies from zero to
1. At 45 deg. is equal to .707.

Cos A equals Sin B equals L R. Varies from 1 to
zero. At 45 deg. is equal to .707.

Tan A equals H L. Varies from zero to infinite. At
45 deg. is equal to 1.00.

Tan B equals L„ H equals 1 Tan A. Varies from in-
finite to zero. At 45 deg. equals 1.00.

Thus increasing the thread angle A not only increases
the bursting force on the nut but also increases the sur-
face pressure and therefore the friction. If a square
thread is used and well lubricated, there will be insuffi-
cient friction to hold the nut from turning when the
torque or wrench is removed. This is the type of thread
which would be used on a screw jack as it has maximum
mechanical advantage, maximum efficiency but mini-
mum thread strength and is likely to unturn due to
the load if not held. The square thread will usually be
found on mechanisms which have a running thread in
which the screw spins, chasing the nut back and forth
for positioning. Control and follow-up mechanisms
might use this thread.

But for heavy loading such as bolting turbine casings,
or steam and water pipe flanges, the American Standard
angle thread is used. Here the greater thread strength
and self locking features of the angle thread are pre-
ferred. Angle A is usually 30 degrees which gives a
thread angle of 60 degrees.

The Marine Engineering Regulations and the Coast
Guard requirements. Section 51.16 very specifically
covers the composition, heat treatment, hardness and
tensile properties of the steel for bolts and nuts. These
requirements cover three grades of steel ranging from
a tensile strength of 95,000 to 125,000 pounds per
.square inch. Contrast this with the steel for boiler shells

which may run from 50,000 to 65,000 lbs. per square
inch. Then for temperatures above 500 degrees the maxi-
mum allowable stress due to the steam or water pressure
shall not exceed 6,000 lbs. per square inch for bolts less
than "'8 inch diameter, and 7,0()0 lbs. per square inch
for bolts % inch diameter or larger. Note the great
factor of safety of about 20 to 1 used. This is necessary
to allow for a great load on the bolt, setting it up tight
even without steam or water pressure. The increase in
temperature may apply additional strain on the bolt
due to expansion. The effect of temperature and ex-
pansion on the loading of a bolt together with calcula-
tions of stress will be discussed in our next article. In
calculating the area of a bolt its diameter is taken as
that of the smallest part which is the root of the thread.

Very careful specification of chemical composition,
fabrication, stress-relieving and hardness of the material
for making the nuts is included in the Coast Guard
Regulations. For instance, the stripping test which nuts
of all classes must be able to meet consists of the as-
sembly of a nut on a bolt in a tension testing machine.
Load is then applied and the nut shall not strip the
threads when a specified stress in lbs. per square inch
load is applied to the bolt, where the area is figured
from the mean diameter of the bolt.

To make sure that the nuts will withstand the burst-
ing force discussed above, a drift test is specified in
the Coast Guard regulations, for temperatures at 850
degrees and over. A specimen nut all finished and
threaded is forced on to a tapered drift pin or conical
mandrel, part of which has a diameter equal to the nomi-
nal nut size. This is done cold and the nut must not
crack.

Our last article developed the relation that the larger
the pitch of the threads the more load could be lifted
with the screw. (Pitch is the number of threads per
inch of screw). It would appear that the larger the
screw the larger the pitch and the smaller the threads,
which would be desirable to carry the greater loads of
larger screws. But this is not the case except that the
large bolts of 4 to 6 inches do not have large threads
proportional to the size. Threads must be made larger
for larger screws because of the bursting force and the
stretch of the nut. The same per cent stretch of a 2 inch
nut is twice as much as on a 1 inch nut. The thread
must be made larger so that this increased stretch does
not concentrate the load on the surface of the thread.
The increased load of larger screws is obtained from
an increased length of lever or wrench. Very large nuts
may use a short, heavy wrench on which a heavy ham-
mer may be used.

Fig. 2 is a tabulation of the simple trigonometrical
functions or ratios for the benefit of those who want to
study this further. Notice that it is sufficient to remem-
ber the sine only as the cosine can be derived, and to
associate these angles and numbers: 0-0, 30 deg. .500, 45
deg. .707, 60 deg. .866, 90 deg. 1.00. and tan 0 is 0.
tan 45 deg. is 1 and finally, tan 90 deg. is infinity.

Our next article will discuss the temperature effect
on bolts.

Page 60

PACIFIC MARINE REVIEW

if Off ^^/

KnOUIlEOCE IS THE STRRICHT
COURSE TO ROURniEmEHT

A ^eftjaAtmenifp^ jbeok &lfpce^

by "The Skipper"

Questions Welcomed. Jusi Address "The Skipper," Pacific
Marine Review, 500 Sansome St., San Francisco, California

mm AM I?"

A NAVIGATOR who would ask such a question im-
mediately after making observations of several stars
when conditions for observations were apparently good
would in all probability be laughed off of the bridge and
surely would be pegged as an inellicient navigator by
many ship's officers. Yet such a question might be asked
in all sincerity by an honest and efficient navigator with-
out reflection upon his navigational ability.

A certain conscientious young navigator of my ac-
quaintance made a similar statement to the captain of
his vessel one evening after carefully checking his sex-
tant for any Index error and checking and rechecking his
work and his plotting on two sets of star sights. The
evening was apparently ideal for observations. The hori-
zon was clear and distinct, the sky cloudless and without
haze. There was no wind and the vessel was steady. His
instrument had no Index error yet the stars would not
plot. That is, the lines of position would not cross in
such a manner as to give a decent fix. He could have
been at any one of six or eight possible positions. Why
wouldn't these lines of position cross so as to give him an
accurate determination of his position? This young navi-
gator began to wonder if his eyes were failing him, or,
if not, if his instrument, of which he was justly proud,
had some undetected error in it. All in all he was a
rather frustrated young man when he confronted the
captain and admitted he did not know exactly where the
vessel was.

In all probability many readers have had similar ex-
periences under much the same circumstances and con-
ditions and can appreciate his embarrassment while mak-
ing this confession to the captain. Since the vessel was
well away from any land and a good fix had been ob-
tained that morning and at noon, the captain, who doubt-
less had in the past had many such experiences, brushed
it off lightly and remarked, "Sometimes these horizons

JULY • I 948

fool you," and as far as he was concerned the matter was
forgotten. Not so with the young navigator for he had
much the same experience the next evening when con-
ditions were about the same.

The next evening when conditions for observations
were apparently not nearly so good this same navigator
with the same instrument using several of the same stars
got a perfect castwheel for a fix. 'Why?

The reason for the inaccuracy of his lines of position
might have been due to any one of, or a combination of
several factors which can at times cause our celestial
navigation to be less than the exact science that we
would like it to be. Just to mention and discuss a couple
of these factors which contribute to the inaccuracy of
our celestial navigation let us first take up the observer.
First, we might ask, was this observer in good physical
condition at the time of these inaccuracies? Physical
fatigue can and does have an effect on observations. Ill-
ness also can affect them. If our answer be "yes" to this
first question then a second might be, w.is the ob.server
affected by mental strain or fatigue? It has been found
by experiments of astronomers that either physical or
mental fatigue can and does generally affect observations.
Next, was the observer standing in a strained position
while making his observations? "Was he rushed for time,
his horizon fading, time to go off watch or some other
work he was anxious to do so that he rusiied the taking
of the sights? Had something happened to disturb his
nervous system? The physiological makeup of a man is
such that at times certain disturbing factors could cause
errors in his observations which would be unknown to
anyone. Then what of the possibility of the human ele-
ment, we might call it, whereby slight errors can be made
for no apparent reason?

While considering personalities we might dwell on
this for a moment. I'm sure all navigators have experienc-
( Please turn to page 89)

Page 61

0(t t^ 7i/cu^

New Co n5 truclion — RecDnditinning — Repairs

Two Moran lugs help the con-
verted T-2 tanker. ARDESHIR.
nose around the outside of Todd's
Brooklyn shipyard, where she was
converted for the French Mer-
chant Marine Mission, which pur-
chased her on April 23rd from the
U. S. Maritime Commission.

Vl Tanker Converted For French By Todd

TODD SHIPYARDS CORPORATION, Brooklyn Di-
vision, completed the conversion of the T-2 tanker,
Ardeshir. formerly the Rainier, for the French Merchant
Marine Mission, on May 13. This is one of a group of
T-2's purchased from the U. S. Maritime Commission by
the French Mission, five of which were awarded to Todd
yards for conversion. The Essn Normaihiie was recently
completed at the Hoboken Division; the Los Angeles
Division is now working on the Gnii/cf Teton and
Coulee Diini, and the Seattle Division on the Donner
Lake.

During the six-weeks conversion of the Ardeshir.
Simpson-Spence & Young, of New York, acted as agents.

I Please I urn tn page lOS)

The forward side of the new salon, showing two additional
settees, and two mess tables with light walnut trimming
and green linoleum tops. They are joined in a drop leaf,
to provide one long table seating twelve persons. Note
the fluorescent lighting fixtures, of which there are three
in the room, and the three-speed electric fan.

Interior view of one corner of the modern
officers' salon, built in a former gunners'
crew room. The bulkheads are paneled In
light walnut, the same wood of which the
leather-upholstered chairs and handsome
serving buffet are made. The settees and
comfortable easy chair are covered with
genuine green leather.

Page 62

PACIFIC MARINE REVIEW

The T-2 tanker, NORTHFIELD. shown on drydock at
Bethlehem's San Francisco Yard.

Oil lu ^ulasses

In what represents the only job of its type to be per-
formed on the Pacific Coast, the San Francisco Yard of
Bethlehem Steel Company, Shipbuilding Division, is
now converting a T-2 tanker, the Northfield, into a
molasses carrier for Paco Tankers, Inc.. of Philadel-
phia, Pennsylvania. The Northfield is 50.V long, of
10,448 gross tons and has a capacity of approximately
135,000 bbls. Her routes have not yet been determined.

Built at Swan Island Shipyard in 194.3, the North-
field was operated in the Pacific during the war by
Union Oil. In August, 1945, the vessel suffered ground-
ing damage and was laid up at Marinship in Sausalito.
In May of 1947, she was drydocked at Bethlehem's San
Francisco Yard for survey and prepared for lay-up at
Suisun Bay.

Now on drydock at the San Francisco Yard, follow'-
ing removal from lay-up, the North field's bottom dam-
age is being repaired with renewal of 150,000 lbs. of
new plates. Extensive interior hull stiffening is being
performed to give the vessel additional strength to
carry molasses which is considerably heavier than oil
( molasses weighs around 88 lbs. per cubic foot ) .
In addition, four "straps" or crack arresters are being
installed, two on the deck and two on the bottom.

Extensive modifications are being made to the after
pump room to accommodate a new pump. Machinery
repairs are also being made to bring the vessel into classi-
fication. The vessel is being equipped with all the latest
aids to navigation, including radar and automatic pilot.

Keystone Shipping Company are acting as agents for
the Northfield, which has been purchased by Paco from
the U. S. Maritime Commission.

Bethlehem's Alameda Yard Busy

The Alameda Yard of Bethlehem Steel Company,
Shipbuilding Division, is currently repairing or con-
verting eleven vessels. This volume of work is approxi-
mately two-thirds World War II level, and represents
the largest number of vessels in the yard at one time in
over a year. This figure does not include work recently
performed by the yard on three other vessels at the Oak-
land waterfront. Employment at the yard is the highest

since early last year.

There are two tugs on the yard's 3,500-ton floating
drydock for routine repairs; two former Navy tankers
being converted for commercial use; three U. S. Army
Transport utility boats undergoing engine overhaul and
general repairs; two 63 -foot Army Picket boats being
repaired; one former Army mine layer and one com-
mercial cargo vessel undergoing routine repairs.

A section of Bethlehem's Alameda "

Yard showing several of the vessels S"'
currently undergoing repair or
conversion.

JULY • 194;

Page 63

--With The

Port Engineer of the Month

LD5 ANGELES
Gleiiii G. Gulvin
Df AmErican Pacific Steamship Company

Los Ungeles Meeting

At the June 2 meeting of the Port Engineers Society
of Los Angeles-Long Beach, the Craig Shipbuilding Com-
pany entertained the group with a showing of the Fire-
man's Fund Insurance Company's sound and color pic-
ture of the salvage of the steamer DiMnoitd Knot. The
epic salvage operation performed on this vessel was de-
scribed in an illustrated article in the April issue of
PACIFIC MARINE REVIEW.

At the meeting John Marriner represented Craig's.
Special guests were Miss Barbara Watson { the Miss
Watson ) and Frank Smith of American Mail Line. Miss
Watson broke precedent in being the first woman to
attend a meeting of the society. Frank Smith is a former
president and one of the founders of the San Francisco
society.

On the Coast Guard Cutter McCulloiiiih. sunk m June
1917 (rammed by the SS Gni'ernor off Point Aguello) —
on the Agu'i-WorU, fired on ( and missed ) by a Japanese
submarine December 20, 1941 off Monterey Bay — on
the Miss/0)? Rajael. which was chased twice by German
submarines — Glenn Gulvin has had his share of harrow-
ing sea experiences.

He joined the Coast Guard in 1915, obtained his ori-
ginal license and started sailing in 1918. In 1922 he
came ashore and worked in machine shops and experi-
mental laboratories until 1925 when he began work in
the oil fields on construction and maintenance jobs. He
continued in that work for ten years and finally returned
to sea in 1935, sailing on ships of Weyerhaeuser Steam-
ship Company, General Petroleum and Richfield Oil.

Glenn began working for American Pacific in Jan-
uary 1944. He was on the first T-2 Mission type tanker
for the company. Assigned to the engineering staflf of
American Pacific in 1945, he is now Supervising En-
gineer.

Glenn has sailed under Al Ownes, Richfield Oil Chief
Engineer, as First Assistant, and under Chief Engineer
Petit of General Petroleum as Second Assistant.

Hunting and fishing are his favorite sparetime pur-
suits.

Barbara E. Watson, San Francisco Man-
ager of Annerlcan Mall Line, a Port Engi-
neers Society visitor.

Page 64

PACIFIC MARINE REVIEW

Port [ngineers-

Frtd F. Ritchie started his career as an oiler in the
Armv Transport Service out of Newport News, Virginia,
in December 1906, the period of the Army occupation
of Cuba. He remained in this service until 1909. From
there he went to work in the marine shops of the Mary-
land Steel Company, Sparrows Point, Maryland, where
the American-Hawaiian ships Kcntuckian, Georgian and
Honolulan were being built.

He came through the shops \s ith the Keiituckiau's en-

gines and joined American-Hawaiian Steamship Com-
pany as an oiler when the Kentuckian was delivered
about the end of May 1910. Fred remained on various
vessels of American-Hawaiian until World War 1 in the
capacities of Third Assistant, Second A.ssistant and First
Assistant.

During World War I he .served as Chief Engineer in
the United States Navy on the monitor Ozark and the
destroyer Woolsey. a four-stacker out of Bath, Maine.
Then he returned to American-Hawaiian as Assistant
Port Engineer at New York, and was transferred to San
Francisco in the same capacity in August 1923. He was
appointed Superintending Engineer in May 1940 and in
November- 1942 was appointed Pacific Superintending
Engineer at San Francisco.

Port Engineer
of the Month

SAN FRANCISCO
Fred P. Ritdiie

Of American Hawaiian
Steamship Company

JULY

I 948

Page 65

Meters and Control
For Marine Power Plants

By V. A. RUMBLE, Bailey Meter Company

V. A. Runble, spea':e.- at the lune meet ng of ilie Society
of Port Engineers (left) and his assistant. P. M. Harris.

THE PURPOSE OE THIS PAPER is to discuss the
control of marine boilers, and particularly the use of
various devices for improving the responsiveness and
efficiency of steam generating units and their auxiliaries
aboard ship.
Benefits Derived from Meters and Control

The following benefits can be expected through the
intelligent use of meters and automatic controls in
marine power plants:

1. Simplified operation and more efficient use of
personnel.

2. Fuel economy.

3. Increased life of furnaces and auxiliaries.

4. Improved engine efficiency through closer regula-
tion of steam pressure and steam temperature con-
ditions.

5. Less smoke.

1. Simplified Operation: There are a number of func-
tions in the operation of the boiler plant which require
experience and dependability without needing great
skill. Such functions as regulation of steam pressure,

'Based on an illustrated address before the San F,

regulation of feedwater to maintain drum level, regula-
tion of fuel-air ratio, regulation of steam temperature
where means are provided and regulation of various
other water and oil temperatures require continual vigi-
lance on the part of the operators. While no claim is
made that these functions can be done better with auto-
matic devices than by a man who is constantly on the
job and provided with centralized controls and sufficient
instruments for his guidance, the use of automatic de-
vices to perform such duties releases such men for general
supervision. Thus the operators have time to become
completely familiar with and maintain a perspective of
all of the apparatus in the plant, and through greater
familiarity and greater watchfulness are able to detect
faulty performance of major and auxiliary apparatus
before shutdowns occur.

Suitable metering and control equipment permits
balancing of loads between boiler units so that the most
economical operation and longer life are assured.

2. F/tel Economy: One of the most common losses
in the operation of boiler plants is that due to improper
maintenance of the fuel-air relation. For each furnace
and fuel there is one best relation between the fuel

(Please turn to page 68f

Fig. I. Combustion Control and Feedwater Regulators as
applied to U. S. Maritime Commission Vessels.

Fig. 2. Arrangement of Meters and Control for a Turbo-
Electric Tanker.

Fig. 3. Curves illustrating heat loss in flue gases and flue
gas analysis vs. _ per cent total air.

Fig. 4. Thermo-Hydraulic Feedv.'ater Regulator Self-actuat-
ing single-element type.

Fig. 5. Pilot-operated single- element feedwater control.

Fig. 6. Three-element feedwater control Air-operated type. ^

Fig. 7. Pressure reducing and desuperheating control sys- I

Fig. 8. Electronically-operated area meter for measure-
ment of fuel oil flow.

Fig. A. Master Steam Pressure Controller. Used as inde»
of relation between incoming and outgoing energy.

Fig. B. Hand-Automatic Selector Valve. Allows for smooth
transfer from automatic to remote manual control.

Fig. C. Fuel-Air Ratio Controller. Automatically maintains
the correct fuel-combustion air ratio for all rates of firing.

Fig. D. Air-Operated Control Drive. Regulating device
for actuating valves, dampers, etc.

Page 66

PACIFIC MARINE REVIEW

RATIO CONTROLLERS TYPES B41B AND B41D

GtNERAl DESCfilPIlON AND PfilNCIPlE OF OPtfiATION

0^M

C

Page 6:

Meters and Control

\ Continued from page 661
burned and the air supplied for combustion. When air in
excess of the proper requirement is supplied, fuel is
wasted as a result of the heat carried away in the excess
air (see Figure 3 ), and this loss will average 1 per cent
of the total fuel burned for each 10 per cent of air sup-
plied in excess of requirements. There is still a greater
loss when less than the required amount of aid is sup-
plied for combustion, and this may be as high as 10 to
15 per cent of the fuel wasted for each 10 per cent
deficiency of the air supply.

Without suitable metering or automatic control de-
vices it is practically impossible for the boiler operators
to maintain continuously the correct fuel-air relation. A
conservative estimate of fuel saving through the use of
meters and automatic combustion control on average
modern steam boilers is from 2 to 4 per cent, and in
many cases even greater savings are possible in plants
where the operating personnel is inexperienced or lack-
ing in vigilance.

3. Increased Furnace Life: A saving perhaps equal to
that of fuel conservation is possible through the use of
meters and automatic combustion control due to in-
creased life of refractory boiler furnaces. Proper regu-
lation of the fuel-air ratio is a very important factor in
getting the most life out of such furnaces.

Regular cleaning and inspection of the oil burners like-
wise has much to do with furnace life, and regular in-
spection of the boiler auxiliaries is very helpful in getting
the maximum possible service from these units. If the
operators are relieved from the routine duties of main-
taining steam pressure, fuel-air ratio, drum level, etc.,
many other all-important functions should be performed
with greater regularity and care.

4. Improved Engine Efficiency: Considerable gain in
overall economy is available in the average marine power
plant through more accurate regulation of the steam pres-
sure and temperature. Since design limitations prevent
operation at pressures and temperatures in excess of
design conditions, the usual tendency is to operate at a
safe point well below these values. With automatic
regulation of steam pressure and of steam temperature
where facilities for controlling temperature are available,
the constant vigilance and greater speed of operation of
the automatic control permit the pressure and tempera-
ture conditions to be maintained at standard values
without danger of exceeding these conditions appreciably
even while maneuvering the ship.

Since the overall heat rate of a turbine plant operating
at 450 pounds and 750 degrees F. will be reduced approx-
imately V2 per cent for each 25-pound reduction in steam
pressure and 1 per cent for each 2 5 -degree reduction in
steam temperature, the advantage of maintaining steam
conditions near the design value is obvious. Furthermore,
maximum capacity of the plant may be reduced in direct
proportion to the reduction in steam pressure if a low
standard is maintained.

As steam pressures and temperatures increase, the
need for careful regulation becomes more important, as
the hazard of exceeding design conditions is greater and
the losses in efficiency due to operating below design

conditions are more pronounced.

5. Less Smoke: Close fuel and air proportioning will
eliminate the smoke, particularly while the ship is being
maneuvered. In times of war this is of greatest im-
portance. In times of peace absence of smoke is also
important in keeping the ship clean and in reducing the
amount of fouling in the convection heating surfaces of
the boiler.

Metering and Control Devices Available for Marine
Work

Combustion Control: The method used in governing
a steam boiler is not radically different from that of
governing a steam engine or turbine. Steam pressure is
used as the index of the relation between incoming and
outgoing energy instead of speed as in the case of the
engine. There are two important differences however.
Instead of having only one factor to be controlled, there
are at least three factors: namely, fuel, air and water
supply; and these must not only be controlled to satisfy
the demand, but the relation between fuel and air must
be accurately maintained at all times, and the correct
amount of water must be kept in the boiler. Second,
the various regulating devices for the fuel, air and water
supplies are not concentrated at one point, so that means
for remote operation of these devices are necessary in
order that the control can be centralized.

Compressed air is used as the actuating medium for
most marine combustion controls, principally because
of the simplicity of the control equipment required for
the necessary accuracy and speed and because there is no
fire hazard involved in running compressed air lines to
the various devices situated in different parts of the fire
room.

Most combustion control systems consist of the fol-
lowing parts which are combined in various ways to
satisfy each particular plant layout:

1. Master steam pressure controller. Fig. A.

2. Selector stations for remote hand or automatic con-
trol, Fig. B.

3. Fuel-air ratio controller. Fig. C.

4. Power devices such as piston operators or dia-
phragm motors for actuating valves, dampers, etc..
Fig. D.

There is no fixed rule for connecting up these various
devices, as the type of boiler and furnace, type of fuel
burning equipment, arrangement of the fuel and com-
bustion air supply systems determine which arrange-
ment best suits the particular plant. Four arrangements
often used are as follows:

1. Series control. Steam pressure adjusts fuel rate.
Measured indication of fuel rate establishes a metered air
flow.

2. Series control. Steam pressure adjusts combustion air
flow. Measured indication of air flow establishes metered
fuel flow.

3. Parallel-series control. Steam pressure adjusts fuel
rate and combustion air flow simultaneously. Metering
type fuel flow-air flow ratio controller readjusts the fuel
flow.

4. Parallel-series control. Steam pressure adjusts fuel
rate and combustion air flow simultaneously. Metering

I Please turn to page 84 1

Page 68

PACIFIC MARINE REVIEW

^UHH(M^ ^di^^^t^^

GOVERNOR

EURL
WUREN

•

(See page 70)

JULY • 1941

Page 69

[arl Warren — Friend of Merchant Marine

Governor Warren of California, on whom the national
spotlight has suddenly been directed, is decidedly Mer-
chant Marine minded. His speeches and conversations
reflect a constructive interest in shipping. For instance;

"No one could live on the Pacific seaboard as I have
throughout my entire life, watching the ships of the
world enter and leave our ports, without developing
a strong personal interest in both the past and the fu-
ture welfare of the merchant marine and the great ship-
ping industry. It is by heritage an industry that is an
integral part of America's western empire."

"With these millions of people coming to our coast,
we must not permit it to become a dead end of American
civilization. From all the great ports between San Diego
and Puget Sound we must expand our free activities
into the great Pacific Basin and the continents which lie
beyond."

"Such comprehensive legislation as the Merchant Ma-
rine Act and the direct subsidy program should have
established our shipbuilding industry in a supreme posi-
tion throughout the world."

"Preparedness itself is a significant means of preven-
tion. No appraisal of American Merchant Marine re-
quirements for the future can safely be made that does
not give consideration to that factor. America was unpre-
pared before 1917. America was unprepared before
1941. A third failure would be both inexcusable and dis-
astrous to the people of this nation and to the people
of the world."

"It is well for us to remember that a well-balanced
merchant marine program is a peacetime facility as vital
to the industrial welfare of our Nation as it is a wartime
requirement."

"America must have the business sagacity today to
develop a shipping industry which tomorrow can make
an honorable bid for its share of the world's commerce.

Such a course of action does not mean building mo-
mentarily a lot of ships and then putting them away in
storage for future use. Rather it means the construc-
tion of improved yards and docks as well as the main-
tenance of a large working force of skilled pipe fitters,
machinists, riveters, welders, electricians, steel workers.

joiners, and sheet metal workers, as well as executives
and management, all of whom are developing an im-
proved knowhow day by day."

"There can be no justification — no excuse for allow-
ing our merchant marine and our maritime position to
deteriorate."

"With our added responsibilities and new commit-
ments resulting from World War II — with the start we
got in our big shipbuilding plants — with our greater
understanding of world afifairs . . ."

"The merchant marine is an industry that is vital to the
rounded development of our national interests. It is
axiomatic that if we put our ships and plants in moth
balls, we are killing our industry. Industry cannot be
stored away for future use. It must be kept alive, grow-
ing, and competitive."

"Nor must we stop here in preparing our blueprint for
the shipping industry of tomorrow. There is no doubt in
my mind but that this nation's exports are to expand far
beyond the ten per cent of our production that normaUy
has been shipped abroad. Exports of the future must
mean far more than a handy way of disposing of Ameri-
can surplus left over after domestic demand is satisfied.
They must mean an ever-expanding program of com-
merce with the countries of the world."

"Just the other day I went on a shakedown cruise on
the President Wilson. I thrilled over the beauty and
operation of that ship as I did only a few months ago
when I was aboard the President Cleveland. I was some-
what saddened, however, when I was told that there are
only twenty-six passenger ships now afloat, as compared
to 1 62 before the war."

"I could not help feeling that everyone who believes
in the future of this city, this State, this great country of
ours, must recognize that we must do what we can to
hasten the day when those docks will be crowded in
peacetime as they were during the late war. Many of
them must also be American ships engaged in botlj do-
mestic and foreign trade. Nothing less than this is worthy
of the great harbor of San Francisco or the maritime
standing of our country throughout the world."

Book Review

SHIPBUILDING AND MARINE ENGINEERING
IN GERMANY DURING 19.^9- 1945, published for
the British Intelligence Objectives Sub-Committee by
His Majesty's Stationery Office, London. Twenty pages,
20 cents, at British Information Services, New York City
or San Francisco.

Prepared by F. J. C. Jacob, staff member of the British
Shipbuilding Research Association, this booklet is a re-
port covering the ship construction prcjgram in Germany

Page 70

during the war, including both Naval and Merchant
ships. One section of the booklet is devoted to boilers and
steam propulsion with emphasis on the various problems
encountered in boiler installation. In the description of
internal combustion engines mention is also made of the
testing methods which the Germans developed for their
use. Research carried out on gas turbines is described
briefly. Other sections deal with power transmission,
steering devices, auxiliary machinery and equipment, and
cargo handling and windlasses. j_

PACIFIC MARINE REVIEW

Reilly Elected Todd President
lor Seventeenth Kear

At a recent meeting of the board of directors of Todd
Shipyards Corporation, John D. Reilly was elected presi-
dent for the seventeenth year.

Reilly was associated with the Robins Dry Dock and
Repair Company from 1907 to 1916 when the Todd
organization was incorporated and took over the prop-
erties of the Robins Company. He was elected president
of Todd in 1932 when Mr. Todd died.

Under his guidance, Todd Shipyards Corporation con-
tinued the expansion program it began in World War
I. It now has seven divisions for operating shipyards and
one for the manufacture of combustion equipment, as
well as eight subsidiaries and affiliates for other ship-
yard and manufacturing enter]irises in the United States,
South America, and England.

M The Bilge Club Barhecue at Los Angeles

The Barbecue reception committee. Left to rigfit: Floyd Nelson,

Bob Snodgrass, Fred Arcfiibald, Tfieo Peters, Capt. Ed Kellen-

berger, Comdr. W. M. Mason.

JULY • 1941

Page 7 I

Herwig of Marine Service

One of the Pacific Coast's outstanding marine service
companies, Marine Service, Inc., of Seattle, has been ap-
pointed distributor in the Northwest area for marine
and fishing ropes made by the American Manufacturing
Company of Brooklyn, New York.

Quentin Herwig, the six-foot, eight-inch president of
Marine Service, is one of the well known waterfront
characters of Seattle. He is active in the promotion of
maritime affairs and gives much of his time to focusing
attention on shipping problems as they affect the Pacific
Coast.

Recently Herwig appeared as "Lieut. Peter Puget" in
a marine pageant climaxing World Trade Week in Seat-
tle, May 15 through May 22. He was a colorful and
striking figure as he landed from the fabled "longboat",
a replica of the landing from the old ship Discovery
skippered by Captain Vancouver in the discovery of
Puget Sound 156 years ago. He was met by J. C. Eddy,
300-pound replica of the mythical Paul Bunyan and a
group of beauteous candidates in the "Miss Washington"
contest.

Quentin Herwig, president of Marine Service, Inc., (left)
and Henry Anderson, secretary, pose with samples of
American Manufacturing Company marine and fishing
ropes. Coils displayed are 7-16, one-inch and one and
one-half inch American Brand cordage.

J. C. Eddy (left) impersonates the mythical Paul Bunyan
as he greets Quentin Herwig, playing the role of "Lieut.
Peter Puget." (See story.)

Radars Purchased by Atlantic Refining Company

Twenty-one Mariners Pathfinder radars, made by
Raytheon Manufacturing Company, Waltham, Mass.,
have been ordered by The Atlantic Refining Company,
Philadelphia. This is one of the largest single purchases
of commercial radar equipmet yet made.

Raytheon's initial installation was on the tanker S. S.
Atlantic Mariner. This new 560-foot vessel broke all
records on its maiden voyage from Corpus Christi, Texas,
to Fort Mifflin, Philadelphia averaging 16.3.3 knots in
hauling 6,000,000 gallons of oil in four days, 18 hours
and 55 minutes. The oil company's fastest vessels usually
take five days for such a run.

At the time. Captain Preston 1. Williamson, master
of the ship said "the magic eye" of the surface search
radar on the bridge helped to make this speed possible.
The Atlantic Mariner, he explained, could maintain speed

Initial installation of Raytheon's Mariners Pathfinder radar
aboard S. S. ATLANTIC MARINER with Captain Marlus
Nelson of the Atlantic Refining Company fleet.

Photo lourtay of Raytheon Photo

Page 72

PACIFIC MARINE REVIEW IJ

in fog, rain and bad visibility because of the protection
offered by radar.

Captain C. J. Hahs, Port Captain for The Atlantic
Refining C!ompany, said the company estimates any de-
lay in a tanker voyage costs $100 an hour and the time
saved by radar — which allows full speed in bad visibility
— results in a great saving.

The 21 Raytheon equipments are of the 10 cin type
for oceanic use and will be provided with the new 12-
foot antenna reflector. This large reflector gives the de-
finition usually obtained with the 3 cm system while
retaining the all-weather dependability of 10 cm systems.

Among other oil companies that have recently ordered
Raytheon Mariners Pathfinders for their tankers are
Keystone Shipping Company ( 13 units) and Sun Oil
Company (11 units).

Gaetan M. Zucco

Bethlehem Appoints Zucco

Gactan M. Zucco of Seattle, has just been appointed
Contracting Manager for Bethlehem Pacific Coast Steel
Corporation, Fabricated Steel Construction Division, in
the four Northwest states. Zucco has been with the
Bethlehem organization in the Northwest continuously
since 1927, except for the four years he served with
the Army Engineer Corps in the Pacific.

A graduate in civil engineering from Stanford Uni-

versity, Zucco has specialized in engineering and design
work on many types of steel structures in the Northwest,
including bridges, buildings, dams, docks, sea walls, etc.
He is a registered professional engineer in civil and
structural engineering in the State of Washington and
past president of the Seattle Engineer's Club.

The ^ew Portland Dock

The recent flood in Portland really brought the marine trade right to the door as the above picture proves. The water was
approximately 2'/2 'ee* around the building and it was possible to bring boats to the door. An elaborate system ot sandbags
formed a dike about two teet away from the building walls and all water was kept out of the building by the use of pumps.
This was the only building in the area which succeeded in keeping out the water.

ULY • I 941

Page 73

Steelcraft

One of the toughest, strongest, lightweight boats afloat
— Steelcnift — is being made from Jones & Laughlin Steel
Corporation's special high strength, corrosion resistant,
Otiscoloy steel. The use of Otiscoloy has saved 12 per cent
of the weight of the boat, and the hull is still nearly 20
per cent stronger than the former gauge of carbon steel.
The 26-footer weights 1.6 tons and because of this light
weight gets better motor performance.

The use of Otiscoloy high tensile steel has enabled
production of a boat of lighter weight and greater
strength than a boat made of mild carbon steel, because
a given gauge of Otiscoloy is said to be 40 per cent
stronger than the same gauge of mild steel.

The following are a few of the incidents testifying to
the sturdiness of Steelcraft. In a large dry dock fire, every
wooden boat in the yard was destroyed by the flames —

except the Steelcraft hulls which remained intact. During
the Florida hurricane, a boat shed collapsed on a number
of boats which were being stored. All of the w(X)den
boats were smashed but the Steelcrafts were unharmed.

The Steelcraft has greatly reduced maintenance costs
for small work boats. It requires less interior strutting,
and therefore has more usable space inside than other 26
foot boats.

Steelcraft are sprayed with vinylast, a tough plastic
base paint. The life of this paint has been increased 20 to
80 per cent by the corrosion resisting properties of
Otiscoloy. Otiscoloy also gives Steelcraft longer life be-
cause of its greater resistance to corrosion than ordinary
mild steel, and its great superiority over wood in that it
will not rot or deteriorate.

k Churchward Is shown here inspecting a finished
cruiser after it has left the production line. The use of
Otiscoloy has enabled Churchward and Company, Inc.
to apply mass production techniques to the manufacture
of steel pleasure craft and work boats.

Steelcraft cruise at speeds up to 40 miles per
hour depending upon the model. The light
weight obtainable through use of Otiscoloy high
tensile steel contributes to better motor per-
formance.

hull of Steelcraft is made of Otiscoloy
ts which are welded into position, providing
ter strength and unusual interior roominess
le lightweight craft.

To demonstrate the strength
of Steelcraft hulls, a Steel-
craft cruiser was lifted 106
feet over the bay at New
Haven, Connecticut (pic-
tured at the right) and
dropped on the water. The
ship was unscathed by her
plunge. Otiscoloy has a
minimum yield point of 50,-
000 lbs. per square inch as
compared to 30,000 lbs. per
square Inch for mild steel
and appreciably less for
wood.

rmy Transpurt Servii;e and Shipping

H,.oilln:ui-d ]riiin piit^t I'-J i

liiere are many islands that will be manned by military
etachments and ships must periodically call at these
lascs with supplies. Some of these bases are located on
slands that were unknown before the war but now are
•y-words of the American people. These include Iwo

, ima, Kwajalein, Tarawa, Marcus Island, Saipan, Bonin

Islands, Christmas Island and many others.
; Another of the specialized services that must be fur-
■ iished is the movement of organized troop units such
s task forces to various parts of the world. (;ommercial
hips are not constructed to provide the necessary accom-
nod.itions for such a troop movement and its attendant
ar,m) load, but the Army fleet will be capable of trans-
ion iiig such forces at any time. Also, the Army fleet will
ia\c vessels that will be capable of transporting bulky
nd unusual types of cargo such as aircraft and tanks.
The task of transporting patients from all parts of the
v(>rld to the United States will be accomplished by the
isi of Hospital Ships that are components of the Army
itL[ In supplying the many military detachments, re-
ri^crated Cargo ships will be required and provided for
virhin the Army fleet.

Repair Work to Be In Priiate Yards
During peace, the repairs to the Army transports are
iccomplished in a manner paralleling that utilized by
)rivate operators. While some small amount of repair
fork is accomplished in marine repair shops operated
ly the Department of the Army or in Navy Yards, the
lulk of such work is obtained through commercially
)perated ship repair and building yards. In general, the
vork given to shipyards is awarded on the basis of in-
ormal bidding on specifications prepared by the Depart-
nent of the Army. No unusual problems are encountered
n this prtx-edure. The work accomplished generally fol-
ows a pattern used by private ship operators, and in
he future all work on vessels of the Army transport fleet
ill be accomplished to meet not only Department of
he Army standards but also requirements of the U. S.
least Guard Vessel Inspection and the American Bureau
)f Shipping rules. Such .idditional mspection assures the
Department of the Army of an independent check upon
he seaworthiness and condition of its vessels. Private
hipyards shortly become familiar with the peculiar re-
luirements of the Army transport fleet and such familiar-
,ty is of immeasurable assistance during the rush days
jf war. However, the volume of work so distributed by
he Department of the Army during peace years cannot
maintain the number of shipyards required to form the
nucleus of the ship repairing industry in times of war.
The additional amount of work required to support this
vital industry for its wartime task must, in a large
measure, come from the steady building and maintenance
pf a strong American Merchant Marine.

During war years, however, the problem reverses
itself and it is no longer a question of providing sufficient
work to keep ship repair facilities alive. Rather it is a
question of finding sufficient ship repair facilities to
iccomplish all needed work. It is at this time that a
vital, energetic ship repair industry strengthened through
wholesome development during the peace years, proves
itself of immeasurable value. The work load then con-

sists of repairs not only on ships of the peacetime Mer-
chant Marine, the Army and Navy fleets but also on
those same fleets tremendously mcrcased by the require-
ments of war.

Furthermore, the repair industry at that time is faced
with additional loads in the form of conversions, in-
stallation of wartime protective and defensive measures
and combat damage repairs. During war years the prob-
lem of repairing the Army transport fleet also changes.
Instead of an orderly repair program based on competi-
tive bidding, the problem is to obtain repairs and con-
version in the least possible time. Competitive bidding
and its attendant delays must be eliminated. The en-
gineering, shipyard skills and techniques developed by
peacetime support of an active merchant marine are
among the most important factors which help to reduce
ship repair time during periods of hostilities. There
must be an orderly flow of work to the various repair
yards based on the priority of the work to be accom-
plished, such priority to be determined, not on the basis
of one service's needs, but on an analysis of the overall
problem.

The Army has always relied principally on Merchant
Marine type ships for its transports. There are probably
many reasons for the lack of new construction designed
to meet the Army's requirements, but the two primary
factors are: Enforced economy during peace, and lack
of time and materials in war. Today the transports in
the permanent fleet are World War II vessels designed
and built by Maritime Commission.

During the peace years our cargo vessel requirements
do not differ greatly from those for commercial use. In
times of war, however, many new features are introduced
into cargo vessels. As a notable example, reference is
made to the "meccano" decks on tankers during the last
war for the transportation of assembled aircraft, the
development of the ZEC ( special Liberty type vessel ) for
the handling of assembled pursuit aircraft, the conver-
sion of AK type cargo vessels to Port repair ships the
conversion of five old Lakers as marine repair ships and
many others. These conversions generally are planned to
meet the needs of specific operations and it is not deemed
advisable to attempt to design such conversions during
the original design of new cargo vessels. In general, such
conversions can be made to fit vessels already in existence
during periods of hostilities. However, the vessels must
be immediately available as generally time does not
permit the building of new vessels. It is from our Mer-
chant Marine that such special purpose vessels must be
obtained.

Naval architects and marine engineers can also make
a great contribution by continued ingenuity on their
part in the design of vessels, machinery, methods of cargo
handling and in numerous other fields of endeavor. Such
efforts will be a major factor in reducing vessel operating
costs to the point that the American ship owner and
the American Merchant Marine may compete on favor-
able terms with the seagoing commerce of other nations.
We in the Army realize and appreciate how such an
active Merchant Marine can be utilized in times of
emergency and it is hoped that such a realization of the
importance of a Merchant Marine will in time be accepted
by the entire country.

JULY

1948

Page 75

Eugene Hoffman

General Heileman

Major General Frank A. Heile-
man recently succeeded Major Gen-
eral Edmond H. Leavey as Chief of
Transportation for the Army.

A native of Missouri, General
Heileman entered the Army during
the first World War, being commis-
sioned a lieutenant of infantry in
1917. During World War II he
served in logistics and transporta-
tion assignments in Washington and
Manila. On his return to the United

Gene Hoffman Promoted

Eugene Hoffman, longtime Man-
ager of Public Relations for Ameri-
can President Lines, has been ap-
pointed Passenger Sales Manager, a
newly created position. This indi-
cates the importance the Company
places on having an official of Hoff-
man's abilities and experience in

one of the prime revenue-producing ■
departments.

During his fifteen years of han- 1
dling public relations for the Line,
"Gene" Hoffman has become ex-
ceptionally well known in press and .
radio circles and the shipping Indus- I
try. He has long been Secretary- ■
Treasurer of the San Fraticisco Pro- f
peller Club and has been the spark j
plug for many a maritime activity. ;

^rmy Cliief
of Transportation

States last fall, he became Assistant
Chief of Transportation and later
Deputy Chief of Transportation. He
has the Distinguished Service Medal
and the Bronze Star.

General Leavey, who visited San
Francisco a number of times in re-
cent years on inspection trips of
San Francisco Port of Embarkation
facilities, has been assigned as The
Army Comptroller.

General Frank A. Heilennan

Hyde Moves I I Office
to Batli; Reed Retires

Rodney E. Ross, President, Hyde
Windlass Company, Bath, Maine,
announces the retirement of Clar-
ence E. Reed as of June 30, 1948.
Reed has been in charge of this
Company's office, formerly located
at 91 Chambers Street, New York
Ciry, for many years. The New York
Office of the Hyde Windlass Com-
pany has been discontinued. All cus-
tomers in this area are requested to
forward their inquiries, orders and
other correspondence to the home

office at Bath, Maine.

The Hyde Company suggests that
all operators in need of telemotor
repairs or adjustments contact the
Telemotor Repair Service Company,
120 Liberty Street, New York City.
The Telemotor Repair Service Com-
pany is also qualified to inspect,
service and make normal adjust-
ments to Hyde hydro-electric steer-
ing gears. It is requested that all
other matters except telemotor re-
pairs and normal adjustments to
hydro-electric steering gears be re-
ferred direct to the Hyde Windlass
Company, 574 Washington Street,
Bath, Maine.

Page 76

PACI FIC MARINE REVIEW

Taggart of Mackay Radio

Marine Superintendent for P.iti-
fic Division of Makay Radio and
Telegraph Company, Walter Tag-
gart "is a native San Franciscan. He
began his career directly after high
school, going to sea as a radio op-
erator on the Cuzco for the Grace
Line, the Lake Miraflorei for the
Santa Cruz Oil Company, and the
Eihijn B. DeGoUa for the Hillcone
Steamship Company. He sailed on
several ships of the Standard Oil
Company of California, D. G. Sco-
field. H. T. Harper. J. C. Filzsim-
mons. El Segundo, W. S. Rheem and
Bahrein.

Taggart joined Mackay Radio and
Telegraph Company as a radio op-
erator at San Francisco Marine
Coastal Station KFS in early 1936.
He was transferred to the San Fran-
cisco Marine Division Shop as a
Radio Inspector the same year, and
several months later was appointed
Assistant to the Marine Superin-
itendent in the San Francisco office.
In 1944 he took on his present posi-
tion with the company.

Makay Radio handles the radio
and radar requirements for several
hundred Pacific Coast vessels, and
in the Pacific area maintains both
marine service depots and coastal
stations at Seattle, Portland, San
Jrancisco, Los Angeles and Hono-

Walter Taggart

Crary [lected
Bethlehem Treasurer

Sherman L. Crary has been ap-
pointed Treasurer of Bethlehem Pa-
cific Coast Steel Corporation, suc-
ceeding E. B. Hill who is retiring.
Crary has been Assistant Treasurer
and Secretary of the company and
will continue as Secretary.

Following graduation from Stan-
ford University in 1929, Crary was
with the Palo Alto National Bank
as Assistant Cashier. In 1935 he be-
gan work in the Accounting De-
partment of Bethlehem Pacific and
two years later was transferred to
rliL- Treasury Department. He was
appointed Assistant Treasurer and
Secretary in 1945. Crary's headquar-
ters will be at the general offices in
San Francisco.

JULY • I 948

lulu. Marine Service facilities are
also available in Manila. World-
wide coverage is provided by the
company's facilities on the East and
Gulf Coasts and through agents .u
all principal foreign ports.

Mackay Radio manufactures its
own radio telephone, radio tele-
graph, radio direction finder and
auto alarm equipment, and are au-
thorized agents for Raytheon Manu-
facturing Company in the sale and
maintenance of Mariners Pathfinder
radar equipment.

Ben Ohn

Bull [lected Moran Secretary

John S. Bull, who has been han-
dling most of the Moran Towing &
Transportation Co.'s postwar busi-
ness with European ship owners,
has been elected secretary of the
firm.

Bull joined the company's sales
department in 1940. From 1942 to
1946 he served in the United States
Navy as a convoy Officer attached
to the Third Naval district port
director's office and as a repair offi-
cer at Pearl Harbor.

He is a graduate of Columbia
University.

Ben Ohm Forms
Ship Service Company

Ben Ohm, formerly Superintend-
ent for Mitchell Stevedoring Com-
pany, San Francisco, and well known
in Pacific Coast maritime circles
since he joined the old Pacific
Steamship Co. in 1913, last month
announced the formation of the
Ohm Ship Service Company.

Headquarters and offices of the
new firm are at 289 Steuart Street.
With Ben Ohm as owner, the new
firm is engaging in ship mainte-
nance, boiler cleaning, tank cleaning
and ship scaling and painting.

John S. Bull

Page 77

n E Ul S F L e S H E s

BIG SHIP CONSTRUCTION PROGRAM UP TO PRESIDENT TRUMAN

Chairman Smith of the Maritime Commission and Secretary Forrestal have
submitted recommendations for immediate launching of a $178,000,000 vessel
construction program with an additional $222,000,000 to be available over the
next three years. The last Congress appropriated $94,000,000 for a start during
this fiscal year and there is an additional $84,000,000 carry-over providing
it is used by September 30.

Included in the recommendation are eighteen modern passenger ships and
combination passenger-cargo ships for eight operating companies. Also included
are twenty high-speed tankers and two coastwise passenger and automobile
carriers for the San Francisco-Los Angeles run. It is expected that any bene-
fits provided by the next Congress under a revival of the Weichel Bills will
be applicable to this program.

The reaction of the President is uncertain but the recommendations were
made at his request.

H. F. ALEXANDER'S PROPOSED SHIPS

Following the announcement of the recommendations referred to in the item
above, H. F. Alexander stated that his plans are well along and that bids will
be called for very soon. It is reported that the plan is for the Maritime
Commission to carry 80-odd per cent of the cost of the two ships which the
operators will pay out during a number of years. Deducted from the total would
be such construction subsidy as the next Congress may enact.

DOLLAR DECISION DEFERRED

The Federal Court decision over the ownership of the American President
Lines has been deferred from June 30 to some time in the fall. Judge Matthew
McGuire requires further time to study the case.

:ic :(: :tj :(: ^

APL'S V-2000 SHIPS

There are no developments on these vessels since APL'S president Killion
proposed that the Maritime Commission build the ships and APL would charter
them. These ships are included in the group mentioned in the first item above.

Page 78 PACIFIC MARINE REVIEW

ALASKA FREIGHT RATES ARE REASONABLE

The Maritime Commission on June 21 decided that claims by various inter-
ests that ship freight rates were retarding Alaskan growth are unwarranted.

THE 50-50 DEAL

A preliminary outline of the methods by which American Steamship com-
panies will be assigned 50 per cent of Marshall Plan cargo will be announced
before July 15. As progress is made in this direction, details will appear in
this publication.

:^ :fc :t: :t= ^

PLANT RUBBER ABSORBED BY PARAFFINE

On July 1 the Plant Rubber and Asbestos Corporation, a wholly owned
subsidiary of the Paraffine Companies, began the "Insulation Division" of
Paraffine. The "Plant" trademark will be retained.

He :|<: ^ ^ H^

COLUMBIA STEEL'S PURCHASE OF CONSOLIDATED IS O.K.

The United States Supreme Court has refused to block the purchase of
Consolidated Steel Corporation by Columbia Steel. The Department of Justice
had claimed that the proposed purchase would violate the Sherman Act.

z^ ^ :ifi ii; itfi

CONSOLIDATED STEEL NAME CHANGED

On July 1 the name of Consolidated Steel Corporation, Los Angeles,
was changed to Consolidated Western Steel Corporation, and the South San
Francisco, Vernon, Fresno, Bakersfield, Taft and Phoenix plants of Western
Pipe and Steel Company, and the Berkeley plant of the Steel Tank and Pipe Com-
pany became operating units of Consolidated under the new corporate name.
See item next above.

NEW MARITIME COMMISSIONER

On June 20 President Truman announced the nomination of David J. Coddaire
of Lowell, Massachusetts, for a six year term on the Maritime Commission.
Coddaire is a former attorney-general of Massachusetts and was appointed to fill
the vacancy created by the resignation of Richard Parkhurst , Boston Republican.

MARITIME ACADEMY GETS APPROPRIATION

The sharply reduced congressional appropriation for Merchant Marine
training will not seriously affect the academy at Alameda, California. It will
be possible for the school to continue with a teaching personnel of about 80.

JULY • 1948 Page 79

WATERMAN REFUSED COAST ROUTE

The plan of the Waterman Steamship Corporation to establish an inter-
coastal service between Pacific and Gulf ports has been upset by the Inter-
state Commerce Commission which ruled that there is no need for an additional
service on this route.

SHIPPING EXPERTS URGE CONSTRUCTION PROGRAM ,

A group of American cielegates to the recent safety conference in London,
which includes many top-ranking members of the industry such as Admiral Farley,
Admiral Shepherd, Gerrish Smith, Admiral Glover, Admiral Brand, J. L.
Luckenbach, James Bates, and Stephen Bechtel, reports that the British are
building one hundred passenger and combination passenger cargo ships in their
own yards, while France is building five and the United States is building
none, and they urge that U. S. shipping get started.

GURALNICK AND BIESEMEIER

This is the firm name adopted by Morris Guralnick and Harold Biesemeier
(Rear Adm, U.S.N. Ret.) who have recently become associated as marine sur-
veyors, engineers and architects in San Francisco.

•Sf. ifi -3^ -Sf. "Sf.

NEW ALASKA SERVICE

A new and entirely private service between the West Coast and Alaska
is now being planned by the Coastwise Line, according to reports. The service,
if approved by the Government, would be performed by three chartered Liberty
ships, without Government subsidy aid, and would link Los Angeles, San Francisco
and Portland, Ore., with Seward, Alaska.

BOTTOM PLASTIC JOB ON PRESIDENT CLEVELAND

The PRESIDENT CLEVELAND has been put in drydock at Bethlehem, San
Francisco, for a complete job of cold plastic coating, using Pabco material.

■if^ 41. if Hfi %

LATE RULING ON FLAG DISTRIBUTION OF MARSHALL PLAN CARGO

Colonel Arthur G. Syran called a meeting of Foreign Shipping Missions
in Washington on July 8 and announced that three classifications of cargo
types will be recognized — liner, bulk and tanker. Every six months a
survey will be made to determine that U.S. owned vessels are getting their
allotted share ; and that progressive reports will be expected so that a
monthly trend can be noted.

The controversial "market rate" provision in the law will be administered
broadly on a trade route basis. The market rate will be realistically con-
sidered in the light of all circumstances including the need for assuring
continuous route service and a reasonably profitable operation. Colonel Syran
asked for continuing suggestions from all concerned for a sound administration
of the law.

Page 80 PACIFICMARINEREVIEW

II

LIBERTY SHIP OPERATORS

IIIEGJIIN LOST SPEED

with Bethlehem's New Design Propeller

Complying with the recommendation of the American Bureau of Shipping
its recent report on tailshaft failures, Bethlehem has developed a new Liberty Ship
opeller designed to recover practically all of the speed lost with the original pro-
ller at 66 r.p.m.

Our extensive experience as naval architects, marine engineers, shipbuilders
d ship repairers, combined with complete pattern, foundry and finishing shop facili-
is, enable us to design, cast and finish— all within our own plants and yards— Iron,
^1 and Bronze Propellers up to 22 feet in diameter and 60,000 pounds in weight,
quiries are invited.

BETHLEHEM SPECIAL MARINE PRODUCTS

ared Turbine Propelling Machinery . . . Turbine Rotors, Blading and Accessories

Scotch Marine Boilers . . . Propellers — Bronze, Iron and Steel
ankshafts. Line and Propeller Shafts... Condensers, Feed Heaters, Lube Oil Coolers

L.P. Single Effect Distilling Plants . . . Stern Frames, Stern Tubes, Rudders
il and Water Separators . . . Diesel and Steam Engine Parts . . . Special Valves and Fittings
Fabricated Steel Construction— Weldments . . . Bronze, Iron and Steel Castings

IPBUILDING...SHIP CONVERSION. .SHIP REPAIR.. .NAVAL ARCHITECTS AND MARINE ENGINEERS

ETHLEHEM STEEL COMPANY

SHIPBUILDING XARDS

QUINCY YARD

Quincy, Mass.
5TATEN ISLAND YARD

Staten Island, N. Y.
BETHLEHEM SPARROWS POINT
SHIPYARD, INC.

Sparrows Point, Md.
BEAUMONT YARD

Beaumont, Texas
SAN FRANCISCO YARD

San Francisco, Calif.
SAN PEDRO YARD

Terminal Island, Calif,

SHIP KEPAIR YARDS

BOSTON HARBOR

Atla

Yard

Simpson Yard
NEW YORK HARBOR

Brooklyn 27th St. Yard

Brooklyn 56th St. Yard

Hoboken Yard

Staten Island Yard
BALTIMORE HARBOR

Baltimore Yard
GULF AREA

Beaumont Yard

( Beaumont, Texas)
SAN FRANCISCO HARBOR

San Francisco Yard

Alameda Yard
SAN PEDRO HARBOR IPorl of

San Pedro Yard

J

ENERAL OFFICES: 25 BROADWAY, NEW YORK 4, N. Y.
LY • 1948

Page 81

The Women^s Organization Installation

Top picture shows group at head table during the June meet-
ing of the Women's Organization for the Merchant Marine, San
Francisco. Standing is Madam Sumaria of Java who spolte at
length on conditions in her country.

Left to right facing camera are: Mrs. Harry Parsons, ex-presi-
dent; James S. Mines, publisher, PACIFIC MARINE REVIEW,
who acted as Installing officer; Madam Sumaria: Mrs. John F.
Johnston, retiring president; Mrs. Julie Lynch of the Netherlands
Information Bureau: Mrs. Alfred Pittman, new president; and
Mrs. Worth Johnson, director.

Lower picture: Mr. Hines presiding at the
directors of the Women's Organization.

nstallatlon of ne

The Designer Had a Reason for It

(Continued from page 47)
perience and knowledge of many well established bear-
ing manufacturers are generally used. In order for these
several suppliers to maintain leadership in their fields,
they have found it advantageous to carry on considerable
research and development, all of which information is
available to the engine builder as a specific aid in the
development of the engine. Concurrently with bearing
design comes the problem of lubrication and proper
selection of bearing clearances in order that the lube
oil may satisfactorily perform its dual function of both
lubricating and cooling.

The selection of type of bearings is exclusively today
that of the precision type. By precision type we mean
the relatively thin separate shells for both upper and
lower halves made of either steel or bronze and lined
with a thin coating of bearing lining material. The
selection of material for lining is based on the loads
imposed and the hardness of the journal itself. The bear-
ings are classed as precision because they are made to
dimensional tolerances less than one thousandths, and
require no fitting whatsoever. Further, the engine can
be run at full speed and full load immediately after in-
stallation without the usual break-in period.

The Connecting Rod

The next part under consideration is the connecting
rod. Its main function is to transmit the forces of com-
bustion from the piston to the crankshaft. This part
being such an important link in the power transmission
system, it likewise is subject to careful inspection, as to
design and manufacture, by such groups as American
Bureau of Shipping, Lloyds, etc. Like the crankshaft, it

Page 82

has an auxiliary role of acting as an oil duct to provide
lubrication to the upper rod bearing and piston cooling
if necessary. The rod length is based on a compromise
between over-all height of the engine and the elimina-
tion of certain kinds of vibration. An infinitely long
connecting rod would give smooth sinusoidal motion to
the piston. The existence of the connecting rod gives a
distorted sine wave motion to the piston wherein the
acceleration value of the piston at the top of the stroke
is different than that at the bottom. This difference of
accelerating value causes unbalanced forces that become
quite perceptible in engines of certain cylinder combi-
nations. The shorter the rod, the greater the unbalance,
and also the greater the horizontal thrust component
causing piston to bear on the cylinder liner. Experience
has shown that con rod lengths of from four to five
times the crank radius represents an acceptable com-
promise. Once this decision has been reached, the con-
necting rod problem becomes one strictly of manufac-
turing. The design decisions are controlled by quantity
to produce, facilities and cost. Basically, connecting rods
do not present problems in operation.

The Piston

The function of the piston of an engine is to hold
the combustion pressures. By moving and yielding to
these combustion forces, the piston converts the gas
energy to mechanical work. The piston must be struc-
turally capable of withstanding the forces of combustion
and the thermal loading as well.

To a limited degree, the piston accepts theoretical in-
vestigation by stress analysis of a flat plate supported in
the manner of the conventional wrist pin. Combined
with the pure stress analysis, the theory of similitude is
(Please turn to page H8)

PACIFIC MARINE REVIEW

ll

The Delta Rueen

/I F'l'ER 20 years of service on the Sacramento River
t\ out of San Francisco, the Dchii Queen. 285-foot
luxury tourist vessel that Capt. Tom Greene of Cincinnati
will operate as a passenger liner on the inland waterways,
arrived in the Queen Cjty March 1, after a two-day trip
from Pittsburgh.

For the last six months, the Queen has been under-
going a "beauty treatment" at Dravo Corporation's big
Marine Ways in Pittsburgh, to remove her wartime coat
of Navy gray and outfit her for long river cruises between
Cincinnati and New Orleans and on the upper Missis-
sippi to St. Paul.

Most of the work had been completed as the freshly
painted four-deck vessel left Dravo's Neville Island Sliip-
yard Feb. 28, bound for Cincinnati. There, she will be
given a few finishing touches. Capt. Frederick Way, Jr.,
veteran river pilot, was at the controls when the Queen's
stern paddlewheel moved her forward.

Besides modernizing the cabins to accommodate over
220 passengers, Dravo engineers, carpenters, welders, and
painters have made many other changes in the vessel,
most of them designed to lengthen her non-stop trip
time. While operating on the Sacramento River in
California from 1926 until the war, the Queen made only
short trips hauling passengers and some 2000 tons of
freight.

For planned 20-day inland river cruises, her fuel capac-
ity had to be doubled. Additional fresh water tanks were
installed, as well as equipment for filtering water used
for washing. Refrigerating machinery for food storage
was added. The main deck, built of Siamese ironwood,
was converted from cargo storage into a modern dining
room and recreation hall with soundproof ceiling and
concealed lighting.

Eighteen feet were sliced off the Queen's stack so she
can clear bridges during high water. Two observation
decks supported by steel beams were built over the bow.
Capt. Way explains that passengers like to get as near
to the front of a boat as possible.

Specially designed fenders were welded to the Queen's
steel hull to prevent damage while going through locks
in the Ohio and Upper Mississippi Rivers. Steel grilles
were installed under the teakwood railings around the
decks as a safety measure.

The Delta Queen

The Queen's regal ornateness has been retained, how-
ever. Her grand staircase leading to the salon, built of
oak, mahogany and teakwood with wrought iron trim-
ming, still is intact.

The forced ventilation and heating system has been
revitalized to insure maximum comfort for passengers
as the Queen cruises along the Mississippi through the
deep South. The dining room has been completely air
conditioned.

Most of the staterooms have private showers and lava-
tories. They are two-thirds larger than the cabins found
on oldtime river packets. Capt. Way said size of state-
rooms is unimportant because the passengers spend most
of their time on deck or in the recreation hall where a
social hostess plans daily entertainment.

The Delta Queen was built in 1924 in Scotland and
shipped, piece by piece, to Stockton, California, for as-
sembly. She cost $875,000, the highest price ever paid
for a river steamer. Today, however, her owners, Greene
Lines Steamers, Inc., place her value at close to $3,000,-
000.

During the war, the Queen was used by the Navy to
shuttle personnel across San Francisco Bay. After Capt.
Greene bought her, she was piloted by Capt. Way 5,000
miles through the Pacific, Panama Canal, Caribbean,
Gulf of Mexico and up the Mississippi and Ohio to the
Dravo Shipyard at Pittsburgh.

Harbor Day Plans

Plans for a mammoth three day celebration of Harbor Day —
August 6, 7 and 8 — receive their final approval from the key
committeemen of the Junior Chamber of Commerce, sponsors of
the annual event, under the chairmanship of Joseph E. Delsol.

Standing (left to right) are Robert Parsons, Arthur Baiaz, Dr.
William Nelson. Seated (left to right) William MInnes, Joseph
E. Delsol, Moore Pilgrim and Rudy Enberg.

Scheduled by the Committee are yacht races, outboard motor-
boat races and regatta, a water follies and swimming races. Also
included in the celebration will be a tour of harbor facilities for
Northern California shippers and a luncheon at the S. F. Com-
mercial Club at which an executive of the Port Authority of New
York will deliver the principal address.

Page 83

eters and Control

n.iiiiiiniiLiI from page 68)
type fuel flow-air flow ratio control readjusts combustion
air flow.

Systems 2 and 4 have the advantage that the fuel
supply is always limited to the available supply of com-
bustion air. However, if a reasonably low value of excess
air is to be maintained during the port condition, air
regulating dampers must be well designed and leakage
through the dampers and at other points must be held at
minimum values. Obviously, if there is no regulation of
air flow at port loads, there can be no regulation of fuel
with the second arrangement and thus no steam pressure
control at these low rates.

With systems 1 and 3 it is possible to provide a stop
or by-pass on the damper which will permit a safe
minimum air flow, and below this point the master
pressure controller regulates only the fuel supply.

For installations requiring extremely rapid maneuver-
ing over a wide load range the parallel-series system
gives best results as fuel and air are changed simul-
taneously in accordance with the load change.

The arrangement of the combustion control for ap-
proximately 800 ships for the U. S. Maritime Commis-
sion and private owners is shown in Fig. 1. This is a
very simple system involving only the minimum amount
of equipment necessary to operate the boilers at the
required rating and to maintain the proper fuel-air
relationship. This system has been designed with the
underlying thought that most of these ships will be
operated by relatively new and inexperienced personnel
and therefore a standardized arrangement has been used
and the equipment made just as simple as possible.

Fig. 2 shows the arrangement of meters and control
for a turbo-electric tanker. Recording meters are pro-
vided which give a continuous record of steam pressure,
combustion efficiency and flue gas temperature, so that a
complete picture of the performance of the boilers and
of the automatic control is available to the operators as
well as the supervising engineers at all times.

Boiler Feedwater Control. Regulation of feedwater
to the boilers is not a particularly difficult job, but one
which is so important to continued operation of the
plant that only the most reliable men can be assigned to
the job. Likewise only the most reliable type of auto-
matic regulators can be used for this job. In the modern
steam plant using watertube boilers and using one or
more feedwater heaters or economizers it is important
that the feedwater flow be steady and approximately equal
to the steam output. Severe cycling of the feedwater
flow may result in cycling of a number of other auxil-
iaries, and cause appreciable reduction in overall plant
efficiency.

Cyclic action of the feedwater control is usually
caused by surges in the water level in the drum ordinarily
due to variations in the volume of steam below the
waterline. The amount of surge is influenced by the
operating pressure, concentration of the feedwater, the
arrangement and effectiveness of the circulating system
in the boiler, and the amount and arrangement of the
steam liberating surface in the boiler drum. Marine
water-tube boilers are being built with drums in which
the steam relieving rates vary from 500 pounds per hour
per square foot to approximately 5000 pounds per hour
per square foot of area at the water level.

For these various types of boilers different kinds of
feedwater regulators are available, including the self-

actuating single element regulator, the pilot-operated
single element regulator, Figs. 4 and 5; and the pilot-
operated multiple element regulator, Fig. 6.

For boilers operating at pressures of 400 pounds and
above, and having steam liberating area so that the steam
release is not in excess of 1200 pounds per hour per
square foot, the self-actuating single element regulator,
similar to Fig. 4, is entirely satisfactory. This regulator
requires no outside source of power for operation, as the
generator assembly connected to the boiler drum develops
sufficient pressure for actuating the feed valve.

This self-actuating regulator operating only from
drum level can often be used with entirely satisfactory
results on boilers operating at higher pressures, and
boilers equipped with level stabilizing devices within the
boiler drum when the steam relieving rate materially
exceeds 1200 pounds per hour per square foot. However,
applications of this nature should be made with greater
care and should be made only when full knowledge is
available concerning the operating conditions to be
encountered.

For those installations where remote manual operation
of the feed valve is desired, or where the type of feed
regulating equipment does not readily adapt itself to the
use of the simpler self-actuating regulator, the pilot-
operated regulator similar to Fig. 5 may be used. This
regulator consists of a level responsive device which may
be of the recording or indicating type and which may,
if desired, be located on the boiler control panel, with
the level responsive device actuating a pilot valve usually
of the pneumatic type, so that sufficient pressure is
developed for actuating the main feed regulating valve
or other supply means.

An important advantage of this type of control is
that relays may be added to permit the control to be
adjusted for a broad operating range, and still maintain
a constant level standard over the entire range of rating
of the boiler. This permits smooth regulation of feedwater
flow with close maintenance of level. Its only disadvant-
age is that it requires an outside source of power, which
ordinarily is no serious handicap, as compressed air is
usually available at all times.

For boilers in which considerable surge of the drum
level is encountered, due either to extremely high steam
relieving rates or to extreme operating conditions, a
multiple element type of feedwater regulator is used.
In this regulator the rate of water feed is proportioned
primarily to the rate of steam output and the level
measuring element is used only as a secondary readjust-
ment having a limited range. A regulator of this type
is shown in Fig. 6.

By actually metering the steam flow and the feed-
water flow these two values can be very closely propor-
tioned so that only a very limited amount of correction
from drum level is necessary, and at the same time the
drum level will be maintained within close limits. This
type of regulator also has the advantage that it may be
adjusted to carry a higher level with high ratings, so
that the boiler is better protected against sharp reduc-
tions in load and the resultant shrinkage in the drum
level. Likewise there is less chance of carry-over upon
sharp increases in load, as the level is lower at the low
rates, and therefore the drum has capacity to absorb
the swell.

This regulator is also pilot-operated and uses com-
pressed air for its operation. Many of the parts are
identical with those in the combustion control system,
so that a minimum number of spares are required where

Page 84

PACIFIC MARINE REVIEW

the same make of equipment for the control of feed-
water and combustion are installed.

Steam Tcwpefiitun- Control: In the past few years
increasing use has been made of the boiler designs which
permit regulation of the superheated steam temperature.
This regulation is accomplished either (a) by desuper-
heating all or a portion of the steam between primary
and secondary sections of the superheater, or ( b ) by
means of dampers which divert all or part of the Hue
gas passing over the superheater, or ( c ) by means of
a divided furnace construction with individual control
of the burners on the side of the furnace where the gases
pass through the superheater section of the boiler. In
view of the importance of close control of steam tempera-
ture, particularly as steam temperatures increa.se, auto-
matic control of temperature should be used to insure
against exceeding safe limits, and to obtain most eco-
nomical operation of the turbines or other propulsion
machinery.

Control of steam temperature by desuperheating a
portion of the steam between primary and secondary
sections of the superheater is illustrated in Fig. 2. Note
that a 3-way valve is actuated by a diaphragm motor
which receives its air pressure loading from the steam
temperature indicator-controller. This valve either forces
all of the steam through the desuperheater located within
the bailer drum or bypasses a portion or all of the steam
around it to maintain a constant temperature at the super-
heater outlet.

Miscellaneous Controls. There are many places in a
ship's power plant where automatic controls can be used
to advantage for maintaining oil, water or steam tempera-
tures or pressures, and tank or heater levels. Use of con-
trols will in many cases result in smoother and safer
operation, and conserve the operators' time for more
important duties.

By selecting controls for these various auxiliary serv-
ices which are similar in design to the boiler controls (see
pressure reducing and desuperheating station. Fig. 7),
it is possible to train one or two men in the maintenance
of this equipment and considerably less time will be
required for maintaining and checking the performance
of the control equipment than would be required for
manual operation of the functions which it performs.

Boiler meter chart containing records of Steam Flow-Air

Flow relation and Flue Gas Temperature. Records like this

graphically illustrate boiler operation.

The value of recording meters for flow, level, pressure
and temperature has not been fully appreciated by all
marine engineers. Some of the hesitancy to use meters
which provide the continuous record is due to the fact
that the manufacturers of this equipment have been sloW
to make it suitable for the pitch and roll and the atmos-
pheric conditions which are likely to be encountered
aboard ship. Considerable progress has been made by
the manufacturers however, (as illustrated by the area
meter used for liquid measurement. Fig. 8 ) , and as soon
as the marine designers and operating engineers begin
to see the advantage of keeping a continuous log of im-
portant operating conditions automatically, this equip-
ment will be used more extensively.

Not only is less time required for maintenance of the
necessary metering equipment over that for manually
recordmg the data, but the records are kept in better
shape and all of the important conditions are recorded.
Since the recorder is on watch every minute of the day,*
no unusual conditions escape its notice; if any faulty
operation develops, a complete story of conditions prior
to, during and after the fault is available for reference.
See steam flow-air flow and exit gas temperature chart,
Fig. 9.

Simmons Company Announces
^ew Appointment

Chelton G. Kennedy, Sales Manager for the Pacific
Division of the Simmons Company at San Francisco re-
cently announced the appointment of E. Frank Poston
as Contract Manager for the Pacific Division. Associated
with Poston in the contract department is James G.
Porteus who has been in the engineering department at
the San Francisco plant since 1939.

Before coming to San Francisco, Poston was with the-
Simmons organization in Chicago as Contract M.uiager
for the Central Division.

JULY

1948

Steamer Freight Rates

((.'.oiiliiiinul Irom page 50)
prices. Moreover, the record shows that transportation
costs account for only one-half of the difference between
unit costs of food in Honolulu and in San Francisco.
These statistics may or may not be representative, but
in any event, it would not be just to deny reasonable
rate increases to a common carrier for the simple reason
that merchants use such increases as an excuse to inflate
their prices.

The intimations of inefficient management made by
the Consumers Council are based on the slow turnaround
of vessels and Matson's acquisition and reconversion of
vessels during a period of peak prices. The record shows
that vessel operation was slowed down on account of
port congestion which in turn was due to a backlog
of shipments resulting from strike and other conditions.
The new and faster fleet should provide much quicker
turnarounds than were possible during 1947. At any
rate, there is no evidence of inefficient operation — it is
all to the contrary. The wisdom of the management in
acquiring its fleet when it did, and adapting it to the
trade through reconversion, is a question which must be
resolved in the light of future operating results.

As proof that increased rates are not warranted, the
Consumers Council compares Matson's earned surplus
and sundry operating reserves, totalling S24 millions,
with its capital stock of around $33 millions and on
which substantial dividends have been paid for many
years past. In evaluating this comparison, the fact should
not be overlooked that these balance sheet figures show
cumulative results and cover Matson's whole operations.
Each operation should stand on its own bottom, and this
inquiry is to determine whether Matson's common car-
rier freight operations in the Hawaii service are being
conducted at reasonable rates.

While the evidence here reveals operating losses, it
provides no reliable basis upon which to predicate a
reasonable and stable rate structure for the future. This
is true because 1947 operations were conducted partly
with old ships and under unusual traffic and shipping
conditions. A more appropriate test period would in-
clude operation under the new, faster and presumably
more economical fleet.

This record supports certain conclusions which merit
consideration in the fixing of, or judging, the rate struc-
ture in the Hawaiian trade, which is under review here
for the first time.

First, the transition from the old to the new operation
is a stage of new development necessitating extra costs,
capital and otherwise, cliargeable to development. De-
velopment costs do not necessarily increase, immediately
and pro-tanto. the value of the service to the shipper.
They are a business risk, assumed for the future, and
should be spread out over the future.

Second, Matson has enjoyed a long and successful
operation in the trade, thereby accumulating large re-
serves which have been converted into a modern fleet.
The purpose of this, undoubtedly, was to place the com-
pany in a position of greater earning power. Other things
being equal, Matson should progressively achieve such
position. It is questionable, therefore, whether during this
period of transition and development, the highest per-
missible return on investment is warranted.

Third, this is a revenue case and no consideration is
given to individual rates. Hence, the rate structure for
the future should distribute the burden equitably with
due consideration given to the ability to pay.

The Commission should find that the rates, charges,
regulations and practices in issue have not been shown to
be unlawful.

The proceeding should be discontinued.

Basil Harris Dies

Basil Harris, Chairman of the Board of the United

States Lines Company, died June 18 in New York City.

Born in Pulli an Illinois, October 31, 1889, Harris

was an outstanding figure in American shipping for
many years. He began his shipping career shortly after
his graduation from Princeton University in 1912. He
first joined the firm of Norton, Lilly & Company in New
York and later became a partner with General John M.
Franklin, now president of the United States Lines, and
the late Kermit Roosevelt, son of President Theodore
Roosevelt, in the Roosevelt Steamship Company. Sub-
sequently the Roosevelt Company was merged with the
United States Lines' organization.

Harris, who has been vice president since 1931, and
later executive vice president, became president of the
United States Lines Company in 1942 succeeding John
M. Franklin who entered the U. S. Army Transport
Service and held the rank of Major General when he
was released from active duty. When General Franklin
returned to civilian life in November 1945, he was re-
elected to the presidency and Harris was elected chairman
of the board of directors.

In the forefront of port development, Harris was an
important figure in the greatly needed program for cargo
protection. He was a director of the National Federation
of American Shipping, a member of the U. S. Chamber
of Commerce Committee on Harbors and Shipping, a
trustee of the United Seamen's Service, a director of the
American Merchant Marine Institute Arbitration Asso-
ciation, and a member of the board of managers of the
American Bureau of Shipping.

Page 86

PACIFIC MARINE REVIEW

PUNCH PRESS
SECT/ON
of Hercu/es
Ooikef Shop,
showing
portion of
cutting die
sfock.

Hercules has the largest and best equipped plant on
the Pacific Coast for the manufacture of all types of
Gaskets . . . including Asbestos, Fibre, Rubber, Cork,
Felt, Paper, Leather, Synthetics, all Metals, either plain
or asbestos filled.

Disfr/bufors of

B. F. GOODRICH COMPANY
HOSE— Air, Brewers, Creamery, Distillate and
Fuel, Fire, Garden, Gasoline, Grouting, Oil.
Oxyacetylene, Paint Spray, Sand Blast, Steam,
Suction, Water, Wine, Etc.

HOSE ACCESSORIES — Couplings, Menders,
Nipples, Racks and Reels.

UNITED STATES GASKET COMPANY

. Mechanical Rubber Goods

PACKING — Belmont, QP. Self-Setting, Piston

and Sheet, Durabla.

FIRE— Extinguishers, Indian Fire Pumps.

BELTING — Transmission, Conveyor, Canners,

Rock, Sand and Gravel Mucker, Etc.

TOLEDO Variable Speed Transmission.

CHARDON RUBBER COMPANY

We request your inquiries.

quipment & Rubber Co., Inc.

THE GASKET SHOP

MANUFACTURING DIVISIONS
* STANDARD RUBBER COMPANY, Inc.

15 Brannan Street, San Trancisco 7, Calif.

Telephone YUkon 6-2770

Exclusive Distributors for Plant Magnesia
Products

Manufacturers and Distributors of Plant
Packings

Also Distributors for Raybestos Manhattan
and B & W Insulating Firebrick

PLANT

ASBESTOS CO., INC.

Phone UNderhill 1-2874

Phone Ent. 10367

941 ■ 16th STREET
SAN FRANCISCO

OAKLAND • SAN JOSE • MODESTO

FOR SALE!
Motor Tug "CURTOLA"

Length 64' 6"; Beam 17' 6"; Depth 8'

200 H.P. 5 cylinder. 400 RPM
Fairbanks Morse Diesel model ."i-SFlO

Built 1944

Carvel planked ivood hull
Considerable extra equipment aboard

WALTER W. JOHNSON COMPANY

351 California Street, San Francisco 4
Phone SUtter 1-4537

The Designer Had a Reason for It

(Continued from page 82)
most effectively applied. This is nothing more or less
than using the basic design characteristics of a similar
successful part on a larger or smaller engine. You will
tread safer ground, however, if the similar design has
been successfully used on a larger engine. By combining
the factors above with experience and good judgment,
the final answer is still only going to be determined by
conclusive tests. All of the factors enumerated can still
be delegated to an insignificant role unless the best of
metallurgical technique and control are used in the
prcxluction of the piston.

The Piston Rings

The piston rings are called upon first to seal the pres-
sures of combustion; second — to transfer heat from the
piston to the cylinder walls; and third — to control lubri-
cation. There are hundreds of oil ring designs and hun-
dreds of claims of superior performance. Like many
other factors, the selection of piston rings is determined
by exercising experience and good judgment, followed
by conclusive tests.

The Combustion Chamber

The combustion chamber is one of the most highly
patented features of the present day diesel engines. There
are many good forms and shapes, and the governing
considerations are the desired location for accessibilit)'
of the nozzle, and the speed and anticipated application
of the engine.

The Cylinder Head

The cylinder head is the roof of the combustion cham-
ber. On larger engines it usually contains the nozzle and
valves. The design and complexity are greatly affected
by engine design, such as whether two or four q'cle,
and if two cycle, whether loop scavenge or uniflow; and
if four cycle, whether valve in head design is to be
used. The cylinder head must be capable of structurally
withstanding the forces of combustion and should be
capable of handling all thermal loadings. Uniform cool-
ing passages are essential. The major limitations are
I Please turn to page 98)

Moore Dry Dock Building
Standard Dil Barge

(Continued from page 54)
Ion capacity.

One Gasoline fuel tank — 250
gallon capacity.

One Pumproom Sump tank — 20
gallon capacity.

Three Lubricating oil storage
tanks — 50 gallon capacity e.ach.

Simmons metal beds are provided
in the staterooms and a standard
radio receiving set is in the galley.
Bathroom fittings and hardware
are Crane. The electric refrigerator
is General Electric and the range,
Nesco. Windlass mooring winch
and hose hoist are Markev.

Page 88

PACIFIC MARINE REVIEW

"Where am I?"

I Continued jrom page 61)
ed making meridian altitude observations in the com-
pany of other navigators when their altitudes differed by
one or two minutes from those of the other observers.
Why? It has been found that some observers have a
natural tendency to bring the body too deep, that is down
below the horizon, thus getting a greater altitude than
really exists, while others have just the opposite tendency
with opposite results.

I bring these things to mind, not to try to convince
navigators they should have a thorough physical and
psychological examination prior to making observations,
but rather to ease the mind or clear away doubts as to
their ability to make good observations.

A more probable reason for the lines of position not
plotting properly is the variation of the amount of Re-
fraction. Refraction, as we all know, is the bending of
the light rays as they pass through the earth's atmosphere.
We usually accept that as a definition, look up the correc-
tion as it is tabulated in the Nautical Almanac or else-
where, apply that correction and let it go at that. The
value of this correction is a mean value and is given for
a temperature of 50 degrees Fahrenheidt and a baromet-
ric pressure of 30 inches. Tables 24 and 25 in Bowditch
give us additional corrections to apply to the mean re-
fraction for temperature and barometric pressure which
we seldom apply. Before going further let us think for
a moment on what causes this variation of refraction.
Two factors govern this. First, the distance the light rays
have to travel through the atmosphere. Second, the dif-
ference in the density of the atmosphere.

We know that the atmosphere extends from approxi-
mately 50 to 70 miles above the surface of the earth so we
can easily see that when the altitude of a body is low
the light rays have to travel a much greater distance than
when the altitude is greater. Traveling this greater dis-
tance causes the light rays to suffer a greater bending;
hence the refraction is greatest when the body is in the
horizon. Now if these light rays have to travel a greater
distance they surely will be subjected to a greater num-
ber of variations of density of atmosphere thus causing
an undetermined amount of error. As the altitude in-
creases this amount decreases but is still undetermined
and as a result we do not have an accurate line of posi-
tion even though we do apply the corrections given in
Tables 24 and 25.

So far we have discussed only refraction of tlie liglit
rays from the body to the ob-server's eye. We have an-
other refraction of the light rays between the observer's
eye and the horizon which is quite often large enough to
throw our sights out quite a lot. This error is found most
usually when the air and sea temperature differ greatly
or when the air is calm, thus allowing different density
stratas of air to build up near the surface. There is no
practical way for surface navigators to estimate tliis
error or correct for it. It is known though that this error
is greatest when observations are made from a low
height of eye. This being true the prudent navigator
would do well to remember that when the air is calm and
the sea temperature differs greatly from the air tempera-
ture he should make his observations from as great a
height of eye as possible. Then, too, don't be too dis-
appointed if the sights don't plot well.

rot ttue SI CO no mu
^Qt uout buu-u^otd ue,,,

FEDERAL

MARINE
PAINTS

Federal takes care of all your painting
needs. There are Federal paints for the
interiors of your ships . . . paints and
protective connpositions for your decks
and hulls . . . there is a Federal product
for every use aboard ship . . . from keel
to truck.

We inwiie you io consu/f with the Federal agent In

your disfr/cf when you are planning

your next painting /ob.

ON THE PACIFIC COAST:

SEAHLE, V/ASHINGTON

A. T. B. Shiels

108 West Lee Street

SAN FRANCISCO, CALIF.

Plllsbury & Martignoni
Mills BIdg. EXbrook 3302

VANCOUVER, WASHINGTON LONG BEACH, CALIF.
States Steamship Co. Robert R. Campbell

1010 Washington St. =/<> Standard Marine Paint Co.

A. J. Chalmers 1545 West Anaheim Blvd.

Agents and Stocks in all the Principal Ports

Anti-Fouling
Anti-Corrosive
Boottopping
Cabin Paints
Deck Paints

Deck House Paints

Hold Paints

Red Lead (Mixed)

Smoke Stack Paints

Topside Paints

The Federal Paint
Company, Inc.

33 Rector Street, New York. N. Y.

JULY • I 94i

Page 89

KEEP POSTED

New Equipment and
Literature for Yard,
Ship and Dock

New John Crane
Pipe Joint Compound

Recently put out by the Crane
Packing Company, Chicago, is an
improved pipe joint compound
known as Plastic Lead Seal No. 2
( Underwriters' Laboratories Ap-
proved ) which can now be had in
1,2,4 and 8-ounce tubes.

Brushed on threads, gaskets,
flanges, studs, bolts, nuts and plugs,
it stops galling or rust of threads
and never hardens or drys out. It
assures tight, permanent joints that
are easily taken apart later. The
compound does not injure or stain
polished finishes, is insoluble, will
not wash out and seals air, water,
steam, refrigerants, butane, propane,

other petroleum derivatives, CO",
etc., at temperatures to 500'^ F. On
well finished surfaces, it has been
used as a seal in place of a gasket.
The 8-ounce tube is designed for
such uses as plumbers' repair kits
and general industrial applications;
the 4 and 2 -ounce tubes for general
home and shop use; the one-ounce
size is for use by manufacturers of
such equipment as hot water heaters,
pumps, air conditioning and refrig-
eration units, to enclose in assembly
kits.

Grip-Dek

Another useful marine product,
developed for use during the war
is Pabco Grip-Dek, a mastic floor-
ing for covering steel, galvanized
iron and concrete ship decks.

Developed to meet Navy Depart-
ment specifications, Grip-Dek was
specified then — as it is today — for
use on Navy supply and fighting
ships where a light-weight, non-
slip, fire-resistant, non-corrosive sur-
face was required to insure a firm
footing on water-washed decks, gun

Application of Grip-Dek.

KEEP POSTED

The details of new equipment or the new literature announced in this department will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansome Street - • - San Francisco
Send me descriptive data of the following new equipment or literature as reviewed in

(Identify by name of manufacturer and catalog)

BUSINESS.
ADDRESS..

platforms and passageways as well
as in below-deck traffic areas. It
was to be light-weight, fast-drying,
readily applied and to possess a low
gloss surface.

The Navy Department adopted
Pabco Grip-Dek after conducting a
series of rigorous tests aboard vari-
ous classes of craft operating under
different sailing and climatic con-
ditions.

Following the war, Grip-Dek was
made available for general marine
use and was quickly adopted by the
commercial shipping industry to
meet the same general need as the
Navy Department's.

Oflficials of the always "safety-
conscious" shipping industry re-
port that they have materially cut
their ocean-going accident rate af-
ter Grip-Dek installations, provid-
ing a firm footing not only on ex-
posed weather decks but down in the
engine room, where a slippery oil
and grease condition is often preva-
lent. On passenger lines a steadier
footing to the inexperienced sea-
going traveler is provided.

Because of its adhesive qualities.
Grip-Dek is highly resistant to vi-
bration or wearing of the decks. It
is readily spread with a trowel, dries
quickly and thus does not interfere
with the normal operation of the
ship during its installation.

Pabco Grip-Dek Deck Covering
comes packed in convenient five-
gallon and one-gallon containers
easily stored and ready for imme-
diate use, in white, tile red, gray
and brown.

I^ew De Laval Single Stage
Centrifugal Pump Catalog

For the first time, De Laval Steam
Turbine Company single stage
pumps have been included in a
single comprehensive catalog (Bul-
letin No. 83-29) presenting out-
standing features of De Laval de-
sign and construction, listing pump
ratings and incorporating essential
dimensions. With this catalog, engi-
neers can select the required pump,
estimate motor size and plan ap-
proximate installation dimensions.

In replacing several separate leaf-
lets for these puitips, the one catalog
now contains information for all G,
I, K, L, M and P single stage, single
and double suction pumps. The
catalog also gives brief descriptions
of such optional features as mechan-
ical shaft seals, self-priming systems
and vertical mountings.

Page 90

PACIFIC MARINE REVIEW

hn FrancisiKi Bay

iContjn»eJ from page 41)
patterns for Naval vessels.

SHEET METAL SHOP— construction of sheet metal
furnishings and shipboard equipment.

ORDNANCE SHOP— repair of ship guns and fire
control machinery.

ELECTRICAL SHOP — repair and rewinding of arma-
tures for electrical motors and generators.

PIPE SHOP — shaping by heat and pressure varieties
of copper and iron pipe.

RIGGING LOFT — splicing of wire rope and weaving
of rope fenders for tug boats.

PATTERN SHOP— construction of patterns for all
foundry castings and building of scale model ships.

MACHINE SHOP— balancing of giant ships pro-
pellers.

FORGE SHOP— operation of 2000 ton forge press.

NAVAL FLAG LOFT— only one on the West Coast.

FOUNDRY — preparing molds and pouring brass and
aluminum castings.

TRAINING AND APPRENTICE SCHOOLS.

INDUSTIAL LABORATORY.

ARTIFICIAL LIMB SHOP OF THE NAVY HOSPI-
TAL— for groups of related professional interests only.

"MOTHBALL' FLEET UNITS.

Seaplane Floating Dock

United States Navy seaplanes now can carry complete
docking facilities along with them to advanced bases.
An inflatable, rubberized fabric dock with plywood
decking that is light enough for air transport, has been
developed jointly by the Navy Bureau of Aeronautics
and the Goodyear Tire and Rubber Company. The de-
velopment grew out of a wartime need for docks at
advanced bases before the arrival of construction crews.

The new seaplane floating dock is constructed of nylon
(.uated fabric pontoons covered with a marine grade ply-
wood. Each pontoon is 25 feer long by seven feet wide
and is constructed of four separate, cylindrical air cham-
bers.

When completely assembled, nine of the pontoons are
arranged together to form an elongated "U" shaped float-

ing dock. The completed unit can be erected in from four
to six hours by an inexperienced crew.

First ship to be docked in the U. S. Navy's air transportable
seaplane mooring was the PBM MARINER shown in this
official Navy photo (below). Components for the floating
dock may be disassembled and flown to advance bases of
operation for temporary seaplane mooring facilities.

Rope Manual

PACIFIC COAST

INSTRUMENT

COMPANY

INCORPORATED

246 MISSION STREET
SAN FRANCISCO S. CALIF.
TELEPHONE SUTTER 1-2131

Representing

Helicoid Gage Division of Ameri-
can Chain & Cable Co., Inc.

Helicoid Pressure and Vacuum
Gages.

Trimount Instrument Company

Manometers. Flow Meters. Draft
Gages. Electronic Level Controls.
Tank Level Gages.

Paxton Mitchell Company

Metallic Packing. Pump and Cyl-
inder Liners.

Paxton Diesel Engineering
Company

Bearing Watchdogs. ValveSpring
Depressors, other Diesel Spe-
cialties.

W. C. Dillon & Co., Inc.

Strain Gages and Dial Thermom-
eters.

Thermometers

A complete stock of Marine, In-
dustrial and Dial types.

Instrument Repairing

All types of instruments repaired,
calibrated, rebuilt and serviced.
All work guaranteed.

A beautifully illustrated Manual
of Rope Usage was recently pub-
lished by the Plymouth Cordage
Company, Plymouth, Massachusetts.
Invaluable to the rope user, the book
contains a manual section and a
catalog section, all replete with pic-
tures and tables.

The manual contains a brief his-
torical sketch of rope uses and rope-
making from prehistoric days to the
19th century. There is an illustrated
description of the most important
ropemaking fibers and the plants
from which they come, including a
reference chart. The actual rope-
making operation is described and
the care of rope. Illustrated instruc-
tion in splicing methods is included
in this section and also information
on how to tie and use the seventeen
most commonly needed knots.

There are several useful rope
tables, including rope strengths,
weights, rope sizes for sheaves, efTect
of sling angles, etc. The treatment
of rope is also dealt with in this sec-
tion and the rope requirements for
particular jobs.

The catalog section includes a sec-
tion on ship brand manila rope and
rope information for marine, fishing
and yachting purposes and indus-
trial, hardware and farm. Oil field
ropes are discussed, synthetic fiber
ropes and wire rope centers, as well
as various types of twines. A con-
densed glossary of words most fre-
quently used in ropemaking and a
rope use index completes the book.

Herb Southworth Offers
Two ^ew Booklets

Now available at the Herb L.
Southworth Company, 110 Market
Street, San Francisco, are two new
technical booklets. The first, "The
Kingsbury Guide Book," outlines
the principles and construction of
Kingsbury Bearings and indicates
their chief present fields of use. The
Kingsbury principle of wedge-
shaped oil films and its scope in
machinery design is presented in
the booklet, and the main features
of the bearings, encountered in all
applications, are described. These
include the distinction between "ad-
justable" and "equalizing" types,
which covers both horizontal and
vertical (shaft) applications and is
fundamental to an understanding of
them. The various bearing forms

COMPLETE

SHIP CHANDLERY

SERVICE

Prompt Service — Experienced per-
sonnel, offers choice of right
equipment for every need on a|l
Deck, Engine & Steward Supplies.

Distributors for
Pabco Marine Paint

If iH

-J— .*'"'-'■«

■ ■Ti

MARDEN & HAGIST

Complete Ship Chandlery Service
1705 N.W. 14th. PORTLAND 9. ORE.

are grouped, first by the number of
shoes, then by the intended use.

The other booklet is on the sub-
ject of Pedrick piston rings and
covers recent trends in piston ring
design and application.

Mechanical Flow Meter
Bulletin

Ring Balance mechanical flow
meters. Series 2200-2600, are de-
scribed and illustrated in detail with
photographs, diagrams, and data on
dimensions and capacities in a new
12-page bulletin designated 2M48
by the manufacturer, Hagan Cor-
poration, Pittsburgh. The bulletin,
which succeeds one identified as
2M47, describes the ring balance
principle of operation, which is said
to be unique in that it maintains
high accuracy at low flows. Among
other reported features are ease of
adjustment, recalibration by dead-
weight method or by a water col-
umn, high accuracy and elimination
of over-range-operation troubles, for
both low pressure (Series 2200)
and high pressure (Series 2600)
flow meters of this line. Models
manufactured include recording and
indicating flow meters, indicating-
integrating flow meters, steam flow-
air flow boiler meters, dual -type
meters and units for special appli-
cations.

Page 92

PACIFIC MARINE REVIEW

Flexible Stanchion Develuped by Hyet and Struek

'ie Hyet and Struck lingineering
tpany of San Francisco has been
ged in the business of repair-
(ghips for a number of years and
II )f their jobs is the repair or re-
.1 nu lit of pipe hand rails. In the
111 Kiurse of loading or dis-
i argo on a ship, pipe hand
damaged by hatch pon-
Ji beams, or cargo bump-
hem, all of which is a con-
, , jxnse to ship operators and
ntb a certain hazardous condi-
during the time that they are
iged or broken.

The Hyet and Struck Engineering
(Company has developed a flexible
stanchion which will survive a much
more severe blow than is usually re-
ceived by any existing hand rails;
it will give with this excessive pres-
sure but will return to a normal
position when the pressure is re-
moved. As a result there is never a
time when any area is unsafe be-
cause of a damaged railing. Tests
have been conducted by the com-
pany subjecting the stanchions to
severe strain, many times greater
than would be received in normal
use, without any damage occurring
except on one occasion when a ram
weighing 1 '2 tons was swung a dis-
tance of approximately 20 feet. This
strain is at least ten times more
severe than in any normal use.

It is thought that the use of these
stanchions, with chain rail, will pro-
vide a ship with greater safety, in-
sofar as hand railing is concerned, at
a great saving in money to ship
owners.

Sig-lodd of lumber moving inboard
( an Intercodstal freighter. This pic-
ie shows flexibility of the Hyet and
Jucit stanchion upon impact of the
lumber.

The same stanchion after sling-load

is placed aboard, showing stanchion

back to normal position without

damage.

Hand Truck with Adjustable Locking Chime Hooks

light-weight, but extremely
;ed general purpose hand truck
)w available from General Sci-
ic Equipment Company, Phila-
hia.

ccording to the manufacturer,
jutstanding feature of this hand
k is the two chime hooks, which
adjustable, to lock barrels and

of different heights securely in
tion. Truck is finely balanced so

most of the load is carried on
wheels, thus making it easy to
md handle.

egularly furnished with hollow-
er, puncture-proof cushion tires

with lug base and Durex self-lubri-
cating bearings, the truck can be
equipped with akmiinum wheels.

Hand truck

W:

^

^

E.'^vN

Vi

«/>

MANUFACTURED BY AMERICAN MARINE PAINT CO.
San Francisco • Wilmington • Portland • Seattle

IN THE HEART

OF THE HARBOR—

Long Beach Marine Repair Co.

You'll find Berth 73, Channel 2, conveniently located with quick
access to the open sea. You'll find TOO that the modern marine
railway, yard, and shop equipment are operated by men who
"know their stuff" — a definite advantage to you. Better let
us bid on your job NOW.

EXPERIENCE-

and modern
EQUIPMENT
mean ECONOMY
in MARINE REPAIRS.

L. B. 7-(9SB TEi

1409 WEST 7th ST.

MARINE REPAIR CO.

LONG BEACH 13, CALIFORNIA

linal 4-1214 L. B. 6-6433

BERTH 73 (CHANNEL 2)

Below: Wrapped coil being unloaded from manufacfurer's truck before being
placed aboard the tug MARGOT MORAN, moored alongside the bulkhead at
Pier One, North (Hudson) River, New York. (Moran photo)

Right: Close-up of coil on deck as crewmen prepared to splice a thimble into
one end of the hawser so it could be put into service immediately.

74,000 Pairs of Stociiings

The first nylon towing hawser to
be placed in commercial use — 1,350
feet of sleek, tough 8-inch rope, the
largest ever made by Plymouth
Cordage Company, Plymouth, Mass.
— was recently put aboard the Mor-
an Towing & Transportation Com-
pany's 1,200-horsepower Diesel-
electric rug Margot Moran in New
York City.

Weighing more than a ton, the
sleek soft-laid hawser contains
2,528,604 nylon filaments — roughly
the equivalent of 74,250 pairs of
stockings — and is said to have a
breaking-point strength of more
than 105,000 pounds. Marine ex-
perts point out that on this basis the
rope should compare favorably with
11-inch or 12-inch manila.

According to factory technicians,!
the hawser has a 48 per cent elonga-'
tion to its breaking-point, or a work-
ing elasticity of 26 per cent at half
load.

Moran operations personnel said
that in the offshore work to which
the Margot Moran is usually assign-
ed, and for which the new nylon
product is believed to be especially
suitable, the normal (average) pull
probably never will exceed 50 per
cent of the hawser's rated strength.

To insure stability in the marine
service for which it was manufac-
tured, the hawser was factory con-
ditioned by a special process said to
represent the equivalent of months
of use at sea. A Plymouth represent-
ative demonstrated to the crew of
the tug and assembled shipping men
the approved technique for splicing
a thimble into the end of the hawser. ',

Page 94

PAG! FIG MARINE REVIEW

k

STEERING GEARS - All sizes

from Small Tugs to Giant Aircraft Carriers

"^eri,

9Ge

^V/>e

^hic °' inform ■" 9
"> d.„ ='9". Of • °'

CHWhjuU.

>o„d, ^ ■;;"cft..e.^ ,;"'--e. ^^^°"' the

DECK MACHINERY • STEAM CONDENSERS
STEAM JET AIR EJECTORS

OF PHILADELPHIA

Factors of imporfance in

SHIP REPAIRS

PRECISION BORING
AND GRINDING

The ability of our precision tool
department to process a job and
come up with the answer is well
illustrated by our precision boring
and grinding service. We are
equipped to bore jig fixtures and
dies maintaining center distances
of plus or minus .0002" with a
range from 16 to 30".

Consult our engineers on any prob-
lem pertaining to metal fabrication
or handling.

GENERAL ENGINEERING & DRYDOCK COMPANY
Executive Offices 1100 Sansome Street, San Francisco, Calif.

Telephone GArfield I-616S

pitch 1
lengths
diatneter -4 Y^

JULY

948

Page 95

Quick Service
for S flip si

At our new location of Office, Mill and Yards

WOODS

TEAK — IRONBARK — LIGNUM VITAE

OAK and BENDING OAK

MAHOGANY — SPANISH CEDAR

PHILIPPINE MAHOGANY — REDWOOD

M I LLWORK

HARDWOODS MILLED TO ORDER

PANELS

HARDWOOD PLYWOOD MANUFACTURED TO ORDER
FROM SELECTED VENEERS

PLYWOOD AND SOFT WOOD

DAVIS

Hardwood Company

Founded in 1913

New Telephone Number

TUxedo 5-6232

757 Beach Street — San Francisco 9

Between Hyde and Larkin Streets

l\lew Lubricator Valve

A new lubricator valve that de-
livers a positive metered amount of
oil or grease to each bearing in lubri-
cating systems has just been an-
nounced by Titeflex, Inc., Newark,
N.J.

Known as the Grannan Lubrica-
tor, it dispenses all lubricants from
light oil to heavy greases through

New Lubr

Valv

the same valve without alteration.
It is a fully hydraulic, through flow
valve, completely inclosed.

The Grannan Lubricator is install-
ed direcdy into the bearing. It does
not require special guns to introduce
lubricant to system. The lubricator
will function either with hand oper-
ated guns or from a completely auto-
matic system set to operate at any
desired interval. Operating tempera-
ture is from zero to 300°F.

Applications for the Grannan
Lubricator include trucks, buses,
road machinery, mining equipment,
farm machinery, machine tools, and
other production equipment. It will
lubricate up to 500 bearings or more
in less than one minute while the
machine is in operation, thereby
eliminating down time for lubrica-
tion and minimizing maintenance
costs.

^ew Fluid Meter
Data Available

Bailey Meter Company, Cleve-
land, Ohio, has issued revised Bul-
letin No. 30 1 -B, "Bailey Fluid Met-
ers for Steam-Liquids-Gases."

This 40-page booklet is divided
into ten different sections discussing,
among other things, flow mechan-
isms, primary elements, integrators,
auxiliary recorders, accessories, and
installation features. Each section is
well illustrated by photographs and
drawings of the equipment dis-
cussed as well as by diagrammatics
which aid in understanding the op-
eration. Also shown are representa-
tive chart records taken from actual
Bailey Fluid Meter installations.

Bailey Fluid Meters are supplied
as indicators or recorders or both.
They may also be equipped with a
six-unit cyclometer type integrator
which counts total fluid flow in gal-
lons, pounds or cubic feet. They are
easily adaptable to air-operated con-
trol.

Flexible Spring Template

Manufactured by the Flexible
Template Company, Camden, New
Jersey, the new Flexible Spring
Template shown in the picture cuts
layout costs and is a timesaver to
the marine industry. Instead of
making templates from layouts in
mould loft, this tool can be set and
locked in a few seconds to repro-
duce desired shape, contour, curve
or radius. It can then be placed
directly on material and cutting
lines scribed quickly. It is also in-
valuable for all kinds of repair
work, especially in confined spaces
where template making is extremely
difficult.

The template is made in sizes 6, 8,
10 and 12 feet, and is priced at
$3.75 per foot.

Flexible spring template

Page 96

PACIFIC MARINE REVIEW

(GettYJ

TRADITIONS OF
THE SEA

No matter what today's industrial research
brings forth in increased speeds, no matter
what a product-hungry nation calls for in
increased needs, hoary traditions of the sea,
born in a harsher era, are still perpetuated.
Traditions of sound design, unerring craftsman-
ship, absolute dependability, will always be
paramount with us.

H. S. Getty & Co., Inc., has been creating
fine marine joiner hardware for a quarter of
a century; products proven in performance
year after year. Skill born of experience is
reflected in the quality and integrity engineered
into every item which bears the Getty name.
Only a few representative samples of the
complete Getty line of marine joiner hardware
can be shown here; but Getty quality continues
to be a basic ingredient of every Getty product.

Getty has consistently produced marine
hardware with the highest standards of quality
through wartime and peacetime. In peace, as
in war, danger sails ever with the men who
man the ships; their security must be dependent
upon nothing less than the best.

H. S. GETTY & CO.

3350 N. 10th St, Phila. 40, Pa.

Repreienlalives
Ralston R. Cunningham Co., Inc. . . 73 Columbio St., Seattle 4, Wash.

George S. Lacy Co 25 California St., San Francisco II, Cal.

I 526 S. San Pedro St., Los Angeles 13, California

• EC-2 Liberty Ship tail shafts.

• Auxiliary condenser water boxes.

• Auxiliary circulating pump (liquid
ends) in bronze or cast iron.

• Pistons, valves, valve liners, rods
and stems for Enberg generators
and Whitin (B 5 x6 \ C 6 x7 )
engines.

• Cargo winch parts.

• Booms and fittings.

• Main engine connecting rod brasses.

• H.P. valve liner (semi-finished).

• Bronze rudder bearings.

Distributors

ANCHOR PACKINGS

Mechanical packings for every mechanical purpose

PHONE, WIRE or WRITE

ALBINA ENGINE & MACHINE WKS.

2103 No. Clark St., Portland 12, Oregon
Phone MUrdock 1131

1948

Page 97

OHM

SHIP SERVICE
COMPANY

if MAINTENANCE

^ BOILER CLEANING
^ TANK CLEANING
^ SHIP PAINTING

Ben Ohm, Owner
Phones — GA 1-5217 * GA 1-5216

Ohm Ship Service Company

SHIP SCALERS

289 STEUART STREET
SAN FRANCISCO 5. CALIFORNIA

NOW in Our

NEW PLANT

Expanded Manufacturing Facilities

Specializing in Panel Boards, Switch Boards
and Generator Control Boards

COLUMBIA
ELECTRIC MANUFACTURING CO.

275 Steuart St., San Francisco
Phone: GArfleld I-6I0I

Eugene V. Winter Co.

Engineers • Manufacturers' Representative

AMERICAN HAMMERED PISTON RING DIV— KOPPERS CO.

NATIONAL TRANSIT PUMP AND MACHINE CO.

THE MAXIM SILENCER COMPANY

RED HAND COMPOSITIONS COMPANY

SIMS PUMP VALVE COMPANY

15 Drumm St. DOuglos 2-2714 San Francisco 11, Calif.

The Designer Had a Reason for It

{Continued from page 88)
generally set up by foundry practice. The part is com-
plex and the compromises exercised are generally made
to assist the foundry in being sure of good sound cast-
ings.

The Flywheel

The flywheel concludes the parts of the engine com-
ing under the category of main power transmitting parts.
The flywheel is a very subtle piece of equipment. Basic-
ally its purpose is to smooth out the irregular input of
power to a smooth uniform flow. It becomes a govern-
ing factor in effecting good speed' regulation and paral-
leling should the engines be applied to generation of
electrical power. Design limitations are set up by main-
taining reasonable rim speeds and to provide suitable
support for the weight of this unit.

The Bed Plate

The most important part of the fixed structure of the
engine is the base or bed plate. It is functionally the
backbone of the engine and, to a great extent, affects the
ability to maintain the engine in perfect alignment. It is
. used to support the crankshaft. It contains the mounting
flange on which the complete engine rests, and it acts
as a sump for the lubricating oil. It is important in con-
sidering the base design that it be stiff without adding
unnecessary material in order that there may be some
weight control.

The Cylinder Block

The main cylinder block, or frame, is generally the
most intricate because it is onto this frame that all other
parts, with the exception of the crankshaft, are attached.
Unless the engine is extremely large, the crankcase and
the cylinders can be made in one unit. With the cylinder
head bolted to the top of the block, and the base with
crankshaft and bearings bolted to the bottom of the block,
the firing forces apparently set up high tensile loading
in this center member. Cast iron being a very desirable
material for cylinder blocks, and that which is most fre-
quently used, it becomes desirable to provide rugged
steel bolts throughout the length of the cylinder block
to more adequately withstand tensile loading. Welded
steel and aluminum have been successfully used as well
as cast iron for cylinder block material. Here again
several factors must be considered, such as cost, manu-
facturing facilities, and noise level. Further, the intended
application of the engine frequently dictates the most
suitable material for the cylinder block. Only a very
general frame work can be established by the designer at
this stage wherein large openings are provided for acces-
sibility to the bearings, and as little limitation as pos-
sible is set, in order that, at such time as camshafts and
engine mounted accessories are considered, there will be
a maximum of freedom for location of these parts.
(This article will be continued in the August
PACIFIC MARINE REVIEW)

Stop Rust. . . and Save with

RUST-OLEUM

Rust-Oleum slashes maintenance costs 3 ways.
It's enduring protective coating seals metal
against rust-forming elements. Nothing equals
it as a positive, low-cost rust preventive!

: PRO^'^"!!

lONGl"

.t\asts

de-

pal

,nt »«

.d>t

FREEi New Ru_-
Oleum catalog,

i showing colors and
applications. Write
us or your supply
distributor (oday.

idio?

ndei

ns 1^3

apP'

irtiu'"
catio"-

.d. Tl^^^

sav

inqs

on

[us or your supply -^ ^
distributor (odoy. ^i

JAMES R. BOREN r

BOX 134
EMPLE CITY, CAL.

■■■ "^i^s^T" •*■■ FLAN

CALL YOUR DEALER FOR STOCK LIST

STANDARD A. S. A.
CID RESISTANT
GED FITTINGS

THE

WARMAN

PUNT

(Fittings Sold Thru Dealers Only)

LOSMieais

MEMBER ALLOY CASTING INSTITUTE

NEW YORK • CHICAGO

What Makes . . . .
a GOOD Babbitt?

It's not just the melting and mixing of so many
parts of tin, lead, antimony and copper.

It's metallurgical skill and experience . . . strict
day by day scientific control . . . and virtually
unlimited research facilities — all offered by
Federated, first in the field.

When you have bearing metal problems, or
questions on metals In general, Federated has
a practical service engineer to help you out.
Call or write any of Federated's 7 Western
offices.

^ea^^za^^:C metals division

AMERICAN SMELTING AND REFINING COMPANY
San Francisco • Los Angeles • Portland
Seattle • Salt Lake City • Butte • El Paso

ULY

I 948

Page 99

Bannan President California Metal Trades ^ss'n.

SERVING THE ORIENT

with fast, regular refriger'
ator and dry-cargo service

PACIFIC FAR EAST LINE'S modern
fleet of dry-cargo and refrigerator
vessels provides frequent, regu-
larly scheduled sailings between
California — Philippine Islands
North and South China — Hong
Kong — Japan — French Indo-Chino
Korea Deep Tank Facilities.

LIMITED PASSENGER ACCOMMODATIONS

NEW YORK 6, N. Y. SAN FRANCISCO 4, CALIF.

JfB'^od.oy 3l5CoUo'n:o Sl'tel

LOS ANGELES WASHINGTON

DETROIT CHICAGO

Coble AdJreii! PACFAREAST

(^otnptete
ff' fain fen at

fervice

• TANK CLEANING

• BOILER CLEANING

• CHEMICAL CLEANING

• SAND BLASTING

• PAINTING

INTERNATIONAL
SHIP CLEANERS

INC.

8S3 HaiTison St., Scin Fromcisco 7
Phone: SUtter 1-3293

Charles F. Ba

Charles F. Bannan was elected
president of the California Metal
Trades Association at its annual
meeting in San Francisco this June,
succeeding to the post held by
Joseph Moore, Jr., of the Moore Dry
Dock Co., for the past year. Also
elected were Cloyd Gray, president
of the W. R. Ames Co., San Fran-
cisco, as vice-president of the Asso-
ciation, and Roy Tatam, general
manager of Western Piping & En-
gineering Co-, as the new treasurer.

Vice president of the Pacific Gear
& Tool Works of San Francisco,
Bannan has been on the Associa-
tion's Board of Directors for two
years and prior to his connection
with the California Association
served two years as President of the
Washington Metal Trades Associa-
tion.

Gillespie Transferred tu San Francisco

Captain Harold R. Gillespie, Mat-
son superintendent at Wilmington,
was recently transferred to San Fran-
cisco as Acting Marine Manager.
Captain Gillespie takes over the
duties of the late Commodore C. A.
Berndtson, who died suddenly last
May.

Captain Gillespie is widely known

in Pacific shipping. He joined Mat-
son in 1920 and became a master in
1926, his first command being the
SS Makiki. During the years he
served as master of most of Matson's
passenger vessels and numerous
freighters. He came ashore in 1944
as actin^^ port captain in San Fran-
cisco.

Ingersol-Rand Air Starting Motors

IngersoU-Rand Company is now
producing air motors of two sizes
as starters for internal combustion
engines. The air motor is keyed or
splined to the Bendix or starting
mechanism and the engine is crank-
ed in the same manner as an auto-
mobile engine is turned over when
using the electric starter.

The Starting Motors are known
as the Size 9 BM and Size 20BM;

the former having 9 horsepower and
the latter 20 horsepower at 90 lbs.
per sq. in. air pressure. They are
small and compact having an over-
all length of only 1.3 3/16 " and
lA^'z". The air motor is of the
"Multi-Vane " type and the Throttle
Valve is of the quick opening type
to give peak horsepower almost im-
mediately. A single step spur gear-
ing is used to obtain suitable speeds.

Air Starting Meter

Page 100

PACIFIC MARINE REVIEW

VIC KNUDSEN

SHIP RIGGERS

Wire Rope Pilot Ladders

Wire Rope Cargo Nets and Save-alls

All Types of Splicing

134 Sacramento Street SUtter 1-1362

San Francisco 11

GENERAL MACHINE

and REPAIR WORK

Representatives for

TODD COMBUSTION EQUIPMENT, INC.

(TODD OIL BURNERS)

coiumiiiH
mncHiiiE

IIIORIi!;

L K. SIversen, 0»

'",",7,;" BERKELEY, CALIF. ei;|;::».

MOORE-McCORMACR

AMEIIK'AX KKI>I'III.I< S LIINE

Freight and E'asscnjicr Service between the East
Coast of Unite<l States and the countries of
BKAZII. • IIMiaW • ARGKNTINA
PACIFIC IIEPl HLIC'S LIIVE

Freight and Passenger Service between the West
Coast of United Slates and the countries of
BRAZIL • IKluaiAY • AKOENTINA
A]»IERI< Ai>^ St AI%Tir l.l.^iE

Freight and Passenger Service between the East
Coast of Uniteil States and the eoiuilrics of

iNORWAY DENMARK SWEDEN

POLAND FINLAND RUSSIA

1 For complete injormation apply

MOORE - McCORMACK

140 CALIFORNIA STREET

San Francisco 11. Calif.

530 WEST SIXTH STREET

Loi Angeles 14. Calif.

DEXTER-HORTON BUII.DINC

Seallle 4, Waihinglon

BOARD OF TRADE BUILDING

Portland 4, Oregon

744 HASTINGS ST. WEST

Vancouver. B. C.

Offices in Principal Cities of the World

CANVAS
PRODUCTS

FOR EVERY
PURPOSE
ABOARD SHIP I

FAST SERVICE

WITH
ECONOMY

Call C. "Flags" Bennett, Mission 7-3085

SULLIVfln ^

t^oJuc^

■' INDUSTRIAL
AND MARINE

AWNING COMPANY

ULY • I 948

Page 101

CATALINA ISLAND
STEAMSHIP LINE

steamer Service to Catalina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
Telephone Numbers: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563

WHISTLE CALL FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3802
Member — American Waterways Operators

Enterprise Announces Two h\s Vice-Presidents

quest, he was transferred to the
main office where he first organized
the Process Machinery Division, and
then participated in general engi-
neering sales activities until the end
of 1940, when the Company went
through a reorganization to meet
the additional load of wartime re-
quirements. He was then made
Plant Manager of the South San
Francisco plant, expanding employ-
ment and facilities, and in 1943 be-
came Production Manager in San
Francisco, gradually expanding his
responsibilities to General Works
Management. His appointment as
General Sales Manager became ef-
fective in March 1946.

Announcement has been made of
the election of Paul Birchard to the
position of Vice President of Enter-
prise Engine and Foundry Co.
Birchard, who has been Works Man-
ager since September 1, 1946, will
remain in charge of engineering
and manufacturing.

While he has been with the com-
pany for a comparatively short pe-
riod, Birchard has had ample op-
portunity to become thoroughly ac-
quainted with its manufacturing fa-
cilities. When he came to Enterprise
on May 1, 1946, he assumed the
position of assistant to the Execu-
tive Vice President. After just one
month he took charge of production
at the South San Francisco plant.
In August of the same year, he took
over as Enterprise Works Manager.

Birchard came to Enterprise with
twenty years of experience in the
Diesel engine business. During the
war years, he served as a Navy Com-

mander, in charge of a navy owned
and operated shipyard in the mid-
west. At the close of hostilities he
spent eight months as assistant, in
charge of twenty-three shipyards
near Seattle. In the years preceding
the war he held responsible positions
with several leading Diesel engine
manufacturers.

Serge P. Kovalefl recently ap-
pointed to the position of Vice
President of Enterprise Engine and
Foundry Company, began his career
there in 1926 after graduation from
the College of Mechanical and
Electrical Engineering, University of
California at Berkeley.

Initial steps within the Enter-
prise organization took him through
the positions of Plant Engineer, As-
sistant Superintendent and Superin-
tendent of the South San Francisco
plant. Early in 1936, at his own re-

uar

terd at tlie ..J^urbor I

1^

COFFIN PUMPS

THE GARLOCK
PACKING CO.
■On Dec* ond Below"

I cci IC r*o i Prtisure Regulating Valves
LtSLIt >-U. j "Tyfon" Whistles

ATLAS MARINE PAINTS
MARINE ELECTROLYSIS ELIMINATOR
CORP.

NEW YORK BELTING and PACKING
CO.— Air, Fire. Water and Steam
Hose

TODD COMBUSTION EQUIPMENT CO

TUBBS CORDAGE COMPANY

J & L STEEL CORPORATION, Wire Rope

ALLENCOTE REFRACTORY COATING

DIAMOND POWER CORP.

KOMUL Anti-Corrosive Coating

PA>aON MITCHELL Metallic Packing
ENSIGN Products

J. M. COSTELtO Suppty Co.

MARINE SPECIALTIES

221 No. Avalon DIvd., Wilmington, Calif. Phone Terminal 47291

Drew Opens in South America

E. F. Drew & Co. Inc.. New York
City, have announced the building
of a factory for the manufacture of
marine power chemicals in Argen-
tina. Buenos Aires is one of the
largest ports in the world for the
export of foodstuffs to Europe.
Many European ships now being
serviced by the Ameroid System of
Boiler Water Treatment call here,
which makes necessary a full service
set-up which constimtes so impor-
tant a part in the Ameroid System.

J. F. McDonough of the Marine
Department of E. F. Drew & Co.
recently returned from an extended
trip to South America. He lectured
on boiler water treatment and pow-
er plant chemicals before students
of the Lloyd Brasilsiro School in
Rio de Janeiro, and gave lectures
before the executive engineering
personnel of Government and pri-
vately-owned companies in the Ar-
gentina.

American Bureau of Shipping
Office in Saudi-Arahia

The American Bureau of Ship-
ping has announced that it is estab-
lishing a new office in Saudi-Arabia,
with headquarters at Ras Tanura,
convenient to the tankship termi-
nals. Peter W. McClen. formerly
at the Bureau's Galveston, Texas,
office, will be in charge of this Per-
sian Gulf District office. In view of
the large amount of tanker traffic
developing in this region, it has be-
come necessary for the Bureau to
establish representation at this point.

Page 102

PACIFIC MARINE REVIEW

OVERHAULED, TESTED

AND SET WITH STEAM FOR —

ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

Thomas L Short Company

245 Fremont Street

World Shipping

AMERICAN PACIFIC LINE

Ilaly . . . North Africa . . . Palestine

FRENCH LINE

France . . . Belgium . . . Holland

PACIFIC MEDITERRANEAN LINE

Mediterranean Ports

PACIFIC AUSTRALIA DIRECT LINE

Australia

PACIFIC ORIENT EXPRESS LINE

China . . . Japan . . . Philippines

PACIFIC ISLANDS TRANSPORT LINE

South Seas . . . New Caledonia

WESTFAL-LARSEN COMPANY LINE

South America, East and West Coasts

INDEPENDENCE LINE

Central America . Colombia . Venezuela

CHARTERING DEPARTMENT

Sale . . Purchase . . Charters . . Bunkers

WORLD WIDE TRAVEL SERVICE

General Steamship Corp., Ltd.

465 California St., San Francisco 4
Los Angeles Portland Seattle Vancouver

jiiiiii
lijlll"

iiiiilillllii:

TERCO PRODUCTS CO. — West Coast Representatives
941 Howard Street, San Francisco 3, Calit.

'i^ %^^. ^

l^^U^^^^^

fORSTER SHIPBUILDING CO., INC.

SHIPBUILDERS • ENGINEERS • MARINE WAYS • REPAIRS
All types of diesel and hull repairs

CONSTRUCTION OF ALL TYPES FiSHBOATS

PLEASURE CRAFT AND BARGES

WOOD OR STEEL

TErminal 2-4527 • Ferry Street

P. O. Box 6i, Terminal Island Station

SAN PEDRO, CALIFORNIA

Los Angeles Harbor

Formerly
Garbutt & Walsh

"Unsinkable" Lifeboat

(Continued from page 56)

of London), has been launched at King's Lynn, Nor-
folk (England). After being on view in the River
Thames, she will make the passage to New York, from
Falmouth, under her own power by the North Atlantic
route. The vessel is fitted with two Coventry marine
engines each of 30 h.p., and tanks capable of holding
five tons of Diesel oil will give her a cruising radius
of 15 days. The equipment of this new lifeboat includes
a compass, supplied by Kelvin and Hughes ( Marine
Instruments, Limited).

Packing Code Urged

Mr. E. H. N. Dowlen, chairman of the Institute of
London Underwriters, gives the following reasons for
the present widespread pilferage; Insufficient or in-
adequate packing; delay at the port of shipment; lack
of control while loading; pilferage while on board the
vessel; insufficient control during discharge; delay in
delivery at port of destination; lack of co-operation
with police and customs authorities.

In the United States, says Mr. Dowlen, efforts are
being made to establish a packing code or standards. He
urges the introduction of some similar code in the
United Kingdom. If it were adopted, he is of opinion
that no merchant could undercut another by means of
inadequate packaging; the shipowner, when he saw the
hallmark on the container, would know that the goods
would be able to stand the strain of the voyage; the
underwriter would be able to quote the lowest possible
rate foi the venture.

Mr. Dowlen was addressing the Institute of Packaging
in London.

Ihe Law Changeth

iHarttn-Parr^ (Eorpnratton

WEST COAST MARINE DIVISION
« JOINER ^ BULKHEADS 4 DOORS ^ FURNITURE ^

We carry in stock for IMMEDIATE SHIPMENT:

Joiner Doors; Tanker Doors; Bulkhead Framing i

Trim; Marine Door Accessories.

« IMMEDIATE SERVICE ON SHORT-TERM CONTRACTS «

( Continued from page 58}
it in view of the Act's mandatory language.

The Hust case held that while the govetment may be
technically the employer of a seaman, under the tem-
porary conditions then existing, the common-law princi-
ple of employer-employee relationship need not obtain
in order for the seamen to recover against the private
operator "agent" under the Jones Act and that the mere
transfer of vessels from private ownership to government
control did not deprive the seaman of any of the settled
fights which he had prior thereto. Although there are
some statements made in that case which might be relied
on as supporting the plaintiff's contention in this case,
inasmuch as the Supreme Court has exptessly stated that
it was limiting its discussion to the Act's retroactive pro-
vision and was refraining from making any determina-
tion as to the Act's prospective operation, the Court re-
fused to rely upon those statements as governing in any
wise the issue in this case.

The Court recognized, for the purposes of the decree,
that a petition for rehearing had been filed with the
Circuit Court of Appeals for the Third Circuit in the
Aird case. In the Aird case, the general agent was held
liable for losses due a radio operator resulting from dis-
charge on the authority of Naval Intelligence. The Court
reasoned that the Clarification Act had to be interpreted
as intending to permit seamen to assert against the gen-
eral agent every contract right as well as every tort claim,
which they could have asserted against a private ship-
owner, therefore entitling them to bring their suits
against the general agent as an employer. The Court's
judgment was affirmed.

PUGET SOUND
BRIDGE & DREDGING COMPANY

SINCE 1889

Shipyard Division

SHIP REPAIRING AND CONSTRUCTION

COMPLETE FACILITIES

DRYDOCK AND GRAVING DOCKS

1500 FT. DOCKAGE. WHIRLEY CRANES

AND ALLIED SHOPS

STEEL FABRICATORS AND ERECTORS

GENERAL CONTRACTORS

ELiot 2072
2929- 16th Ave. S.W. Seattle 4, Wash.

to condensation of moisture. ]

;i well-proved
eoatiiif: for iiuiriiie service.
Applii'atioii to damp sur-
faces first recommended it
for use in spaces subject
s continuous film and re-

sistance to chemicals recommended it for use on steel
decks under mapnesite. Simplicity of application has made
marine men want it for hard-to-jict-at spaces.

Technically, KOML L is an irreversible emulsion of coal-
tar-pitch, retaining all the protective characteristics of
pitch in an easily-used f<»rni.

Vn illustrated folder an»l a sample on a steel panel . . .
for the askin;;. The panel you can twist or bend as you
will and you can <lif; at the coating to prove KOMI L's
a<lhcsion and toughness.

SELBY, BATTERSBY & COMPANY

5235 Whitby Atenue. PHILADELPHIA 43. PA.
J. H. CORDES J. M. COSTELLO SUPPLY CO.

34 D3«ls Street, San Francisco II, Calll. 221 N. Avalon Bl«d , Wllminston, Calll.

Southern CALIFORNIA'S Largest

SHIP DISMANTLERS

LIBERTY SHIP EQUIPMENT

• MAIN ENGINE

MAJOR PARTS OR ENTIRE ENGINE

• CONDENSERS

• REFRIGERATION

DIESEL ENGINES

20. 30. 60, 75KW DC. 100. 1 OOOKW AC.

TURBO-GENERATORS

60, 75KW DC. 1 50, 200KW AC.

DIESEL GENERATORS

225, 900, 1700, 1800HP— GM & FM.
450HP twin, 900HP quad.

LST & LSM TYPE VESSELS

Suitable for cargo
Attractively Priced — Immediate Delivery

NATIONAL

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA
S. S. SANTA FLA VIA
S. S. SANTA LEONOR

These C-2 fast freight vessels, equipped with refrigerator
space, and limited passenger accommodations, together
with modern chartered tonnage, supply frequent service
between —

BRITISH COLUMBIA
OREGON

Mexico Central America

Ecuador Peru

WASHINGTON
CALIFORNIA

Panama
Bolivia

Colombia
Chile

SEATTLE SAN FRANCISCO LOS ANGELES
White Building 2 Pine Street 523 W. Sixth

SEneca 4300 SUtter 1-3800 Michigan 7811

VANCOUVER

991 Hastings St., W.

PAcific 7271

PORTLAND

738 Mead Bldg.
CApitol 1013

2
^Good Reasons/

DEPENDABLE

PUMPS

These simple 2-movinq parts with their correcf applicdtlon and engineer-
ing have meant good reliable pumping for over a third of a century.
They give you these outstanding features. Self priming. Constant, even
discharge. Low speed— long life. Low power reouirements. Suitable for
any clean liquid (heavy or light). Discharge pressures up to 200 psi.
No timing-gears, springs or gadgets. Complete capacity and model

Look to Viking to fill your
pumping reguirements. Senc
for free bulletin ilSU today

•

Pump Company

Cedar Falls, Iowa

PACIFIC COAST DISTRIBUTORS

1948

Page 105

PUT

CHEMISTRY

TO WORK

your
power
plant
with

"HOUSE OF MAGIC"
PRODUCTS

Boiler Water Treatment
Fuel Oil Conditioner
Rust Eradicator
Scale Solvent
Refractory Preservative
Carbon Scale and Slag
Remover

Chemical Products for Pov/er

Equipment with

Dependable, Scientific

Service

GARRATT-CALLAHAN
COMPANY

of California
148 Spear St., San Francisco 5

Warehouse stocks

Portland • Seattle • Los Angeles

People Who Know
USE DEVOE

WALL ROPE

B & L BLOCKS

GETTY
HARDWARE

WEEKS-HOWE
EMERSON CO.

Ship Chandlers

EXbrook 2-2681
255 MISSION STREET
SAN FRANCISCO 5

Germain is Associated-
Banning President

Directors of the Associated-
Banning Company, long-established
West Coast stevedoring company,
recently announced election of P. H.
Germain, Vice President, to the of-
fice of President.

Geurge E. Fletcher
of Columbia Electric

When we set up the news story
last month on Columbia Electric
Manufacturing Company's expand-
ing facilities on the San Francisco
Embarcadero, we did not have a
photo of George Fletcher, partner.
Here he is — as happy as the other
partner, Ralph Grimes, with their
fine new plant at 275 Steuart Street.

Columbia Electric produces panel
boards, switchboards and generator
control boards.

Turco Transpo

Turco Transpo, a new, nonin-
flammable, rioncorrosive, fast acting,
long-lived cold tank material for
the removal of carbon, sludge, grease
and paint is offered by Turco Prod-
ucts of Los Angeles, Chicago and
Houston.

Freer rinsing, Transpo is a two-
layer material comprised of a float-
ing chemical seal and a lower layer
of potent cleaning agents. Designed
to provide peak efficiency at room
temperature, there is no need for
agitation or heating to maintain its
peak the year round.

A Turco Transpo dipping tank

Turco Products Conference

Turco Products, Inc., Los Angeles, assembled its district managers for a two-day home

office conference with laboratory technicians and department heads during May. The

district managers planned holding similar meetings for their field service organizations

upon returning to their respective territories.

Page 106

PACIFIC MARINE REVIEW

MARINE SPECIALTIES

ALLENITE SOOT ERADICATOR

ALLENCOTE REFRACTORY COATING

BUTTERWORTH TANK CLEANING SYSTEM

COFFIN PUMPS

FLEXITALLIC GASKETS

FRANCE METALLIC PACKING

KOMUL ANTI-CORROSIVE COATING

LESLIE REGULATORS & TYFON WHISTLES

MULSIVEX. OIL & GREASE REMOVER

SANDUSKY CENTRIFUGAL CAST LINERS

SCALETEX, WATER SCALE REMOVER

SEA-RO PACKING

CORDES BROS.

SI. San Francisco 11, Calif. OArflald 1-t3SS

The Isherwood Systems
of Ship Construction

There is an Isherwood System for every type
of mercantile vessel

Eminently suitable for Oil Tankers ....
Designers and Specialists in Hull Construc-
tion and Reconversions

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED

4 Lloyds Ave., London E.C.3

17 Battery Place. New York

Propeller Design

• Save Fuel

• Increase Speed

• Eliminate
Vibration

Send us your prob-
lems ... we special-
ize in propeller de-
sign.

WILLIAM LAMBIE, Naval Architect
216 East C Street Wilmington, California

LAMBIE PROPELLERS

Manufactiirrrs of

WATERTIGHT

FIXTURES

AND

FITTINGS

Ask for

Our Catalog No. 3

Edison G.

E. Appliance Company

MARINE

ELECTRIC

CO.

195 FREMONT STREET

. SAN FRANCISCO,

CALIFORNIA

Telephone EXbrook 2-6312 — Established

1886

U L Y • 1948

1

HOUGH & ECBERT CO,

311 CALIFORNIA ST. • DOuglos 2-1860 • SAN FRANCISCO

liepresenlinf!

WALTER KIDDE & COMPANY, INC.

Rich Smoke Detecting System

Lux Fire Extinguishing System

Sclcx-zonit Fire Detection System

AMERICAN ENGINEERING COMPANY

Steering Gears • Deck Machinery

Vapor Car Heating Company Service

HOUGH Patent Boiler Feed Checks • LANE Life Boats

SCHAT Davits

CONSULTING ENGINEERS • MARINE SURVEYORS

SURVEYORS TO BUREAU VERITAS

MARINE DISTRIBUTORS FOR SHEROLITE PRODUCTS

FOR NAT-LEA-KENNEDY ASSOCIATES

Morrison & Bevilockway

ESTABLISHED IN WK

MARINE PLUMBING
STEAM FiniNS and SHEET METAL WORK

Sole Agents and Manufacturers of the New M i 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 166 Fremont St.

Telephone DO 2-2708-09 San Francisco

Af N/ght CoH Jordon 7-2252— Bur//ngome J-87I2

THE KELVIN-WHITE
COMPASS

The steadiest com-
pass for any vessel,
sail or motor.

Wn'Je for descriptive circulars.

KELVIN & WILFRID 0. WHITE CO.

4645 Faculty Ave., Long Beach 8, Calif.

BOSTON NEW YORK BALTIMORE

?0 state St. 38 Water St. 146 N. Gay St.

SHIP REPAIRS-

MAIN 3122

24 - Hour
Service

Two places to serve you

PIER 66, SEATTLE I, and WINSLOW
NO JOB TOO SMALL — NO JOB TOO BIG

COMMERCUL SHIP REPAIR

J. J. Featherstone E. A. Bla<

Page 107

M. J. GIGY & ASSOCIATES

1 12 MARKET STREET, SAN FRANCISCO

MARINE AND INDUSTRIAL ENGINEERING AND EQUIPMENT

ALDRICH PUMP CO.
M. L. BAYARD & CO., INC.
HYDRAULIC SUPPLY MFG. CO.
LAKE SHORE ENGINEERING CO.

Tel. YUkon 6-2803 & 6-2031

Representing

PIEZO MFG. CORP.

STRUTHERS WELLS CORP.

THE VAPOR RECOVERY

SYSTEMS CO.

BEEBE BROS.

TURK PRODUCTS CORP.

TREGONING INDUSTRIES, INC.

FRED S. RENAULD CO.

Nights, THornwall 3-4212

Neat Splicing Job

Not new to the gentlemen
others is this photo taken in
Francisco plant. Paul Kelly i;
splicing operation with Lee
Hendry Co.; Charles Dilke,
Trasic, Pacific Coast Managei
John Sutthoff of Lumbermen
ing

pictured but of interest to
a corner of Roebling's San
shown performing a typical

Adams, president of C. J.
director of Hendry; Elmer
of John A. Roebling's, and

s Equipment Company look-

Tanker Converted by Todd

iCoiiliiiiiei! from page 62)

Upon completion, the vessel was assigned to L' Association
Petroliere of Paris for operation for the French Govern-
ment.

The conversion was one of the most extensive ever
performed by Todd on this type of vessel. Some of
the features were the transformation of the former cadet
room to the owner's room; redecorating of the Captain's
room; converting the former gun crew's quarters into
a modern dining salon, and refitting the P. O. Mess.

The new Officers' salon is attractively outfitted with
light walnut panels covering the bulkheads, fluorescent
lighting fixtures, white marinite sheathing on the over-
head, a light hardwood buffet and two mess tables,
covered with green linoleum connected by a dropleaf to
make one long table. Two corner settees, trimmed in
light hardwood and covered with green leather, occupy
the same side of the salon as the tables, and a third
corner settee was installed opposite, with a special small
dining table. The room is also equipped with a leather
easy chair, 10 leather upholstered arm chairs, and a radio.

The petty officers' mess was also refitted, with two 30'
X 30" tables, and one 8'x30" table, and an 8' settee,
similar to the equipment in the officers' salon.

The owner's room was outfitted with a leather settee,
wardrobe, desk, arm chair, and Hollywood-type bed,
with innerspring mattress, and coil spring.

In the Captain's quarters, the settees and chairs were
reupholstered; the mouldings of settees and legs and
arms of chairs, the bed boards, two chests, the desk,
buffet, and dining table, were all scraped and revarnished

and new drapes were installed.

On the bridge deck, where the new salon is located,
the former hospital was divided in two, and one-half
was converted into a service pantry, with a new electric
refrigerator, galvanized steel dresser, running the full
length of the room, two stainless steel sinks, electric hot
plates and grids.

Room 61 in the former Gunner's Quarters, on the
boat deck, was subdivided into three petty officers' rooms,
each with a settee, desk, chair, and bed. The former
potato locker and gun crew locker, were knocked down
and made into a large wine locker, big enough to hold
16 50-gallon barrels, among other items. A new potato
locker was built elsewhere on the vessel.

Below decks, all operating equipment came in for
an extensive overhaul. The boilers were opened up and
cleaned by steam-lancing and compressed air, and the
brick-work in each boiler was renewed. The oil burner
units were all removed and sent to Todd's Combustion
Division in Elmhurst, for overhaul.

All pumps throughout the vessel were opened up;
cleaned, and put in perfect shape. The main turbine, and
both turbines for the two auxiliary generators, were
opened up; their rotors raised for examination, and re-
machined, where necessary. The main generator was
likewise opened up for inspection and repair, to satisfy
the requirements of the classification society. A new
emergency, 75-KW Diesel emergency generator was
put aboard the ship and a new house was built to accom-
modate it.

The radio equipment was inspected and a number of
parts were replaced and spare parts put aboard. A com-
pletely new navigation system was installed. The tail-
shaft was withdrawn and the propellers were checked.
It was decided to replace one, and leave a spare wheel
on board.

After all of the oil cargo tanks were tested, a number
of leaks along the welded seams were detected and over
1,000 inches of new seams were welded on tank bulk-
heads.

Three deck winches were removed to the machine
shop and overhauled; lifeboat supplies were replenished,
and all wartime equipment was removed, such as gun
tubs, armor plates, etc., and four shell straps or crack
arrestors, were riveted across the deck and bottom.

As the final steps in the keel-to-bridge reconversion,
the bottom was scraped; the hull was wet-sandblasted
to bare metal from 2' under the light load line to the
bulwarks; the superstructure was scraped and wire-
brushed, and the entire vessel was repainted.

The Ardesbir. flying the new French flag, left the
Todd Brooklyn shipyard on May 1 3, and headed for
Curacao to pick up bunkers. She then proceeded to Porto
La Cruz, 'Venezuela, for her initial assignment under
charter to the Shell Oil Co.

Page 108

PACIFIC MARINE REVIEW

AUGUST 1948

PORTS OF THE PACIFIC —'Pa%tii^ttd

Natural Gateway To Immeasurable Resources

nine with our policy to provide a more thorough and complete service to the marine industry, we take

olasure in announcing the opening of our branch office and warehouse at Swan Island, in Portland,

35gon.

f' J are cordially invited to visit us and inspect our huge stocks of Deck, Steward and Engineers Supplies.

A opportunity to serve you with fast, courteous service, any time of the day or night will be very much

ujreciated.

jj. S. MINES

Publhhe

TABLE OF CONTENTS

AUGUST. 1948

B. N. DeROCHIE

IT. DOUGLAS MacMULLEN

Edffor

B. N. DeROCHIE. Jr.

I DOROTHY GRAVES

PAUL FAULKNER

Pacific Coast
Advertising Mgr.

DAVID J. DeROCHIE

GEORGE W. FREIBERGER

LOS ANGELES OFFICE
143 Wilshire Blvd., Beverly Hills
!lephone— BRadshaw 2-6205

SAN FRANCISCO
Telephone— GArfleld 1-4760

ubscri'pfiofi rates:

ne year, $2.00; two years,
^.50; three years. $5.00; for-
fgn, $1.00 additional per year;
ngle copies, 25c.

More Profits, Please — And Better Public Relations Editorial

By T. Douglas MacMullen
Liberty Ship Shortened Thirty Feet ....
Tow to India .....

Coal to Oil

"Seaplay," The Year's Outstanding Houseboat Cruiser

Port Authorities Convention . .

Low Temperature Air Conditioning For Perishable Cargoes on Ships

By John F. Kooistra
The Designer Had a Reason For It By Roy A. Hundley
Pacific World 1 rade

Doing Business I'nder the Foreign Assistance Act By A. M. Strong

Brazil Seen as Coming World Leader in Natural Silk

Carl McDowell Appointed by Stanford

San Francisco Junior World Trade Election

Philippine Trade Mission By Alvin C. Eichholz
Marine Insurance ..........

The London Letter
Coast Commercial Craft .........

The "Pan Pacific"
On the Ways ...........

Big Spuds

Bethlehem Completes Long Dredge Boom

A Navy LS T — From War to Peace

Largest Drydocking At Todd Brooklyn

Big Lift
Your Problems Answered By "The Chief" . ...

Thermal Expansion and Bolts
With the Port Engineers . .

Port Engineers of the Month: S. W. Simon. M. H. Kelley

San Francisco Society's July Meeting
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SAN FRANCISCO 11. CALIFORNIA

^^ Rope Gets Its Start In Columbian's Philippine Bodegas • .

Loose bales of Manila fibre from the provinces are being received at the Columbian Rope Bodega < grading and packaging plant) in the Philippines

^^O^^Sfjf^US^ Field Force Assures
Best Manila Fibre For COLUMBIAN ROPE

From fibre-producing plantations now gradually
being restored in the Philippine Islands, comes the
selected manila fibre that goes into Columbian Tape-
Marked Pure Manila Rope.

Columbian representatives, constantly in touch
with the better plantations, contract for the raw fibre
before it is ready to pock or bole — to make sure of
getting the best quality. The selected manila fibre,
tied in bultos for easy handling, is transported to

Columbian's warehouses, or bodegas, where it is
graded and baled for shipment to our mill.

Entirely rebuilt since the war's devastation, Colum-
bian warehouses and other facilities are completely
modern, strategically located, and managed by ex-
perts in judging and buying fibre. Columbian main-
tains this on-the-scene service to guarantee the best
in manila fibre supply. You benefit from this far-
reaching program, get better, more dependable rope
when you select COLUMBIAN — The Rope of the Nation.

COLUMBIAN ROPE COMPANY

400-90Genesee St., Auburn, "The Cordage City," N. Y.

Page 26

PACIFIC MARINE REVIEW

More Profits, Please;

And Better Public delations

THE PROFITS of today's business are the expanded payrolls, increased production and low-
ered costs of tomorrow. An unprofitable business, or a low profit business does not expand;
it cuts down. It does not improve its products; its cheapens them. It does not increase em-
ployment, or lower prices; it is not an asset to the country. It has little to tell the world, so
it stops its advertising and public relation programs and soon folds up.

There are those who argue that profits of manufacturers are responsible for high prices,
but if all the corporate profits of 1947 were applied to price reductions, the result would be
less than 6*^ difference in consumer's ultimate bills — and there would have been a cessa-
tion of development, expansion and research, and also in the accumulation of reserves for
non-profitable years. Those who criticize the profit system are the first to yell if lay-offs come.

So its brings satisfaction to note that the review of U. S. Steel's report shows what
they did with their earnings, including an increase of nearly 10,000 in the number of em-
ployees this year over last year.

Many firms try to show how little was set aside as reserve, or paid as dividends. They
really have no reason for concealment, but rather should explain to their customers, em-
ployees and the general public that profits are the means of progress. It is the lack of
success or profit that should be explained.

If the public thinks ill of any firm, it is a reflection on the public relations of that
firm. If its products and policies are sound, it should tell the world about them and boast
of its success. America is built on the successes of its citizens and the progress of its busi-
ness. The heroes of industry are those who have built great businesses on which our high
standards of living have grown, including those in obscure positions who struggle in behalf
of their ideas and ideals above and beyond the call of duty.

The relations of any industry to its public should be intimate and clear, so that when
it needs public support it will be readily available. A great, vital industry such as shipping
needs an earning capacity just as any citizen does. The pride of the Nation in its shipping,
as in its industrial might, should be marshaled in behalf of the prosperity of every unit, and
this calls for a job of public relations in which every firm should have a part.

There is no city, county or state whose welfare does not "profit" in some degree from
shipping, and we cannot let pass the statement of an industrial trafl'ic manager at a recent
San Francisco convention that steamship companies try to raise rail rates so that ships can
raise also. He should know that rail rates are deliberately depressed to port cities on account
of lower ship rates. It is the part of good puMic relations to keep the public informed on
matters on which profitable operations depend. The public will understand and respond.

AUGUST • 1948 Page 27

Page 28

PACIFIC MARINE REVIEW

I

A REPAIR JOB of more than usual interest has recent-
ly been completed at the Boston Yards of the Beth-
lehem Steel Company — the conversion of a standard EC2,
Liberty vessel, the ]anet Lord Roper, to a collier named
the P. W . Sprugi/e. In addition to the major structural
modifications involved in such a conversion, the vessel
was shortened by thirty feet to permit mechanical un-
loading of all hatches by existing gear, at short piers,
without shifting the vessel during the process.

The section of the vessel between frames 1Q\'2 and
80 '/2. immediately forward of the deckhouse, was desig-
nated for removal in its entirety. Two methods of join-
ing the two sections were investigated. The first was to
build shipways under the forward section and to jack
it back to meet the after end. The second method, which
was ultimately adopted, was to sink the dock and float
the more stable after section toward the forward section.
The alignment problems of either method of joining
made it necessary to carry out this operation on a con-

of P. V

had be

SPRAGUE laken befor
, joined, looking aH.

tinuous wing-wall floating dock, or in a graving dock.

The 20,000 ton floating dock at the Boston Yard is
ideally suited for a job of this type because of its con-
tinuous wing-wall construction, maneuverability, and
crane facilities, which, along with two large pier cranes,
permitted the quick, eflScient dismantling of the thirty-
foot section.

The vessel was placed on dry dock on April 6 and
the removal of the section commenced immediately.
The main deck was removed in one section, each side
in two sections, and the entire inner bottom in two
large sections weighing about 40 tons each. These heavy
lifts were made by bridling two pier cranes together
with an equalizer. The entire task of cutting and remov-
ing the section was accomplished in IVj days, including
the final trimming cuts.

The next step was the actual joining of the two sec-
tions. Holes were cut in the after bulkhead at frame 68
of the forward section to allow No. 2 Hold to flood
freely, and the fore peak and forward deep tanks were
filled, anchoring this section firmly on the keel blocks.
Two long I-beam guides were welded on the after sec-
tion with angle-iron stops located so as to bring the two
sections within 17' 2 inches of actual abutment in ac-

cordance with the plans. Vertical alignment of the keel
was assured by the construction of extensive cribbing
under the bottom. The control of the after section, as
well as the actual hauling, was exercised through a sys-
tem of blocks and wires led to the electric winches on
the dry dock wing-walls. Transit targets for checking
the alignment of the two sections during the joining
operation were set up at several points on the after
section of the vessel. The after portion of the vessel was
ballasted, so that it would float on even keel while being
moved.

The joining operation was carried out on a freezing

After cut, before sections had been brought together.
After end at left, forward end with bulkhead No. 68 at
right. This bulkhead had holes cut in it for flooding the
forward section and was removed later. The inner bottom
and vertical keel are shown, with the guides welded on the
keel on both sections. Blocks and cribbing insure correct
alignment in the vertical plane.

AUGUST

19 4 8

Page 29

cold day with a wind so strong that upon floating free
of the keel blocks, the after section assumed a definite
heel to port. However, this heel was quickly corrected by
a transfer of ballast in an amount easily determined by
the stability data which had been computed, in advance,
for the after section. When the dock had been lowered
until the after section was afloat about 6" over the keel
blocks, this section was pulled forward into place. After
a short period of checking alignment and making the
necessary changes of position, the dock was pumped up
with the two sections ready to be permanently rejoined.
The final phase of rejoining was the plating-in, which

^?J?^

was carried out along conventional lines. However, the
difference in sheer heights at the joining (about 6"),
due to the shortening of the ship, required a special de-
sign for the filler pieces used on the side shell, the ad-
justment of bulwark heights to provide a pleasing sight
edge, and a realignment of main deck plating for several
feet forward of the junction of the two sections. The
original construction, using riveted seams and welded
butts, was followed where new plating was fitted at the
junction.

While the shortening of the ship was the most spec-
tacular feature of the conversion, many other major
alterations were also required. In addition to the re-
moval of military features, machinery overhaul, and
renovation of quarters, the basic structure of the ship
was changed to suit its use as a collier.

The second deck was removed, except for a portion
four feet wide along the shell to act as a stringer. To
this, a heavy channel was welded as a face bar. Center-
line hold bulkheads were removed.

Eight deep transverse webs were fitted between the
new cargo hatches; this addition permitted hold stan-
chions to be removed, and increased the transverse
strength of the vessel. The assembly of these web frames
was carried out at the Bethlehem Quincy Yard from
templates furnished by the East Boston Yard.

The original cargo hatches were removed and the
main deck was altered for the installation of 10 new
hatches, complete with hinged steel covers and 14
kingposts. Hatch covers and kingposts followed closely
the "Seam" class design. Four of the original cargo
winches were altered and relocated between hatches 2
and 3 and 7 and 8 for raising and lowering the heavy
covers. The assembly of the covers and kingposts was
also accomplished by the Quincy Yard. The new hatches,
although similar to the standard collier type, are not a
part of a trunked deck. Consequently, in order to keep
the main deck free of obstructions and to avoid extensive
piping alterations in the living quarters due to the
widening of the hatches, all deck steam and exhaust

Top: Picture after flooding. After end at right. The wire

rope used in pulling the after end into the forward section

may be seen In this picture.

Center: The gap between the two sections about half
closed. The I beam guides, two on each side, and rigging
are also shown. On the lower guide may be seen the angle
welded on to stop the section at the correct distance.
A similar stop on the upper guide Is barely visible. The
lower wire rope which runs at nearly 90 degrees to the
shell was used for horizontal alignment.

Bottom: The two sections brought Into proper alignment
and at the correct distance from each other. When this
picture was taken the after section, at right, was still afloat,
and therefore Is somewhat higher than the forward section,
which rested on blocks.

Page 30

PACIFIC MARINE REVIEW

pipini; and all electric lines were reinstalled under the
main deck.

Further strengthening of the vessel's hull was carried
out by the installation of a riveted strap 48" wide along
the sheer strake, a welded 46" strap along the main
deck stringer plate, and welded doublets extending from
12" inboard to 24" outboard of the hatch coamings.
A transverse doubler 16" wide was also fitted over each
new web frame, between hatches, as reinforcement for
the upper flange of the web.

Changes and additions to the ballast system were also
a large part of the conversion. The portable covers on
the deep tanks in No. 1 hold were removed, the tanks
plated over permanently, and heavy wood ceiling in-
stalled on the new tanktop. New ballast tanks were con-
structed in No. 4 and No. 5 holds by installing, at the
level of the shaft tunnel top, a new tanktop of 1" plate
with heavy stiffening to withstand the shock of the un-
loading bucket. To service this enlarged ballast sys-
tem, a 2500-gallon-per-minute, steam-turbine driven
rotary pump was installed in the engine room.

Since the vessel is to be used mainly in the coast-
wise trade. No. 5 hold was enlarged by shortening the
bunker deep tanks immediately aft of the engine room
a distance of three frame spaces. However, to allow ofl^-
shore cruising, the No. 2 inner bottom tank was piped
for fuel oil as well as ballast.

The vessel's superstructure was altered by cutting

back the bridge wings to prevent damage alongside high
k)ading piers and new pilot house windows were in-
stalled. The four lifeboats were replaced with two 43-
person aluminum boats on quadrant-type davits. In the
galley, the old coal range was replaced with a modern
oil-burning range. The ship was also equipped with
commercial radar.

Upon completion of the conversion, an inclining ex-
periment was performed followed by a four-hour dock
trial and an eight-hour sea trial. The ship was then de-
livered three days ahead of the contract time of 70 cal-
endar days to the Sprague Steamship Company of Bos-
ton for their regular service between Hampton Roads
and New England ports.

Plans and specifications for the conversion were pre-
pared by Theodore E. Ferris and Sons, Naval Architects
of New York.

The following is a comparison of some of the charac-
teristics of the vessel before and after the conversion:

Original 'Vessel After Shortening
Length between perpendiculars 41 6'0" 386'0"

Beam, moulded 56'\0W 56'10'4"

Depth to top deck, moulded 37'4" 37'4"

Draft moulded 27'7" 28'3-^4"

Displacement 14,150 tons 13,280 tons

Gross Tonnage 7,176 tons 6,050 tons

P. W. SPRAGUE dHer completion of conversion

AUGUST • 194

Page 3!

m.

The ROBIN leaves (or one of history's longest to»

/W fa Vadia

SAN FRANCISCO was the starting point for one of
the longest tows in history recently when the tug
Robin, towing a scow and dredge, passed through the
Golden Gate on the first lap of a 12,000 mile voyage. The
equipment will be delivered to the Okha Harbor Board
in Baroda, India, 325 miles north of Bombay. Going
out the Gate the Robin had the scow 1,000 feet behind
it and the dredge Texas 500 feet behind that, on separate
cables as well as connected cables.

All this began when the Maharaja of Baroda, said to
be the second richest man in the world, decided to
improve his port of Okha, and through his counselor,
picked Jean Allen, 70-year-old Los Angeles engineer, to
supervise the project. Allen went to India to survey the
port of Okha which is a good-sized niche in the coast
between Bombay and Karachi and needs a good ap-
proach channel between the island and the mainland.

Allen's experience is impressive. He built pier 7 in

Page 32

Manila, worked on various stages of the Panama Canal,
the New York barge canal and many others, and is a
big independent dredge designer. When the war broke
out he was surveying the Seine for widening and
straightening.

The tug Robin is an ex-Navy minesweeper of 1400
horsepower. Two days out of Manila when war broke
out in 1941, she cleared safely to Honolulu, serving the
remainder of the war in the South Pacific. She was de-
commissioned in October 1945. The De Valle Equip-
ment Company of Los Angeles, represented by Tad
Travers, sold the tug to the Baroda government.

Allen obtainel the clamshell dredge Texas from War
Surplus. The Texas was designed by Allen in 19.^0, and
built at Marietta Iron Works, Marietta, Ohio. For many
years it was used in Gulf of Mexico work and then the
Army took it over for operations in Greenland; then
Albany, N. Y.; then Honolulu. It has a capacity of five

PAC IFIC MARINE REVIEW

cubic yards. The dump scow has a 500 cubic yard
capacity. The job of delivering the equipment to Okha
was turned over to the Walter Johnson Company. San
Francisco, of which W. E. Kirby is agent.

Refueling is being done at sea as far as Singapore.
The steamer Fermina, owned by the Walter Johnson
Company, is the tanker ship. She was formerly the
American gunboat Sdcramento. The l-frmiiia itself has
a tow, the SS. Angel Island which formerly ran between
the immigration station on the island and a Marina
pier. The Angel Island is now called the SS. ClavecilLi.
after Paul Clavecilla, Kirby s Filipino partner.

Thus, it is a five-ship convoy, three on one string and
two on the other. The Fermina and her tow left a few
days after the Robin but soon caught up to her.

Refueling at sea will be done the Navy way — twtj
ships running parallel, at the same speed, hosed across.
To increase the Robin's carrying capacity, magazines
were replaced by bunker tanks. Kirby is preceding the
convoy to arrange at various Pacific ports for the
Fermina to pick up oil to transfer to the Robin.

At Singapore the Fermina will be fixed up for a
passenger- freight run from the Philippines to Hong-
kong, and the Clavecilla will be dropped off at Manila
to become an interisland steamer.

The convoy will fly three flags. The Robin is regis-
tered as Costa Rican, the dredge Texas is registered
Indian, and the Fermina is Philippine.

Skipper of the Robin, Captain Ernest O. F. Hanson,

Left to right: Tad Tr,

ers, W. E. Kirby.
E. Hansen.

Allen, Capt.

and chief engineer Erwin Mackey hope to arrive in
Okha in four months at an average four knots. Allen
did not go along with the tow but will meet it in India.
The crew of 3.i aboard the Robin and eight aboard the
Texas are made up of Filipinos, Indians, Indonesians,
Hindus, Syrians, Chinese — and a Harvard graduate.
Most of the crew will remain with the Robin after ar-
rival, operating the tug in port.

View of the ROBIN, scow and dredge TEXAS before they left Moore Drydock West Yard.

AUGUST

19 4 8

■"age

33

AmIU OcC

Among the engine-room repairs and replacements was this
new switchboard (Standard), to control the current from
three new 60 K.W. turbine - driven DC units {Westing-
house) replacing 43 KW generators.

The 6,856-ton Polish freighter PULASKI,

lying at a berth in the Hoboken division

of Todd Shipyards Corp.

THE GDYNIA-AMERICA LINE passenger-cargo
vessel Pulaski recently underwent a four-month re-
modification at the Todd Hoboken shipyard. Major
changes were the conversion of her boilers from coal-
burning to oil and a complete revamping of the midship
house to provide accommodations for twelve passengers.
The conversion from coal to oil was described in the De-
cember 1947 issue of Pacific Marine Review, and has
now been completed.

Built in Germany in 1928, as the Lenria. the Pulaski
was equipped with five coal-fired Scotch-type boilers
with three furnaces for each boiler. Fifteen Todd fuel
oil burners were installed in the furnaces, together with
the oil heating, pumping, straining, and storage facili-
ties.

All of the vessel's machinery, motors, and utility sys-
tems were opened up for inspection and overhauled
where necessary to comply with her regular annual
Lloyd's survey. The tailshaft was likewise withdrawn
and the rudder lifted for examination. New generators,
water condensation units, switchboard, and refrigeration
equipment were installed.

The new passenger accommodations were equipped
with handsome, new modern, mahogany bunks, with
draw curtains, wardrobes, dressers, and settees. The
officers' messroom was remodeled with new tables and

Boiler room of the PULASKI before conver-
sion, showing five Scotch-type boilers with
three furnace doors each. The two coal piles
are typical of a coal-burning boiler room. In
this case, two of the furnaces are still being
coal-fired to maintain essential services on
the vessel.

The boiler room, epic and span, after the oil-burner instal-
lation (Todd "Hex-Press" riechcinical pre:sure atomizing
fuel oil burners). 15 burners were installed on the 5 Scotch-
type, Howden forced-draft boilers. Also installed were fuel
oil storage, pumping, heating, and straining equipment.

aluminum frame chairs to become the passengers' salon.
Additional crew quarters were provided aft and a new
crew recreation room was built.

All of the passenger and crew spaces were repainted,
refitted, and refurbished, and the outside of the vessel
came in for a bottom scraping and hull painting. The
Pulaski took on cargo at New Orleans and sailed thence
to her home port of Gdynia, Poland.

7^ ^eci%^ Out^tanctm^ ^<M^e&&at 0iUi4€X

RARKl.Y HAS SUCH PERFECTION IN BOATS
graced the cruising waters of the United States, and
it would be difficult to find a more perfect achievement
of the designer's art and the yacht builder's craft than
George W. Codrington's new houseboat yacht, Seaplay.
at Daytona Beach Florida.

But mere size does not make a yacht ideal — she has
to embody a combination of all the elements of skills
of the naval architect, the builder and the machinery
manufacturer. Seaworthiness, sleek Hnes, good turn of
speed, ease of handling, srurdiness, compactness with
cornfort, reliability, and ability to go anywhere her
owner desires must enter into her design and construc-
tion. She must have the maximum of accommodation
and equipment for her overall dimensions, and every
cubic inch of space must serve a functional purpose,
and, all these featuw'S must be adapted to the owner's
special ideas and requirements. The Seaplay is distinc-
tive in that she meets all these tough specifications. She
is different in many ways from the average houseboat
cruiser in that common sense is an important part of
her entire design.

George Codrington happens to know what constitutes
a really good boat. He spends many of his business hours

aboard commercial and pleasure vessels, and also is a
successful work boat builder in his own right. To his
own extensive and practical sea-going experience, Cod-
rington has added that of an old-time yacht builder —
John Trumpy of Annapolis — who built the Seaplay with
the result that he now has a craft which is commanding
exceptional attention in every yacht club harbor visited.

The Seaplay is commodious for her size, which is 80-
feet over all, 78-feet on the waterline with a beam of
18-feet. Her normal cruising draft with fuel, water,
stores, passengers and crew aboard is 5-feet, so she can
traverse comparatively shallow inland waterways, or be
perfectly safe in open water during a blow. Her ordinary
cruising speed is I 2 knots, but she has a top speed of 13.4
knots, which is ample for the purpose of an owner who
would like to relax and take things leisurely whenever
possible.

Construction of the yacht is grade 100 A-1, with
heavy members and framing of white oak, and long-leaf
yellow pine planking fastened with bronze screws. The
deck, deckhouse and trim are of teak, and two watertight
bulkheads divide the hull into three sections.

One of the first features of the design to catch the
eye is the unusual layout of the pilot house, this being

AUGUST

19 4 8

Page 35

Top: Main cabin of the SEAPLAY showing lounging and dining
facilities. Companionway at rear right leads to sleeping cabins;

door in rear center to aft lounging deck.
Center: Owner's roonn just forward and slightly below the pilot
house of the SEAPLAY gives exceptional visibility and makes

excellent business headquarters.

Bottom: Ship-to-shore telephone in the owner's room makes

possible instant communication with home or office from the

SEAPLAY.

Center: Owner's cabin of the SEAPLAY. Appointments include

twin beds, built-in dressing table, private bath and full length

clothes closets.

Bottom: Forecastle of the SEAPLAY showing bunks for seamen

and the chef. The captain and the steward occupy private

cabins at the left.

Page 36

PACIFIC MARINE REVIEW

partly lifted over the deckhouse with a dropped floor
and stepped back about 9 feet from the forward end.
Not only does this streamlined arrangement give the
navigator an unobstructed view ahead, but it enables
the owner to have his favorite "above deck" room given
a similarly unobstructed view, without the same being
bkx.ked by the usual pilot house.

This particular compartment is an observation room
deluxe, but used by the owner as his office when his
pleasure hours are interrupted by important business
communications coming over the ship-to-shore tele-
phone. He is never out of touch with his office.

The dropped floor of the pilot house prevents the
superstructure being top heavy in appearance and adds
to the graceful lines of the hull, at the same time reduc-
ing wind resistance. The space between the deck and the
pilot house and the main deck is used for storage and
for the cooking gas tank, while a part of it gives extra
headroom to the galley below. This is just one example
of the great care taken to create and utilize space. The
bridge wings on either side of the pilot house are a
feature new to yachts, and enhance the appearance as
well as adding utility. The main engines are controlled
from the pilot house by means of control mechanism,
providing the captain with instant response from the
propellers without signaling below.

Aft of the stowage space is the pantry, a toilet and
stairway down to the galley. Next aft in the deckhouse
is the owner's combination living room and dining
saloon, a spacious compartment some 23-feet long,
tastefully decorated and comfortably furnished with
deep armchairs and settees upholstered in soft color
tones with heavy pile rug to blend. There also is a din-
ing table, three bufTets, and floor lamps. As consistent
with a houseboat type of yacht this room has large
windows.

The after deck also is very comfortable and roomy,
with a wide upholstered seat across the stern, and ade-
quately furnished with wicker arm chairs and a table.
Windbreak dtxirs are built in the after deck corners,
providing protection during cool or inclement weather
conditions.

A companionway in the dining room leads down be-
low to the owner's and guests' quarters. The owner's
double stateroom is 11-feet by l6-feet with connecting
bathroom and electrically operated toilet at its forward
end to the starboard of the entrance passage. There are
two beds, one on either side of the room; a large dress-
ing bureau and two wardrobes. The portlights in this
and other cabins are of special Trumpy rectangular
design and slide fore and aft. They are fitted with blinds
in back of the side panels.

On the port side of the passage leading to the owner's
stateroom there is another bathroom which services the
guests' accommodations. On the starboard side of the
hull is the larger of the guests' two staterooms, this one
having two beds, while the other guests' room is on the
port side and has one bed with a Pullman berth above.
Both cabins have large wardrobes, bureaus and chests
of drawers, and are most attractively furnished. Every-
thing has been arranged in these staterooms to give the
(Please turn to page 82)

Top: Pilot house of SEAPLAY contains controls, providing
the captain with instant respon;e from the propellers with-
out signaling the engine room.

Bottom: Engine room of SEAPLAY contains two General
Motors Diesel engines of 200 b.h.p. each for main propul-
sion of the twin propellers and a ID k.w. General Motors
Diesel auxiliary generator set for electricity.

AUGUST

19 4 8

Page 37

Port Authorities Convention

Pacific Coast Association Meets at San Francisco

IN ADDITION to some very strong and well prepared
addresses on port affairs, the thirty-fifth annual conven-
tion of the Pacific Coast Association of Port Authorities
developed several matters of great importance to the
future of West Coast shipping. The convention was held
July 15, 16 and 17 in San Francisco's Fairmont Hotel.
The strong points referred to were the proposal for the

At the 35ih annual convention of the Pacific Coast Associa-
tion of Port Authorities, San Francisco.

Top, left to right: Afbert Gatov, president. Pacific American
Shipowners Association; Generaf Robert H. Wyiie, manager.
Port of San Francisco; Thomas Coakfey, president, Caiifornia
State Board of Harbor Commissioners and retiring president
of the Association; J. A. Farley, president of the Seattle Port
Commission and newly elected president of the Association;
James S. Kearney, president, I.L.W.U., Local U); Colonel War-
ren Lamport, manager, Port of Seattle.

Center, left to right: Colonel John Kilpatrick, operating man-
ager, American President Lines; William Geary, chief whar-
finger, San Francisco, and superintendent of San Francico's
Foreign Trade Zone; Charles L. Wheeler, executive vice presi-
dent. Pope & Talbot; M. D. McCarl, port manager. Redwood
City; Captain Lloyd Hughes, traffic manager and assistant port
manager. Port of Oakland; Robert K. Hunter, traffic manager.
Port of San Francisco. Bob left this position with the Board of
Harbor Commissioners August 1 to become a legal examiner
for the California Public Utilities Commission.

Bottom, left to right: C. S. Sampson, president, Board of
Harbor Commissioners, Los Angeles; Claire V. Goodwin, presi-
dent, Oakland Port Commission; Eloi J. Amar, port manager.
Long Beach; Lloyd Fleming, Pacific Coast Director, U. S. Mari-
time Commission; Colonel T. J. Weed, executive ofiicer to
Chief of Transportation, U. S. Army; Arthur H. Abel, port
manager and chief engineer. Port of Oakland; F. G. Tegtmeier,
president of the Everett Port Commission.

solution of work stoppages on the piers and the em-
phasis placed on national defense as related to port activi-
ties. More on both of these matters a little further on
in this article.

The convention was described by its officers as the
best attended and most productive the Association has
ever held. The convention might be called remarkable
for a strictly personal reason. This would be foimd in
the precision and efficiency by which president Thomas
Coakley handled the affairs of the meeting and with

which the other oflicers and committees conducted their
affairs.

Coastwise and Intercoastal Trade

A panel discussion on coastwise and intercoastal trade
was led by Mark Gates, veteran secretary of the San
Francisco Harbor Board. Participating in the discussion
were Charles L. Wheeler, executive vice president of
Pope and Talbot, and James S. Kearney, president of
International Longshoremen and Warehousemen's Un-
ion, Local 10. Wheeler's analysis of domestic shipping
and recommendations for its future were impressive,
and Kearney's obvious interest in the continuation of
these services was highlighted by his prediction of a
decreasing number of waterfront strikes. He described
"political and troubleseeking" pier disturbances and at-
tributed the changing relationship between the United
States and Russia as one of the major factors influencing
the unions .igainst such strikes. He said that the change
in the international picture has strengthened the hands
of men in the union movement who understand the
destruction and foreign-motivated objectives of com-
munism.

One other speaker at this panel, I.. H. Wolters, trans-
Speaker at the luncheon, M. J. Buckley, senior vice presi-
dent, American President Lines, who discussed the eco-
nomic relationship with Asia.

AUGUST • 1948

Page 39

portation manager for the Golden State Company, re-
ferred to the diversion of traffic from West Coast ports
and placed the blame, in part, on transportation com-
panies. There is some reference to this opinion in the
editorial on Page 27 of this issue.
Airports
There was considerable discussion of airport matters
but we will not review this subject here. Airports enter
mto port activities because several major port commis-
sions manage their cities' airports as well as harbors, and
the air lines are becoming increasingly significant in off-
short transportation. The airport discussion was led by
Arthur H. Abel, port manager and chief engineer of
the Port of Oakland, and included addresses by J. G.
Bastow of the Port of Oakland, George T. Treadwell of
the Port of Seattle and H. E. Squire of the Port of San
Francisco.

Reduction in Terminal Operating Costs
Through Design and Planning of Facilities

The panel on this subject, led by R. R. Shoemaker,
chief engineer of the Port of Long Beach, produced
some of the most forward-looking ideas of the con-
vention.

Captain Earl Manning, traffic manager at Long Beach,
had a lot to say about the design of piers and pier ap-
proaches and he offered constructive criticism of the
older piers in various West Coast port cities. He sug-
gested that the following conditions should be met
wherever possible:

All cargo activities from and including car unloading
to the ship's hook must be under the direct control of
the terminal superintendent.

Transit shed must be large enough to properly as-

Informal dancing following the dinner in the Sold
Room, Fairmont Hotel.

Bottom: Head table at the luncheon. Guests included
many prominent figures in government and shipping.

Page 40

PACIFIC MARINE REVIEW

%. ■ , i

semble car^yo for ultimate loadiiiL;. Lithcr inhcnind or
outbound.

Palletization should be fully utilized along with the
use of attendant mechanical stevedore equipment.

Pillar free transit sheds with not less than 20 feet
overhead clearance.

Aprons not less than 20 feet in width and propor-
tionately larger when with tracks.

Single deck doorways approximately 15 feet high so
placed as to best meet discharging and loading opera-
tions, again both inbound and outbound.

Independent track service.

Independent roadway with truck loading platform.

Cold storage facilities for intransit storage.

Sufficient freeways and arterials serving the port from
inland areas.

Establishment of major traffic streets well back from
Harbor area but essentially parallel to the waterfront.

Parking areas reasonably close to site of work.

Development of local street parallel to terminals ade-
quate to handle port traffic.

Where lighterage or bunkering is to be utilized, the
width of the docks at cargo finger piers is of utmost im-
portance and should so be considered in the planning.

Close proximity of stevedore facilities and gear to
terminal.

While there are innumerable additional items which
go into the planning of the ideal terminal such as light-
ing, fire detection and fire fighting equipment, smoking
areas, special cargo lockers, etc., the aforesaid items cover
generally the requirements for direct handling of cargo.

The following description and dimensions are of a
structure and berth best suited to fulfill the requirements
set forth.

400 feet minimum depth of area at right angle to pier
lead line.

600 feet length of transit shed and berth.

200 feet width transit shed.

15 feet height of doors.

Picture taken at Port of Oakland Day at the

Convention.
Left to right: C. S. Sampson. President, Los
Angeles Harbor Board; Claire V. Goodwin,
President, Oakland Board of Port Commission-
ers; George La Roche, Port of Portland; Arthur
Eldridge, Manager, Port of Los Angeles, Thomas
Coakley, President, Pacific Coast Association of
Port Authorities.

Newly elected officers of the Association. Left
to right: Warren Lamport, Seattle, secretary and
treasurer; J. A. Earley, Seattle, president; C. S.
Sampson, Los Angeles, vice president; Martel
Wilson, Stockton, vice president.

Smgle deck construction.
Floor — asphaltic concrete.
600 pound load limit per square foot.
20 feet minimum vertical clearance in transit shed.
15 feet height of floor from mean tide water line.
* # «

Colonel John Kilpatrick, operating manager of Amer-
ican President Lines, dwelt especially on mechanical
equipment and containers on the piers and on the rela-
tive efficiency of stevedoring activities.

Oakland Day

Representatives of forty ports were welcomed by the
Oakland Board of Port Commissioners to an Oakland
Day celebration at the Claremont Country Club on the
first day of the Convention.

Claire V. Goodwin, president of the Oakland Board
of Port Commissioners, presided at the luncheon. At
the head table with him were Mayor Joseph E. Smith;
Thomas Coakley, president of the association; James
H. LHommedieu, president of the Oakland Chamber
of Commerce, Ingraham Read, Oakland publisher, and
Clifford D. Allen of the Oakland Board.

After lunch many of the guests took advantage of
conducted tours which visited some of the outstanding
points of interest in the bay area, including the Port of
Oakland, Oakland Army Base and the Naval Supply
Center.

M. J. Buckley

Any convention that can attract as a principal speaker
M. J. Buckley, senior vice president of American Presi-
dent Lines, must have something worthwhile. Buckley's
speech on the economic relationship between the United
States and Asia was one of the high spots of the con-
vention. His experience with shipping on the Pacific
goes back to beginning of the century and he has seen
many comings and going in the Merchant Marine. Just
returned from an extensive tour of the Orient, he pic-
tures that vast area as one of opportunity and of re-
sponsibility for American shipping.

AUGUST • 1948

Page 41

Closing his descriptive address with a discussion of
port management, Buckley added:

"We like to describe the Pacific Coast as the land
of opportunity and the gateway to the Far East. We
have the means, financial and otherwise, the equipment
and the energy to make this area probably the out-
standing factor in the full development of Asia and
our own national hopes and aspirations. We in the
West face the setting sun. We have been proud of that
distinction and its glamourous implications. There is a
sense of requiem, however, in that expression and I
hope that through delinquence, neglect or inability to
grasp opportunity as it offers, our own sun doesn't set
in the obscurity of failure. We don't need rest. We
need action."

Important panel discussions on "Promotion of water-
born commerce through the Pacific Coast area," partici-
pated in by J. E. Lowden, John E. Cushing and George
LaRoche under the chairmanship of Robert K. Hunter,
and on "National defense as related to port authorities,"
participated in by Colonel T. J. Weed, Colonel Warren
Lamport and Captain A. H. Richards, under the chair-
manship of General Robert H. Wylie, were too im-
portant to condense in this issue and we will carry them
forward into the September Pacific Marine Review.

Resolution on Labor Relations

In closing the convention the resolution enthusiasti-
astically adopted on the above subject and which is
quoted below, led the delegates to feel that their con-
vention had produced a constructive idea which might
offer benefits running far into the future. The Resolu-
tion: "WHEREAS, the most important subject that has
come before the Thirty-fifth Annual Convention of the

Top: The closing session of the convention with committee
chairmen about to report. Left to right, Arthur Abel, Ar-
thur Eldridge, George Osgood, Claire Goodwin, and presi-
dent Tom Coalcley.

Bottom, left to right around the table: Marie R. Colby, Mrs.

George W. Osgood, Lawrence Dake, Mrs. Marl R. Colby,

Oliver D. Colvin, Mrs. Lawrence Dake and George W.

Osgood.

THE TWIN LAMPORTS

Pacific Coast Association of Port Authorities is the
matter of uninterrupted shipping services; and WHERE-
AS, the peaceful relationship between employer and em-
ployee in the shipping industry is the most important
factor in assuring such uninterrupted service; now, there-
fore, be it RESOL'VED; that the Pacific Coast Associa-
tion of Port Authorities hereby petitions the respective
mayors of the port cities of the Pacific Coast to appoint
a committee in their communities composed of repre-
sentative citizens of all walks of life to lend their best
efforts to formulate a program to insure peace in the
industry; and be it further RESOL'VED; that the Presi-
dent and immediate past President of the Pacific Coast
Association of Port Authorities hereby are charged with
the duty of taking such steps as may be necessary to
effectuate the purpose of this resolution."

Retiring President Coakley and incoming President
Earley made immediate plans for the carrying out of the
resolution.

Election

James A. Earley, chairman of the Seattle Board of
Port Commissioners, was elected president for the year
1948-49, and Seattle was named the convention city
for 1949. In addition to Earley, officers were elected as
follows:

'Vice presidents, C. S. Sampson, Los Angeles, and
Martel Wilson, Stockton; secretary-treasurer, Warren
Lamport of Seattle. Directors: Robert H. Wylie, San
Francisco; W. S. Spicer, Newport Beach; E. J. Amar,
Long Beach; K. N. Chantry, Los Angeles; Claire "V.,
Goodwin, Oakland; E. E. Ferrari, Stockton; Homer 'V.
Shaver, Portland; W. F. McGregor, Astoria, Ore.; Ward
Webber, The Dalles, Ore.; Frank Pender, 'Vancouver,
Wash.; L. L. Goodrich, Longview, Wash.; W. J. Murphy,
Grays Harbor, Wash.; Wendell McCroskey, Olympia,
Wash.; George W. Osgood, Tacoma, Wash.; A. B. Terry,
Seattle, Wash.; F. G. Tegtmeier, Everett, Wash.; Hayes
Evans, Port Angeles, Wash.; F. W. Sergeant. 'Vancouver,
B. C; K. K. Reid, New Westminster, Canada, and T. C.
Brooks, "Vancouver, B. C.

Page 42

PACIFIC MARINE REVIEW

Low Temperature Hir Cunditioning
For Perishable Cargoes on Ships'

lly JIJIIN F. KdUlSTHA

FOR MANY YEARS refrigeration equipment has
been installed on board ships for various purposes
which, with respect to applications, may be classified in
three distinct groups or types of systems;

1 ) Refrigeration for the preservation of ship's stores.

2) Refrigeration in connection with air conditioning
for passenger accommodations, crew's quarters,
and work spaces.

3) Refrigeration, or low temperature air condition-
ing, for the preservation of perishable cargo.

In all three types of cold producing systems, we find
the following five groups of major equipment which
are the essential parts of any refrigeration plant;

a. The low side or evaporating side, either coils or
air handling units, where the refrigerant is ex-
panded from a liquid to a gas, thereby absorbing
heat from the substance to be cooled.

b. The compressor, either positive or non-positive,
which draws the low temperature gas from the low
side, compresses it to a higher temperature level
and discharges this high temperature gas into a
condenser.

c. The condenser, or high side, where liquefaction
takes place and the absorbed heat in the gas is dis-
sipated to the condensing medium (sea water) and
discharged overboard.

d. The liquid receiver where the liquid refrigerant
drained from the condenser is stored ready for use
again.

e. Miscellaneous accessories such as pumps, motor,
interconnecting piping, valves, fittings and controls.

It is impossible to say which is the most important
part of the refrigeration plant. Each part is dependent
on the other for the proper performance of its function.
A good compressor of ample proportions for the work
to be done is of little use if the amount of surface in the
low side or high side is not also ample and balanced with
compressor capacity. Balancing of all parts of the refrig-
eration system according to load requirement is neces-
sary, and governs the degree of success which may be
expected of the system.

Refrigeration for ship's stores no doubt is the oldest
application and corresponds in a large degree to a domes-

•Paper for Presentation at the Northern California
Section of thf Society of Navai. Architects and Marine
5 Engineers, San Francisco.

tSee page M and (55 for further refercn

AUGUST • 1948

tic or commercial refrigeration system. Its purpose is to
preserve perishable products for consumption by the
ship's personnel. Maintenance of temperature is the
main requisite for this type of application and conse-
quently only a simple plant is required. Generally two,
three or more small, well insulated compartments are
provided on each ship for storage of meats, milk, vege-
tables and other miscellaneous food products. Tempera-
tures vary from 5°F to 40°F depending on type of
product stored.

About sixteen years ago comfort air conditioning
got its "sea legs", and like every other job to which it has
turned, was easily justified for public spaces on luxury
liners and work spaces or control centers on Navy ves-
sels. The Matson white ships, and the Manhattan and
Washington of U. S. Lines, were the first passenger ves-
sels equipped with air conditioning in this country.

It is of interest to mention that the first completely
air conditioned ship in the world, the Knan Mara, was
built for the Imperial Railway Steamship Company of
Japan in 19.i5. "The SS Normandie and the SS Nieuw
Amsterda?n, which were only partially air conditioned,
followed a few years later, but no further large-scale
air conditioning installations were made until after
World Conflict II. Today a number of new passenger
vessels have been completed or are under construction
for the Mississippi Shipping Co., Grace Line, American
President Lines and Matson Navigation Co., which are
completely air conditioned, including all passenger ac-
commodations, and in some instances crew's quarters.

The title of this paper, "Low Temperature Air Con-
ditioning" instead of "Cargo Refrigeration " was selected
because in the opinion of this writer "Low Temperature
Air Conditioning" more clearly and specifically describes
the function of the cargo refrigtration plant.

Since the development of air conditioning and the
progress made in the control of temperature and humid-
ity for comfort of human beings, more thought has been
given to the "comfort conditions' of perishable prod-
ucts. In the past, temperature alone was the only con-
sideration for a cargo refrigeration installation. As a mat-
ter of fact, throughout the history of refrigeration, little
attention has been paid to the matter of humidity con-
trol. If goods spoil, it was just too bad and no one did
much about it.

Air conditioning definitely has provided us the
"know how" for making refrigeration a more exact

Page 43

science and, therefore, it is not surprising that those en-
gineers with a thorough knowledge (xf air conditioning
are best qualified to solve unusual refrigeration problems.

Prior to World War II, wall and overhead coils were
the accepted standard for most reefer applications. The
use of forced air circulation by means of coil banks and
blowers (called bunkers) was a step in the right direc-
tion, but today modern reefer ships are being equipped
with large cold diffusers, factory made and tested equip-
ment, which is available in various sizes to meet the re-
quirements of individual compartments to provide tem-
peratures ranging from — 10°F to 55°F with humidity
and air circulation to meet conditions required by the
various commodities handled.

It has been found that product cooling of the best
type is a true air conditioning problem and that all the
factors of temperature, air motion and humidity must
be carefully considered as having a marked effect on
the well-being of the perishable product. Exhaustive
study has determined that there is an inter-relation be-
tween air conditions and the deterioration of such goods.
Appreciable departure from the optimum conditions
for a comparatively short time can give serious results.

Putrefaction, fermentation and decay in general are
due to the growth of micro-organisms, either present
normally in the produce or acquired by contact with air
or adjacent products. Enzymes ( organic substances cap-
able of producing physical and chemical changes), bac-
teria, yeast, mould and protozoa all tend to cause dete-
rioration of stored goods.

Temperature. Bacterial growth and chemical decom-
position are retarded in activity by lowering the tem-
perature of a perishable product. Too low a temperature
will freeze the goods and results in complete spoilage.
Consequently, some holding temperature above the
freezing point of the article has been set as being the
best for storage conditions. In the ripening of fruits,
enzymic action is encouraged by an elevated tempera-
ture; but upon finishing the ripening period, the tem-
perature is lowered to inhibit further bacterial activity
and hold the produce in good condition.

Humidity. Under ideal conditions, a definite amount
of moisture enters the air from exposed product sur-
faces by diffusion from within the goods. Excessively
high humidity in a storage room prevents this moisture
from entering the air and causes it to collect on the prod-
uct. This surplus water affords a breeding place for or-
ganisms and in spite of low room temperatures, meats
and vegetables become slimy and mould propagates
rapidly. Low humidity will rob the product of moisture,
causing losses in value through impaired appearance and
loss in weight. Leafy vegetables wilt, fresh fruits shrivel,
and cut meat surfaces darken and often turn black. In
the case of meat which is sold by weight, excessive
shrinkage and loss in weight cannot be tolerated.

Air Circulation. Air motion is of utmost importance
in maintaining uniform conditions throughout the
storage space. Stagnant air allows the humidity to build
up and leads to mould growth, dripping ceilings and wet
floors. High air velocities over the product tend to rob
it of moisture and leads to shrinkage and drying. There-
fore, it is often necessary to effect a compromise in hu-
midity. However, it is well to keep in mind that a high

shrinkage caused by excessive air motion can be de-
creased by raising the humidity.

Air viotion in the case of package products in mois-
tureproof containers is only necessary to produce uni-
form conditions throughout the storage space. High air
motion is desired where all types of products, exposed
or otherwise, are being chilled.

Air Purity. Where the product is being held for a
relatively long period, air purity reduces spoilage by re-
tarding the transfer or propagation of bacteria and
mould spores.

The problem of refrigeration or low temperature air
conditioning for shore installations is a complex one;
but for cargo spaces on board ship, where a variety of
products must be carried in one compartment, the dilS-
culties encountered are even greater. This can easily be
visualized from the following table showing storage
conditions of perishable products. This table shows
clearly that haphazard planning for the ship's cargo re-
frigeration is dangerous. Only experienced refrigeration
engineers should be consulted and experienced operating
personnel must be employed to assure proper handling
of the various commodities.

FIGURE 1

Storage Cone

itions of Perishable

Products

Permissible

Permissible

Temperature

Percent

Range, Deg. F.

Humidity

Product

Range

Apples

30-32

85-88

Bananas

56-60

85-90

Berries

31-32

80-85

Citrus Fruits ...

32-34

85-90

Pears

29-31

85-90

Avocados

31-32

80-85

Potatoes (eating) 50-70

85-90

Mixed Vegetables 35-40

85-90

Celery

31-32

90-95

Candy

60-75

50-55

Eggs ( frozen )

(minus) -5- 0

-

Eggs (crated) .

30-31

85-87

Beer

35-40

80-85

Butter -

35-40

75-80

Fresh Meat

34-38

85-90

Frozen Meat &

Poultry

(minus) -5- 0

80-85

The above table presents only a portion of a large
number of products which are normally carried in the
cargo holds of a sea-going vessel. Complete tables listing
every item of produce, meats and miscellaneous edibles,
including also information on air motion, etc., are
available to anyone interested. It is this writter's opinion
that such tables should be supplied to the engineering
personnel on a refrigerated cargo ship. As a matter of
fact, this information is so valuable that charts of this
type should be framed behind glass and mounted near
the log desk on the reefer machinery flat.

Proper design of the reefer plant alone is not a guar-
antee for a claim-free voyage. It is of vital importance

Page 44

PACI FIC MARINE REVIEW

th.u reefer personnel be fully instructed as to conditions
required for the various products carried. Education of
reefer personnel through either the ship operators or a
union-organized educational program would indeed be
a good investment. This may be wishful thinking, but
the thought is worth while for further consideration.

As indicated in the foregoing refrigeration for perish-
able products is basically an air conditioning problem.
Duration of the permissible storage period and the
quality of the product during storage are directly re-
lated to the following:

a. Dry bulb temperature and its uniformity.

b. Relative humidity.

c. Air motion.

In selecting the storage conditions for various types
of prixlucts the following general rules apply:

a. Canned and packaged goods:

A sufficiently low and uniform temperature is the
major consideration. Relative humidity and air mo-
tion are not important as far as direct effect on the
product is concerned. It is important, however, that
good air circulation be provided to provide uniform
temperature throughout the storage space.

b. Fruits:

All fruits after harvesting continue the respiration
process, the end products of which are CO^ and water.
This release of moisture through the skin continues
in storage. Since respiration rate is a function of
temperature and moisture loss rate and a function of
the ditTerence in vapor pressure, theoretically the best
temperature and humidity would be a dry bulb just
above the freezing point and a relative humidity
of 100 per cent. For practical purposes, some compro-
mise condition must be chosen. Therefore, it is gen-
erally recommended to select a dry bulb temperature
.1 to 4 degrees above the freezing point of the fruit.
A compromise figure for humidity is necessary be-
cause 100' < relative humidity would tend to in-
crease mould formation, both on fruit and container.
Generally 10 to 15^ lower humidity is indicated as
giving best results. It is interesting to note that with
forced air circulation a higher humidity may be per-
mitted without increasing likelihood of mould growth
while still limiting the rate of moisture loss. This is
true because stagnant films of high htunidity air on
the product surfaces are wiped away.

c. Vegetables:

Recommended conditions are similar to those for
fruits. Respiration and moisture loss rates are again
of considerable importance in determining the con-
ditions. Equal consideration must be given to relative
humidity and air motion.

d. Fresh killed meat:

Only the most careful attention to temperature, rela-
tive humidity and air motion can result in keeping
fresh meat in prime condition during storage. The
temperature must be sufficiently low to limit bac-
terial growth. Relative humidity must be controlled
within very narrow limits because high humidity will
cause slime formation on the meat surfaces, and low
humidity will cause too rapid drying, discoloration,
and loss of weight.

iLl riiiL°ViM"ri-Tn "'■•"•' '"'* *''•

iIO«"tt*'cONDlT,o"«5

""•-

„.,-c.„.

« W 'M^f 1

en

«"

[>f>

BM

CRAPCS

ii

ctLtnv

)5

CAbftkCC.

ss

PAV5MIPS

14

LtTTUCE

JS

CkNNCD HAM

K"

^

PEARS

CAULIPLOwea

}S

APOLES

35

PCAS

»»

*o

CARROTS

«e

QO

CHESTNUTS

40

TO

MELONS

4B

es

rHCESE

■"0_

S

SMOKED MEAT

DaUC9

40

STQINC BEANS

ABTICHOKCS

Aa

&BOCCOLI

AO

■30

OBANCeS t CEAPCrDUIT

AO

as

LEMONS

S5

85

POTATOES

SO

a»

TOMATOES

9S

AS

CHOCOLATES

• o

^s

ONIONS

so

IS

CuCUMbCBS

so

ftS

e. Frozen commodity:

Storage of frozen £oods has been by means of fairly
well standardized conditions ranging from 0 F. to
10°F. The trend lately has been towards maintaining
lower and lower temperatures in the cargo compart-
ments with some vessels being in a position to main-
tain minus lO'^F. High relative humidities are de-
sirable,— in the neighborhood of 85' <.

f. Arrangement of goods in storage:

The arrangement or stacking of the product in cargo
spaces must be such as to permit free circulation of
the cooled air throughout the storage room. Under-
cargo gratings must be constructed and placed in such
manner to permit circulation of air under the cargo
and battens must be provided to create an envelope
of conditioned air around the entire load. Care should
be exercised that air distribution is uniform around
and through the cargo. Proper placing of dunnage
strips between the product is of vital importance to
produce uniform conditions throughout.
Assuming that storage conditions have been carefully
established, the cargo has been properly stowed and the
reefer equipment is performing satisfactorily, what vari-
able factor remains that may affect the turnout of the
vessel? The answer, of course, is: maintenance of the
proper air temperature supplied to the cargo spaces.

Most reefer engineers devote their time to keeping
equipment in operating condition, and log temperatures
without giving much thought to the proper "supply air
temperature" required to maintain storage conditions.
This is no surprise, because the term "supply air tem-
perature" is seldom used in refrigeration. In air condi-
tioning, however, supply air temperature is all impor-
tant. For shore installations we can predetermine and
maintain this temperature, but unfortunately for a
ship's cargo installation supply air temperature cannot
be maintained constant. This is all the more reason why
reefer personnel should be educated in the fundamentals
of air conditioning.

Supply air temperature must be regulated carefully.
During pull down, the differential between compart-
( Please turn to page 94 1

AUGUST

19 4 8

Page 45

The Designer Had a Reason for It

{Continued jroin July iisue)

By RDY A. HUNDLEY, Chief Engineer,
Enterprise Engine S. Foundry Company

The Cylinder Liner

The main function of the cylinder liner is to guide the
reciprocating piston. Most large engines have removable
liners in order to more adequately maintain this part
which is subject to wear. The greatest problem presented
by the cylinder liner is one of a metallurgical nature
wherein a good sound wearing cast iron must be pro-
duced, and also one of machining, wherein the liner must
be round, straight, true and of specific quality of surface
finish.

The Valves

The most important part of the breathing of an en-
gine is the valves. Many engines are limited in perform-
ance and maximum output by having valves which are
too small. Some engines have intake valves larger than
exhaust valves, because the pressure exerted to force the
air into the ports is less on the intake stroke than that
which is available to force the exhaust through the ex-
haust ports. Many engines are equipped with two valves
for each of the two functions — intake and exhaust. It
becomes necessary for the designer to strike the economi-
cal balance between the requirements of the engine in its
breathing as against the economy of manufacturing. Two
similar valves reduce the manufacturing burden. Four
valves provide for greater breathing area, yet add to the
complexity of manufacture, operation, and maintenance.
As valves become larger, in order to obtain maximum
benefit from these larger valves, the valve lift must be
greater. With greater lift and heavier valves, the prob-
lem of valve gear train loading becomes a serious con-
sideration. The general approach today is such that the
valves are as large as structurally possible to get into the
cylinder head. The decision as to two valves per function,
rather than one, rests with the speed and operation re-
quirements as against economy and manufacturing. The
valve springs, always necessary in the over-all design
problem, is one strictly of a mathematical nature where-
in adequate spring loading is obtained without causing
excessive cam loadings and elimination of the possibility
of valve springs vibrations.

The Cams

The design of cams to operate these valves is one in
which mathematics predominates. The type of engine.

• Presented before the Northern Californi;
al Architects and Marine Engineers" in i

whether large or small, generally dictates the type of cam
follower, and from this basic decision, the mathematics
of the planned path of the valves is set down. Quietness
of valve operation is essential and, therefore, requires
careful calculation to obtain uniform acceleration and
uniform motion with due consideration to the elasticity
of the several parts between the cam and the valve. The
material used for cams must be carefully selected in order
to obtain satisfactory hardness of surface and strength of
core for long life and maintenance of the accurate pro-
file determined by the designers.

The Manifolds

The intake and exhaust manifolds are generally select-
ed and so located on the engine as to provide for smooth-
ness of appearance, and yet provide adequate diameters
in order that the gas velocities will not be too high. They
are to be of sufficient smoothness in the gas passages to
reduce flow losses to a minimum. Exhaust manifolds are
generally water jacketed in order to reduce the amount
of heat rejected to the immediate vicinity of the engine.

We now come to the fourth major part of the engine,
namely that of auxiliaries which, in many instances, is
the source of the greatest amount of clever design work
to make the application of these auxiliaries adequate,
flexible and trouble-free. The designer can not lose
sight, for a moment, of the problem presented to him,
and he must also attempt to forecast possible additional
applications that, as is well known, are brought up by
the Sales Department in spite of previous stated limita-
tions.

The Fuel Injection System

The fuel injection system, although classed in this
present group, is an extremely vital part of the engine
design and in itself can be the limiting condition of
speed of operation and maximum loading available with
good clean combustion. Similar to the point brought out
in bearing design, there are several competent manu-
facturers of fuel injection equipment and it is the rule
rather than the exception that most engine manufacturers
purchase their fule injection equipment from those com-
petent manufacturers. Again, similar to the bearing pic-
ture, in order for these manufacturers to maintain leader-
ship in their field, they are continually carrying out de-
velopment and new ideas. Their technical staff is made

Page 46

PACIFIC MARINE REVIEW

available to engine builders to most adequately and ef-
fectively design the fuel injection system. One of the
major problems before the designer is the determination
of the manner of driving the cams to operate the fuel
pumps, the location of the fuel pump for convenience of
assembly and maintenance, and the location and proper
selection of line and nozzle. When these factors have
been determined, the final selection of fuel pump, cam,
injection line, nozzle, and nozzle tip can be left only to
test and an actual accumulation of operating data on the
first or pilot model engine. It is necessary that the en-
gine builder have an adequately staffed test department,
and adequate facilities to know the characteristics of the
fuel system. They must have complete knowledge of the
trends and effect of changing the pump and nozzle com-
bination to rectify any abnormal conditions that may
be revealed in the original recommendations. It is neces-
sary that a full and complete knowledge of the technique
in indicator cards be available, and that the interpreta-
tion of the data on these cards as to engine performance.
be completely understood.

Although we originally assumed that the engine had
been selected as to speed, power output and application,
the designer is forever facing the problem, upon success-
ful completion of these problems, that new applications
requiring higher output, higher speed, or more severe
duty are being proposed by the Sales Department. The
designer, therefore, knowing that these conditions will
always occur, must not limit his fuel injection system
design characteristics to the limit for the present prob-
lem. It is not particularly difficult to develop an injec-
tion system for a single speed and a single rating in a
given engine. However, if it is to be flexible over a
wide range of speed and loading, consideration at the time
of original design is demanded, whereby the designer
may have several alternates to try for the wide variety of
loadings and applications.

The Governors

Similar to the flexibility required in fuel injection
systems, the problem of suitable governors is one of a
similar nature. The speed control of the engine may be
handled directly on the fuel pumps using a governor
strictly as an overspeed device. For marine service a
simple fly ball type governor, without the ability to
maintain extremely accurate speed regulation, is general-
ly used. For Generating Plants, more accurate hydraulic
type governors are required, and for paralleling alter-
nating current generating sets, still further accuracy with
regard to the governors is required. It is therefore neces-
sary that the designer provide on the engine mounting
pads and governor drives to handle all of the above
mentioned types of governors. While discussing gov-
ernors, it is also important to realize that this device is a
protection as well as a speed control. Frequently a dupli-
cate, separately driven governor is required for protection
against overspeed should the main governor become in-
operative. When considering protective devices, it is
necessary to mastermind and realize the several causes
for overspeed and the several protective devices inherent-
ly incorporated in several applications. In a direct driven
marine application, one of the most effective overspeed

protections is the propeller. This assumes, of course, that
there is freedom for free running that will permit the
operatt)rs to rectify the trouble before any traliic difficul-
ties are encountered. It is the burden of the designer to
provide protective devices that are sufficiently reliable in
operation, in order that he may sleep nights when his
engines are operating. This calls for conservative de-
sign in the driving mechanism, positive action at the time
of overspeed, and positive shut-off in event the over-
speed device is cdled upon to operate.

Lubrication

All moving m.ichinery must be lubricated. In a diesel
engine the application of the lubricating oil system is
not to lubricate all relatively moving parts but to per-
form the additional duties of cooling. Heat must be ex-
tracted from these relatively moving parts. There is also
frequently incorporated a provision for lube oil cooling
of pistons. The major portion of the mechanical ineffi-
ciency, which is generally approximately lO'i to 15%
of the power output, manifests itself in the form of heat,
the major portion of which is extracted by the lube oil.
Experience has shown that for engines without oil cool-
ed pistons, the reasonable figure is one gallon per minute
for each 20 horsepower. For oil cooled piston equipped
engines, the approximate figure is one gallon per minute
per 12 horsepower. These are extremely general figures
and frequently the characteristics of the engine will alter
them to a certain extent. The effect of lube oil failure is
well known to all who have been connected with ma-
chinery of this sort. It behooves the designers, therefore,
to plan considerably for the type of pump used, the
adequacy of the drive, and the over-all safety factor in
capacity and rating of the pump and its drive. The final
selection of suitable lube oil pumps frequently rests with
the experimental data accumulated on the original tests
o( the pilot model. Here again the designer must not
work himself into a corner so that he has no provisions
for flexibility of modified applications that may be re-
quired.

Water System

Another important parasite on most engines, with the
possible exception of the very largest ones, is the water
pump and water cooling system. The heat rejected to the
water jacket system of any engine is relatively uniform
on a horsepower basis. This figure varies from 40 to 50
BTU's per minute per horsepower. With this knowledge
and with the established maximum temperature rise that
is desired, the flow rate for a given hor.sepower is then
available. Most engines of the class which we are dis-
cussing are designed with sufficient water flow to cause
a maximum temperature rise between the incoming and
outgoing water of between 15° and 20°. Three tenths
of a gallon per minute per horsepower is a reasonable
figure for water flow rate. One of the first problems fac-
ing the designer is whether these pumps should be driven
by the engine or by separate motor driven pumps. Fre-
quently the desires of the operator or potential customer
governs. Because many operators require engine driven
water pumps, provisions must therefore be made in the
original design of the engine to drive suitable water
pumps for the cooling system. Unfortunately the design-
er has little knowledge and little control over the piping

AUGUST • 1948

Page 47

system in the vessel or plants at which the engine may be
installed. Because centrifugal pumps are most desirable,
based on simplicity and trouble-free operation, he must
again provide for great flexibility in a potential number
of drive combinations and pumps to cover all of the pres-
ent and future contemplated applications of the engine.
It is well known that the flow rate of a centrifugal pump
is greatly affected by the total friction and head loss in
the over-all cooling system built into the vessel or plant.
Another important factor is the height of the overboard
discharge which may vary by wide amounts in many types
of vessels. Cooperation with the customer on his design
and installation is extremely vital in providing adequate
cooling facilities for the engine.

In the case of both the lube oil pump and the water
pumps, the location on the engine itself is a major de-
sign consideration in order that these pumps may be
accessible for service and maintenance for any and all
contemplated applications.

At least one more pump is necessary, and that is the
fuel oil transfer pump to provide adequate fuel to the
engine for all operating conditions. This pump is gen-
erally small, requiring in the vicinity of one gallon per
minute per thousand horsepower, but again must be so
designed and applied to the engine to maintain flexibility
for wide speed range and horsepower requirements.

Starting

We have now discussed about all of the major parts
required on the engine and we have before us now the
problem of how the engine should be started. Most small
engines are electrically started, similar to automobiles.
There is an intermediate size engine where either elec-
tric or air starting might be used, depending on the cus-
tomer's desire. Generally, all larger engines are air
started. Frequently large direct current generatmg units
can be provided with starting windings in the DC Gen-
erator which makes it possible to use the generator as a
motor for starting. Positive starting is a fundamental re-
quirement of all diesel engines. Further, positive start-
ing at very low temperatures is necessary. It behooves
the designer, therefore, to provide adequate valve size for
starting the engines, as well as adequate pipe sizes for
minimum flow restriction in getting the air to the work-
ing cylinders. Generally, the air starting valve is provid-
ed in the cylinder head and should be approximately
1 10 the diameter of the working piston. With the cylin-
der head already full of injection nozzles, intake valves,
exhaust valves and relief valves, all of which perform a
major and important part in the engine during its opera-
tion, the starting air valve is frequently forced to be
tucked in some corner and is given the least consideration
in the over-all cylinder head design. In spite of the lack
of consideration, it must be positive and as free as pos-
sible from any influences that may cause it to gum up and
stick during normal operation of the engine.

Controls

The controls for starting and operating the engine
constitute an interesting phase of engine designing.
These devices often give vent to the gadgeteering in-
stincts of many designers. The controls must be con-
veniently located, they must be easy to operate, they

Page 48

must be simple, and they must be attractive. It is noted
that most photographs of engines are so taken as to show
the controls, and efforts are made to give the impression
that great consideration has been given to the conven-
ience and attractiveness of these controls. The designer,
in developing controls to most efficiently fit them to the
engine, must not lose sight of the number 1 require-
ment, which is that they must perform their function,
and must consider all other requirements as enumerated
above, and yet so locate them that they will be of con-
venient height for contemplated applications.

We shall assume now that we have completely de-
signed an engine. A pilot model is built and tests are
made. It is well known that there is an equal amount of
design work necessary after the engine has been built as
there was in the original conception. It is not always
possible to determine from the drafting board the most
suitable manner in which parts can be manufactured.
Good potent ideas are seldom possible without having
a part to make or several parts to assemble before these
good ideas can be brought forth. The ultimate high de-
gree of perfection of design is achieved when the de-
signer, the shop production personnel, the field service-
men, the Sales Engineers, and, not the least important,
several good customei representatives, all get together and
present their many ideas as to how the many things and
parts should be most efficiently designed to achieve the
ultimate end of a satisfactory piece of equipment for
the application intended.

To summarize the several phases of engineering knowl-
edge for which the designer in his engine design de-
velopment program is called upon, it is apparent that
mathematics in its many phases was used. Practically all
of the phases of the fundamentals of machine design are
utilized in developing the diesel engine. You have
mechanisms, motion, acceleration, deceleration, velocity,
gears, cams and lubrication, to mention the most im-
portant. The designer is called upon to have good knowl-
edge of stress analysis and, because practically all of the
engine is a product of metals, a good complete knowledge
of metallurgy is necessary in order that the proper selec-
tion of materials can be achieved and the proper treat-
ment of these materials is accomplished. He is called up-
on to have a good working knowledge of foundry and
pattern problems. Further, it is necessary for him to have
at his disposal a knowledge of fluid flow of both liquids
and gases and problems akin thereto. And not the least
important, he must have a good knowledge of human
relations. He must work not only with his own men. who,
as subordinates, can presumably be well handled, but also
with Department heads and all Departments who col-
laborate on the ultimate production of the diesel engine.

It is believed important, at this stage, to point out
what are considered to be essential qualities in the de-
signer. First, he need not be an expert in all the fields
mentioned above, for it is not to his belittlement to call
in experts for consultation. His recognition of his short-
comings is to his credit rather than discredit in an efl^ort
to accomplish the best in the ultimate product. Second,
the engineering designer must not lose the commercial
aspect of the product he is designing. If the product is

' P/t',ise turn to page 100 i

PACIFIC MARINE REVIEW

'act/
lUeDLD

TRflD€

RcB. U. S. Pal. Off.

Doing Business
Under the Foreign Assistance Act

By A. M. STRONG, VicE-President,
AmHrican NatiniiRl Rank and Trust Company of Chicago

Editor's Note:

Exporting under the Ahinhcdl Plan is going to he of
such importance, in comparison with normal exporting,
that every one in the industry should be kept informed
of the details. The Department of Commerce, the World
Trade departments of Chambers of Commerce, and your
own bank will explain fully.

Mr. Strong has come up tvith some real assistance in
the following outline. We will publish further detail
from time to time.

T

HE FOREIGN Assistance Act (Marshall Plan),
signed by the President on April .i, 1948, is now in
operation. The Act is administered by the Economic
Cooperation Administration, with Mr. Paul G. Hoff-
man as Administrator. Shipments are already being
made under the Act, and purchases are being
arranged. Because we believe it is in the interest of our
customers to be acquainted with the procedure of doing
business under the program, we are pleased to outline
below its practical aspects.

Proposed Commodity Shipments

The following tabulation represents an estimate of
the needs of the participating countries between April
1, 1948 and March 31, 1949. It should, however, not be
considered a fixed program

A. M. Strong

Millions of
Dollars

COMMODITY

Bread Grains

Coarse Grains

Fats and Oils I3I.9

957.2

Millions oj
COMMODITY Dollars

Sugar 117.9

Meat 83.6

Dairy Products 1.3.3.5

Odcake and Meal.. 60.2

Dried I-ruits 6.7

Rice 34.6

Coffee 26.1

Other Foods 20.0

Tobacco 110.2

Cotton 51 1.3

Nitrogen Fertilizer 20.6

Phosphates 1-0

Agricultural Machinery 81.5

Coal 245.3

Coal Mining Machinery 49.1

AUGUST • 1948

Eggs 12.0

Timber Equipment 13.1

Electrical Equipment .... 43.3

Copper '■ 85.6

Lead 53.5

Zinc 37.4

Aluminum 14.5

Wool 24.6

Cotton Yarn 2.7

Cotton Cloth 72.6

Newsprint 23.3

Rubber 2.1

Page 49

Petroleum Products 379.7 Hides, Skins and

Timber 142.2 Leather 89.1

Finished Steel 75.5 Fish 47.1

Crude and Semi- Chemicals 166.5

Finished Steel 20.2 Machinery, N.E.S 329.4

Pig Iron 3 Vehicles, N.E.S 88.6

Trucks 48.1 Petroleum Equipment .. 67.4

Freight Cars 53.0 Miscellaneous

Steel Equipment 28.3 Commodities 239.6

Selling Under The Program

According to a joint statement by the Economic Co-
operation Administration and the Department of Com-
merce, the bulk of transactions will be conducted through
private channels. In other words, the ECA will not act
as a procurement agency; however, government agencies
will continue to buy certain bulk food products, such
as grains, rice, fats and oils, and a small quantity of
relief supplies. In all other fields, American exporters
and European importers will continue to do business in
the same way as in the past.

Solicitation of orders and sales arrangements should
be made by American manufacturers and exporters as
heretofore, through established agents and distributors
in Europe. Shipments to Europe require a license of the
Office of International Trade and such licenses must be
obtained in the same manner as they are obtained now.

In order to obtain dollars for payment, the European
importer must apply to a special ,igency in his country
for approval of his purchases. When the request is for
a product included in the schedule approved by the
Economic Cooperation Administration, he will obtain
permission to import and to pay for his goods with dol-
lars set aside for ECA purchases.

Foreign governments have been requested to curtail
the operation of their purchasing missions in this coun-
try. Nevertheless, some missions will continue to handle
purchases. Manufacturers and exporters in this country
desiring to sell to Western Europe must therefore oper-
ate through their representatives overseas and in some
cases contact our government agencies and foreign gov-
ernment purchasing missions.

Payment to American Shippers

The Economic Cooperation Administration on May
15 issued Regulation Number 1 outlining the procedure
involved in making payments for purchases under the
program. Procurement authorizations will provide the
following methods of payment:

(1) Reimbursement to a participating country for
payments made by it.

(2) Issuance of letters of commitment to banking
institutions in the United States under which
the bank will issue a commercial letter of credit

71U01?!

UlOUlD
TRflDt

to the supplier.

(3) Issuance of letters of commitment to the Amer-
ican suppliers of the goods.

Under the first method, the participating company
will provide its own dollars for purchases in the United
States and later obtain reimbursement from the Admin-
istrator. This method will be used during the transi-
tional period or for payments made by the participating
countries prior to April 3, 1948.

Under the second method, the foreign buyer re-
quests his bank to establish a letter of credit in favor of
the American supplier. The foreign bank will desig-
nate an American bank and the Administrator will for-
ward to this bank a letter of commitment undertaking to
reimburse the bank for payments made to American
shippers. The American bank will establish a letter of
credit which will require the usual shipping documents
and in addition a certificate from the shipper reading
as follows:

Beneficiary's Certificate

Description of Contracts:

Name of Parties

Date

Commodities or services

covered:

( Brief description;

Seller's Contract No. (if any) .--

The undersigned, in negotiating or presenting for payment

(acceptance) draft No

dated in the amount

of % drawn by the undersigned

under Letter of Credit of

Bank, No hereby certifies to and

agrees with the Administrator for Economic Cooperation under
the Foreign Assistance Act of 1948 as follows:

1. The undersigned has been informed that payment of said
draft has been or is to be made by said Bank in reliance upon
a Letter of Commitment issued by the Administrator, in accord-
ance with the said Act, and that reimbursement of the amount
of said draft to said Bank will be made by assignment of funds
of the Administrator made available to the party for whose
account said Letter of Credit was issued.

2. The undersigned is entitled to payment in the face amount
of the aforesaid draft under the contract specified on the face
thereof and hereof, and the undersigned will promptly make
appropriate reimbursement to the Administrator in the event
of the non-performance by the undersigned in whole or in
part under said contract.

3. The undersigned is the manufacturer or producer of, or a
regular dealer in or exporter of, the commodity or service
covered by said contract under any agreement for a commission,
percentage or contingent fee except to the extent, if any, of the
payment of a commission, fee, or discount, to a bonafide
established commercial or selling agency employed by the
undersigned for the purpose of securing business, whose identity
has been disclosed to the purchaser and whose terms of employ-
ment will, upon demand, be disclosed to the Administrator for
Economic Cooperation.

4. The undersigned has not given or received, and will not
give or receive by way of side payments, "kickbacks, " or other-
wise, any benefit in connection with such contract, except in
accordance with the terms thereof.

5. The contract price under said contract does not exceed the
established or market price, whichever is lower, for the com-
modities current at the time the contract became binding or
in the event of an "escalator clause," then at the time of de-
livery, and does not exceed the prices paid to the undersigned
for similar amounts of like commodities by other customers,
and the undersigned has allowed all discounts for quantity pur-
chases and prompt payment customarily allowed the other cus-
tomers of the undersigned similarly situationed.

6. Payment under said contract is not based on cost-plus-a-

Page 50

PACIFIC MARINE REVIEW

percentage-of-cost.
Executed at ....

(this day of..

(City)

(State)
... 19

(Vendor or Supplier)
Tiic American shipper will also be required to furnish
a similar certificate for a payment without a letter of
credit. It should be noted that the Administrator re-
serves the rigtu to modify or revoke the procurement
authorization. However, the revocation will in no event
affect any obligation incurred by a bank under an irre-
vocable letter of credit issued prior to receipt of such
notice.

Under the third method, the letter of commitment will
be issued to the American shipper and the Administra-
tor will agree to pay the shipper for goods delivered to
a participating country. A letter of commitment to a
supplier will be issued only in connection with a specific
contract and will be sent to the supplier directly by the
Administrator or by the foreign buyer through normal
trade and banking channels. Monies due under a letter
of commitment to a supplier are assignable to banking
institutions. The letter of commitment to suppliers will
be issued in two forms; for single payments and multiple
payments.

Form of Single-Payment Letter of
Commitment by the Administrator

Non-Negotiable

Letter No -

(City) (State or Country)

Procurement Authorization No

194

(Month) (Day)

u. s. $

Letter of Commitment, Single-Payment
Transaction
The Administrator for Economic Cooperation, acting for

the United States of America, hereby agrees to pay ,

not more than the sum of in United States

dollars, as per attached copy of contract between and

j , dated 1948, referring

jto , and upon presentation of this Letter to

jhim at... , and the submission of the following

documents:

Certified invoice; Inspection report; Full set of order bills

:ol lading

Requested by: Issued by:

(Signature)
i| Authorized Agent of the

Government of

(Title)
The right to receive monies due or to become due hereunder
miiy be assigned only on the reverse side hereof and only to
a banking institution organized under the laws of the United
States, any State, territory or possession thereof, or the Dis-
triT of Columbia.

No payment will be made hereunder if attachments arc
mi'sing or fail to correspond hereto.

The beneficiary's statement on the reverse side is
similar to the beneficiary's certificate under a letter of
credit.

To Sum It Up

To do business under the Marshall Plan, exporters

should continue to use their present distributors and

1 agents; however, for certain commodities such as grains

land other foodstuffs, or drugs purchased for relief pur-

IaUGUST • 1948

poses it will be necessary to deal with U. S. Government
agencies. Certain purchases will be made by foreign
government purchasing inissions.

Brazil Seen as Coming World Leader
in Natural Silk

Brazil's silk industry is being revived and mechanized
and within the next few years will be able to compete
on the world market not only against Japanese silk but
against artificial fibers, according to a report from Sao
Paulo to the Brazilian Government Trade Bureau, New
York.

A Brazilian branch of the Mc-chanical Raw Silk Cor-
poration, formed in Switzerland with Italian capital,
has already begun loaning out machinery to Brazilian
silk growers. Saving in labor as a result of the machines
is estimated at more than 90 per cent.

Three Main Machines

The machines, as described, are a "leafer", which
strips leaves from mulberry trees for worm fodder; a
"feeder," which sorts the silk-worm trays, distributes
leaf fodder on schedule and removes refuse; and a
"threader" which unwinds silk cocoons.

The machines operate with low-power electric motors
and will be rented out at low cost, according to the
president of the company, Antonio Pacetti, who has
been in Brazil for the past year.

Experts of the company have estimated that with
some 2,000 machines, Brazil could produce around
140 million kilos of silk cocoons a year, compared with
Japan's present output of about 80 million kilos.

Brazil Seen as First

Brazil would become the first country in the world
with a wholly mechanized silk industry if these plans
are carried out, it was said. Mechanization has made
little headway in Japan, although the theoretical ad-
vantages of machines have been known to silk growers
all over the world for many years.

Brazil's silk industry, on a manual labor basis, was
greatly revived during the war when the Western World
was cut off from Japan. It collapsed again after the war,
however, when large quantities of Japanese silk were
made available through U. S. authorities.

Would Cut Costs

Silk production costs, reckoned now at around 50
cents (U.S.) a kilo, would be cut to around 15 cents a
kilo by the new machinery, it was estimated. Costs at
that level would place silk on the market at prices
comparable to those charged now for nylon.

Brazil has long been considered by experts as pos-
sessing the best natural conditions in the world for
silk growing. The quality of Brazilian silk is admit-
tedly as good or better than any competitor. Brazilian
mulberries, moreover, grow at a much faster rate than
in Italy or Japan, with the appetite of the silk worm
keeping pace. Less time is needed to produce the same
amount of cocoons.

Page 51

Carl McDowell

Carl McDowell Appointed by Stanford

When Eliot G. Mears %'.is its professor of foreign
trade and Pacific Ocean shipping, Stanford University
achieved a place of leadership in these subjects in the
academic world. When Dr. Mears died a year or so ago
Stanford felt his loss keenly and has been on the lookout
for an able successor.

So it will be good news to Pacific Coast world trade
interests and to Stanford people that Carl E. McDowell
has been appointed to succeed Dr. Mears.

McDowell graduated from Stanford University and
the Stanford Graduate School of Business. While still
in school he worked his way around the world twice
on Dollar Line vessels and also assisted in a special study
by the Department of Commerce on trade between the

Pacific Coast and South America.

Directly after leaving the University he joined Mc-
Cormick Steamship Company's Traffic Department and
for two years made special studies of the trade routes
of the company, traveling on their ships and visiting all
the territories which they served. As assistant to Mc-
Cormick's executive vice president, Charles L. Wheeler,
to which post he was appointed in 1935, McDowell
handled affairs of both the Steamship and Lumber Divi-
sions.

In the Navy during the War, McDowell served in
the Port Director Service in rhe Pacific area. Port
Hueneme, and Washington, D. C, and also assisted the
War Shipping Administration in establishing its division
of cargo requirements. He was in civil service during
the last several months of the War, serving as deputy to
the assistant to Admiral Land, administrator of the
WSA.

McDowell returned to his position as assistant to
Wheeler in 1946 and since that time has also been lec-
turing at the Graduate School of Business at Stanford.
He has been active in maritime industry affairs and is
at present serving as assistant secretary-treasurer of the
Propeller Club.

S. F. Junior li/orld Trade Election

Election of new officers and members of the Board
of Directors of the Junior World Trade Association of
the San Francisco Chamber of Commerce is announced
by Herbert G. Porter, outgoing president.

Officers elected are: President, George W. Schmitz,
Wells Fargo Bank and Union Trust Co.; vice president,
Jack M. Weese, Punch Edye & Company; secretary,
Bruce A. McClelland, Frazar and Hansen, Ltd.; treas-

New Board of Directors of Junior
World Trade Association.

lUd4{lD
TRflDf

urer, John J. Buckley, American President Lines.

Board members in addition to the officers are: Edward
A. Myers, Jr., Otis, McAllister & Company; Reno J.
Franceschi, Getz Brothers and Company; Charles M.
Freeman, Tidewater Associated Oil Company; Francis
Novitzky, American President Lines; and Joseph A.
Wagstaff, S & W Fine Foods.

New officers and board members will serve for the
1948-49 term.

Page 52

PACi FIG MARINE REVIEW

Philippic; Trade Mission

Hy AI.VIN L KII'.lllllll.Z, MaiiiujHr,
Wniid Trndn IlfiiiartniiMit .'laii IraiiiascD Chamber uf CnmmGrce

Having in mind that the purpose in going to Manila
w.is the accomplishment of better understanding, it is
certain that the trip was a success. There were twenty-two
members of the delegation and all were well satisfied
with it.

Alvin C. Eichholz, Mana
Cisco Chamber of Com
Chamber of Commerce
lose cooperation befw

jer. World Trade Department, San Fr,
lerce and Pedro J. Ocampo, Secreta
jf the Philippines, discussing plans foi
en the two chambers of commerce

future Philippine-American business.

In a trade-surveying trip made under the auspices of
the San Francisco Chamber of Commerce to the Philip-
pines, headed by Chamber President W. P. Fuller Brawn-
er, results were attained that proved the great value of
closer contacts between American business firms and
similar firms in the Islands. In the Philippines there is
the added importance ui cooperation with government
officials and political leaders. Business in the Philippine
Republic is in a formative stage but its leaders are so
enthusiastic about their work and the prospects for their
country that it is hard to keep up with them. In many
ways it is necessary to explain the business processes in
America in order to justify what seems to them to be
unnecessary delay in providing the help they obviously
need.

There were many accomplishments as a result of the
conferences in Manila, almost any one of which would
have justified the trip.

Preliminary arrangements were concluded between San
Franci.sco and Philippine Chambers of Commerce for
servicing each other's members through the World Trade
departments. San Francisco has been established in the
minds of Philippine leaders as the central point of con-
tact for business dealings in the United States, and per-
manent working committees were set up to exchange re-
ports, discussions of current problems, and for carrying
'out a program of wider publicity for Philippine accom-
tolishments and developments. Important friendships
^ere made on both sides and a great feeling of mutual
lonfidence and understanding; and a wider knowledge of
esources of the Philippines was brought about.

Top: The Pacific Coast-Honolulu Delegation welcomed on arrival
at Manila Airport. Left to right: General Robert H. Wylle. Port
Manager (San Francisco), Board of State Harbor Commissioners
Alvin C. Eichholz, Manager, World Trade Department, San Fran
Cisco Chamber of Commerce: John P. Studebaker, Vice President
Washington Machinery and Storage Co., Seattle; Gil Puyat
President, Philippine Chamber of Commerce. Manila; Herbert A
Sawin, Sales Engineer. Yuba Manufacturing Company, San Fran
Cisco; Katherine Brawner, daughter of W. P. Fuller Brawner
Arthur D. Levis. Connell Brothers, Ltd.. San Francisco; W. P
Fuller Brawner. President, San Francisco Chamber of Commerce
and Vice President and Treasurer, W. P. Fuller & Co., San Fi
Cisco; Norman Jermal, Norman Jermal, Inc., Honolulu; Ronald E,
Kaehler, President. San Francisco Stock Exchange; M. de la

Fuente, Mayor of Manila.
Bottom: Delegation from San Francisco being welcomed at Hono-
lulu by native group. Left to right: W. P. Fuller Brawner, Arthur
D. Levis, John P. Studebaker, Katherine Brawner, General Robert
H. Wylie, Ronald E. Kaehler. H. A. McConnell, Humphreys &
McConnell; Alvin C. Eichholz. Herbert A. Sawin.

AUGUST • 1948

Page 53

Marine Insurance

The London Letter

By Dur United Kingdom CnrrEspondent

Marine Insurance Observations

SIR ERNEST H. MURRANT

TO THE LENGTHY LIST of authorities who have
given their views on the working of the marine in-
surance market has to be added the name of Sir Ernest
H. Murrant, chairman of the World Auxiliary Insurance
Corporation, Limited, London. Sir Ernest is, perhaps, bet-
ter known as the head of the Furness Lines. After point-
ing out that, apart from the number of total losses which
occurred during 1947, the year was also memorable for
the general increase in other types of casualty, he states
that this fact has been brought out in some interesting
statistics published in the early part of the year, one

MARINE
INSURANCE

*

Cargo, Hulls, Motor Transit,

Parcel Post, Registered Mail

and other

Inland Marine Lines

*

ATHE HOMEi^

NEW YORK

SAN FRANCISCO LOS ANGELES

EXbrook 2-5600 Michigan 3661

565 Clay St. 639 S. Spring St.

MARINE MANAGERS
Clayton E. Roberts Alberto Martinez, Jr.

contributing factor to this increase being the large num-
ber of shaft and propeller failures. Many of these casual-
ties, he says, will give rise to heavy claims for salvage,
which service, in common with others, "is more ex-
pensive today than it was prewar. Most of the shaft fail-
ures occurred on vessels which were constructed over-
seas. The cause of the failure is being closely investigat-
ed by experts, and it is hoped that before long a correc-
tive will be found and applied to the type of vessel
principally concerned."

Sir Ernest Murrant's further observations on the
working of the marine insurance market follow: —

"At the close of hostilities underwriters considerably
reduced premiums on hulls, but unfortunately hopes
of any substantial decrease in the cost of repairs have
not materialised. On the contrary, repair costs continue
to reflect approximately the same relative increase over
prewar costs as apply to new shipbuilding.

"My remarks have mostly had reference to hull in-
surance^the cargo side of our business has been so
much discussed that there is little to add. The prevailing
evil of theft and pilferage remains the headache of cargo
underwriters. Great efforts are being made in certain
quarters to effect an improvement, but reports coming
in from many parts of the world leave little doubt that
thieves and organised gangs are still reaping a rich
harvest as a result of world-wide shortages and high
prices."

SIR EDWARD MOUNTAIN

Sir Edward Mountain, chairman of the Eagle Star
Insurance Company, Ltd., London (the Company had
resources at the end of 1947 totalling £41,000,000, and
received premiums in all departments during 1947
amounting to £11,000,000), writes on the marine^ in-
surance position as follows: —

"Hulls. — The Joint Hull Understanding has been
maintained with little variation, but it is still too early
to judge whether the rating formulae, in operation since
the end of the war, are adequate having regard to the
continued rise in the costs of labour and materials and
the congestion which still prevails in ship-repairing
yards all over the world.

"Cargo. — The Combined Marine Surcharge Agree-
ment and similar scales abroad have been continued,
with periodical variations, to meet ever changing cir-
cumstances, and it is essential for the protection of ma-
rine underwriters that these surcharges should be main-
tained until the conditions under which world trade
is conducted have been generally stabilised. There is
little, if any. abatement in the number and volume of

'age

54

PACIFIC MARINE REVIEW

losses by theft and pilferage, particularly in relation to
hi^ii class goods. "

H. M. BOOT

From Holland comes news of hull business and simi-
lar matters. The informant is Mr. H. M. Boot, who re-
cently delivered his presidential address to the Associa-
tion of Marine Underwriters in Holland. Concerning
hull business, Mr. Boot said that there was no indication
of any decrease in the extremely high cost of repairs, and
, that, while the present record was not unsatisfactory,
one day adverse results would have to be faced. After
saying that in his opinion rates often quite unneces-
: i sarily reduced to bottom level were neither in the interest
,of the underwriter nor those of the shipowner, he went
I'on to suggest that future increases of rates might come
1 1 at an inopportune moment, since fleets were increasing
■ on a large scale, and this might affect freights unfavour-
ably, so that mcreased insurance costs might have to be
paid out of decreased freight receipts.

Turning to the future, Mr. Boot referred to the theft
1 and pilferage problem, and expressed disappointment
that, after many months of negotiation, the Dutch au-
thorities had decided that the problem was of no im-
portance to them. He added: — 'Fortunately, we have
been able to co-ordinate shipping and transport circles,
and an extensive programme of counter measures is
■ now being worked out which we trust will erase the
bad impression the Government's non-activity may
I' have made abroad."

International Conference on Safety of Life
i at Sea

\ After a session lasting seven weeks, the International
! Conference on Safety of Life at Sea, held in London,
[has come to an end. At the final meeting it was decided
j that the new Convention should remain open for sign-
[ing for another month, as the Soviet and Jugoslavian
I representatives wished to consult their Governments
[before signing.

Alfred Barnes ( Minister of Transport ) said that the
conclusions of the Conference represented a major ad-
vance in the campaign for greater safety of life at sea.
The Conference, he added, could never have been
brought to a successful conclusion, and would never
have reached a Convention which was really worth
while, had there not been a determination on the part
of all to pool their knowledge, their ideas and their
experience, and to co-operate each with every other
country to work out a common code acceptable to all.

Sir John Anderson (president of the Conference)
said that the Conference had made an important ad-
vance by the introduction of new regulations for mini-
mising the danger of outbreak of fire.

Except in the chapter on Safety of Navigation, the
I Convention will apply, like that of 1929, to ships on
il international voyages — that is, voyages between a port in
a Convention country and a port outside that country.
It will come into operation on January 1, 1951, provided
the necessary number of acceptances have been received
by that date — namely, acceptances by fifteen countries.

including not less than seven each with not less than
one million gross tons of shipping.

Life Saving Jacket

A new type of life-saving jacket, which was invented
during the war by a Norwegian, Finn Tvcten, has just
been demonstrated in London. It is the Sea-Dog Life-
saving Jacket and weighs just over 1 lb. It was demon-
strated by Sea-Dog Life-Saving Appliances, Limited, of
West Hartlepool, England. Sweden is one of the coun-
tries to which the jacket is being exported. Those who
witnessed the demonstration included .some of the dele-
gates of the International Conference on Safety of Life
at Sea. The inventor claims that the life jacket is fifteen
times lighter than cork.

Book Reviews

FIRE PROTECTION STANDARDS FOR MOTOR
CRAFT, adopted by National Fire Protection Associa-
tion, Boston.

All owners of motor craft, both pleasure and com-
mercial, will find this booklet invaluable. The detailed
recommendations contained in the Standards are de-
signed to provide motor craft owners with the knowledge
to prevent any possibility of fire in their craft. Com-
plete directions on proper equipment and care of the
boat is included, and various types of fire extinguishers
are described.

EVERYMAN'S HISTORY OF THE SEA WAR,
"VOLUME I, by Commander A. C. Hardy, published by
Nicholson and Watson, London, England. Price, 18
shillings; .^50 pages.

A dramatic story of great sea events from September
19.^9 to December 1941, this volume covers the period
from the sinking of the Athenia to the loss of the Prince
of Wales. The volume has many illustrations and is
written in non-technical language. It is instructive as
well as entertaining.

The author has had wide experience on the Naval
Staff, and as a member of the Royal Corps of Naval
Constructors. He has written numerous books on all
kinds of shipping subjects, both naval and merchant
marine, and has an intimate knowledge of the ships and
shipping of Continental Europe, extending back over
many years.

"Volumes II and III of this book will be issued later.

I

AUGUST • 194

Page 55

OThm€RCIIll
CRflfT

The Pan Pacific

One of the latest vessels to join the Pacific Coast
fleet of modern brine-refrigerated seiners is the Pan
Pacific, completed in April by the Pacific Boatbuilding
Company, Tacoma, Wash. Principal owner is Pan Pa-
cific Fisheries, Inc., Terminal Island, Calif. The vessel
departed Puget Sound for the south April 11, under
the command of Andy Kuljis, skipper and part owner.

The Pan Pacific has a heavily built, sawn frame, wood
hull, measuring 103 feet overall, with beam of M feed
and draft of 13 feet. She is driven at approximately 121
knots by an 8-cyl., 800-hp Enterprise diesel main engine.f
Two 60-kw General Motors DC generators, driven byl
6-cyl., CM diesel auxiliaries, provide power for threel
5"x5" Kohlenberger ice machines, as part of a com-]
plete brine refrigerating system.

Deck machinery includes a Northern winch, driven
by a 40-hp DC electric motor, powered in turn by al
third GM diesel auxiliary. All pumps are also electrically!
driven. The Pan Pacific is equipped with Barbour's Goldl
Medal tuna netting furnished by Pacific Marine Supplyl
Co.

Both navigating equipment and facilities for comforcl
aboard the Pan Pacific are unusually complete. Sperryl
gyro equipment provides full automatic steering. Radio|
equipment includes a 450 watt Intervox radiotelephone.
Model 7R Intervox direction finder, and an Intervox
intercommunication system. Crew's quarters and engine
room boast forced ventilation. Galley has a walk-in
refrigerator, attractive tile drain board, seating provisions
at table for a crew of twelve, and an Intervox galley
receiver.

Page 56

PACIFIC MARINE REVIEW

0»t t^ TVcuf^

New ConstruLliG II — 11 ecu uditioning — Repairs

^ Big Spuds

The San Francisco Yard of Bethlehem Sfeel Company, Shipbuild-
ing Division, has just completed frtbrication of two dredge spuds
(shown in the picture opposite) for the San Francisco Bridge
Company's hydraulic suction dredge S. G. hHindes which are
among the largest ever built on the Pacific Coast.
Each of the two spuds, which hold the dredge in position while
it is digging, was made from three cylinders of 1%" silicon struc-
tural steel plate, one 28' long and two 22' long. These were
formed In halves on the yard's 500-ion hydraulic press and
welded together by automatic welding machine. After the cast
steel spud point had been welded on, the welds were then
X-rayed and each complete spud stress-relieved.
Such a large fabrication job presented several problems which
were successfully overcome by Bethlehem engineers. These In-
cluded the forming of high strength steel of such thickness, and
the maintaining of a tolerance of plus or minus V,s" on the
diameter along the full length of the spud so as to insure a close
fit in the spud keeper.

Bethlehem Completes Long Dredge Boom

The construction and rigging of one of the longest dredge booms in the country was recently completed at the
San Francisco Yard of Bethlehem Steel Company, Shipbuilding Division. The boom has an overall length of 242
feet and completely rigged, weighs more than forty tons. It was recently installed on the Olympian Dredge Com-
pany's bucket type dredge Neptune, which will soon resume Its job of building levees on the Sacramento River.
The boom Itself was cut from Douglas Fir and is 24" square. It was put together in four pieces, with three scarphs,
each 26 feet long. It is braced by four wooden spreaders, two in the middle 44 feet long, and two on the end
28 feet long. Almost a mile of wire rope, varying in diameter from Vj" to I '/j" was used from the topping lift,
bucket, bracing lines, twister ropes and safety line.

In the picture at the left, the new boom has just been raised from horizontal position on pontoons In foreground
while wire rope rigging is being installed.
At the right, workmen make final inspection of rigging on the dredge Neptune's new boom.

AUGUST • 194

Page 57

A Navy 1ST

—From War to Peace

IN WHAT REPRESENTS the first job of its type to
to be performed on the Pacific Coast, the Alameda
Yard of Bethlehem Steel Company. Shipbuilding Divi-
sion, has just converted a Navy LST into a freighter for
E. G. Pontes and Company of Rio De Janiero, Brazil.
The Rio Douro. the vessel's new name, has an overall
length of 328', a beam of 50', and a light displacement
of 1,412 tons. She is equipped with two 900 HP General
Motors diesel engines and three 100 kw General Motors
auxiliary generators. Nicholas Gravem & Sons of San
Francisco, agents for the new owner, state that the pur-
pose of the vessel will be to carry general cargo from Rio
north to Trinidad and south to the River Plate range,
Buenos Aires.

When the Rio Douro came into Bethlehem's Alameda
Yard, she was first drydocked, her hull was cleaned and
painted and both tailshafts were drawn for examination.
Her stern tubes were cleaned and the shafts replaced.
Her bow ramp door was closed by welding a 12" butt
strap over all seams and the door reinforced by strong-
back and breasthooks. The ramp under the forward
hatch was removed and the hatch closed by welding
insert plates flush to the deck.

One transverse collision bulkhead was installed at
Frame 8 with necessary stiffeners so as to conform with
Classification Society requirements, thus making the
new fore peak tank complete with new installed suction
line and new access hatch on main deck.

Two new hatches 32'xl8' were installed on the main
deck with a 24" high combing, and a 2' wide shear

strake doubler was installed port and starboard from
Frame 12 to Frame 36 to compensate for the new hatch
openings. A full transverse bulkhead was installed at
Frame 19, separating No. 1 hold from No. 2 and 3
holds.

Two 24" diameter masts, fabricated at the San Fran-
cisco Yard of Bethlehem Steel Company, were installed.
These were stepped to the third deck and were complete
with top masts and yard arms to take boom topping lift
blocks. Winch resistor houses were built around the masts
on the main deck. In addition, four 5-ton booms were
stepped on the resistor house at foremast and two 5-ton
booms on the resistor house at main mast. These were
fitted with all required rigging.

Other work performed by the yard in this unusual
conversion included overhauling all machinery in main
and auxiliary engine rooms, installation of cargo winches
on the main deck, and a new anchor, anchor chain, wind-
lass, chain pipe and chain locker.

When the Rio Douro left the Alameda Yard, follow-
ing completion of her conversion, she bore little resem-
blance to the dull, gray vessel that landed American
fighting men on distant Pacific shores.

Nicholas Gravem, agent for the vessel, who also fol-
lowed closely her transition from a fighting ship, started
business in 1941, with his two sons, Nicholas Gravem,
Jr., who went into the Merchant Marine when war
started and obtained his masters papers, and Otis Gravem,
who entered the Navy from Columbia University with
rank of Ensign and he saw sea duty during the war.

View of deck of RIO DOURO showing

new hatches, masfs and cargo handling

gear.

Page 58

PACIFIC MARINE REVIEW

Left, top and bottom: One o( the RIO DOUROS m..sts is shown during stepping operati.
Top right: Closeup showing how the vessel's bow ramp door was closed by welding a 12" butt stra
Bottom right: Stern view of the RIO DOURO on drydoclc.

. U G U ST • I 94i

Page 59

I

Largest Drydocking at Todd Brooklyn

The NIEUW AMSTERDAM puts Into the Todd Brooklyn ship-
yard, aided by seven tugs, for 48-hour stay.

To speed up the drying of
the vast bottom of the
NIEUW AMSTERDAM, a
Todd-developed Thag ma-
chine (shown below
brought Into use.

Another view of the b

ottom

of the NIEUW

AMSTER-

DAM shown at

the

Todd

Brooklyn Graving

Doc

(be-

low). Shown are

the

nake-

like tentacles of

the

200-

foot hose.

' ""^9

I

■

- ^^^

'3

1

■

i^ffiOM^ill^^H

r

1

The largest vessel that can be handled in a privately-
owned drydock in New York, the 36,667 gross ton flag-
ship Nie/ar Am.\terdam. was recently put into the Todd
Brooklyn shipyard for a 48-hour drydocking, bottom
painting, and miscellaneous voyage repairs.

She was accommodated at Todd's No. 1 Graving
Dock. 758 feet overall, she is the third largest ship in
service coming to the United States.

The berthing of the big Netherlands' ship was aided
by seven tugs, and was tied up in the graving dock an
hour later. The pumping-out of the 16 million gallons of
water in the dock took two hours. Even while the grav-
ing dock was emptying, workers on floats were pushing
their way around the dock, wirebrushing the exposed
area below the deep waterline.

To assist nature in drying the vast bottom, Todd's
engineering department employed a unique hot air

blowing unit, called THAG, which they developed re-
cently for hull-drying and other procedures calling for
a steady application of high-temperature heat. The unit
was set up near the stern of the drydock and two hun-
dred feet of the snake-like 20" tubing was spread along
the drydock bed with four 50-foot outlets. By constant
application of 250° heated air, the drying of about one-
fourth of the hull was speeded.

The painting included a coat of primer brushed on,
followed by a coat of anti-corrosive sprayed on from
keel to deep load line. A special coat of Super-Tropical,
anti-barnacle paint was then brushed on from keel to
light load line, and red boot-topping applied to the re-
maining section between the light and deep load lines.

About 850 gallons of paint were applied in a shift in
26 hours working time by as many as fifty painters.

Page 60

PACIFIC MARINE REVIEW

Washington in Brooklyn

, U. S. Lines' 22,846 gross-ton passenger ship WASHINGTON,
jnerica's second largest (at right), noses into Todd's Broolclyn
-rd tor her first drydoclcing since her return to passenger service
riy this year. After bottom painting and miscellaneous repairs,
■3 left Todd's shipyard for Europe on her New York to Channel
I rts run, carrying over 1,000 passengers. The 15-year-old liner is
i7 feet long, 86 feet wide, and 47 feet in depth. She saw war-
iie service as the troopship, MOUNT VERNON.

JGUST • 1948

Big Lift

Left: A gantry crane easily lifts the 9'/2 ton aluminum smokestack onto
the U. S. Corps of Engineers' dredge COMBER at the adjacent graving
dock in Todd's Brooklyn Shipyard. The 39-foot funnel, the first aluminum
stack constructed at Todd's fabricating shops replaces a 20-foot black
iron stack but weighs the same despite its being nearly twice as high.
The rivets are aluminum, too.

^mi^aBm\\ \~^

m

f|ht: A worker crouches inside the double-chute of the
aminum ship funnel made by Todd's Brooklyn shipyard,
tgive an idea of its size. The stack scales only 9I/2 tons,
ajut the same as the unit it replaced which was, however,
oblack iron and half as long. It is 39 feet long, 21 feet
Ve and aft, and 13 feet in breadth, and was installed on
♦' U. S. Corps of Engineers' dredge COMBER.

^BH8r^^^

Page 61

Uot4/L fhirvtum GnUin/iuL

by "The Chief"

"The Chief's" department welcomes questions — Just write "The Chief," Pacific Marine Review.

CHALK TALKS" M APPLIED MATHEMATICS

•*»"

inchr% pir intM ptr of.

i/a/i»s of voofD iime.

■Ah i+*ck .OOOjOOi,C Trxiii I

iikr ploh -000,007,2. Valu^l

>ol S*rt( .p(X>,0Okf will 6e. '

4st iron ,000; Cos,-) ^/,y)fr^

ist 5t!Kl xQQo, ootyfe . <i~ '"

■^^fxif. *OQQ,00%1 . «

rOi:> ■ .000, Ol(^ i<*(»T«fc«»i

lymioi/m .000, OiZj'S ^"^'"*

''ck/«. •ooo/0a5;fc

-^•<'- •000,000,15

^"ftfe/. ^f. = . 009,004,1,

^=/^5 or iHiT per m,l

■ T .Modvif s of e'a s if-'c/t -j .
'\\ " Poonji fx-f sq. in per in . pp- ,
30/t 5t«f(. 21^(00,000 .

J"'- 1 5tw( 2j_, OTO„v,o.

'■^''S-twl Z<>, (0 0,000.

2-%000 /fcs. (XV ^, in, po- rtij/^ pe, ,

Blackboard figures I to 4 mentioned in the text.

riieniial Expansion and Bolts

OUR LAST ARTICLE showed that because of friction,
the mechanical advantage of the screw was limited
and most of the lift or load or squeeze action of a bolt was
due to the leverage of the wrench and length of its
handle. Furthermore, as bolts were made larger with
larger threads the compression from the screw action

became less rather than more. Larger bolts should give
more compression, but instead, gave less per unit area.
Therefore the handles of wrenches for large bolts must
be very long. If a 12 inch wrench handle is right for a
V2 in. bolt and 24 inch for a I in. bolt, then we need
6 feet of wrench for a t in. bolt, by proportion of bolt

Page 62

PACIFIC MARINE REVIEW

diameter. But the area of the biilt increases by the
square of the diameter. A .t in. bolt is .tx.t or 9 times
as strong as a 1 in. bolt. 9 times 2 is 18 feet of wrench
handle, which is impractical. Another way of obtaining
the load or compression must be used besides the
leverage of the length of wrench.

Great force can be applied by usuig a short heavy
wrench and slugging it with a sledge haminer, for
large bolts and studs, over 2 in. in diameter. The
wrench must be a close fit to the nut, preferably a
socket wrench. Otherwise the nut will be damaged.
A heavy lubricant should be applied to the threads. And
above all, a great deal of practical mechanical judge-
ment must be used to avoid damage.

Pipe flanges seldom use bolts in excess of "g to 1 ' -,
inch bolts. Even exhaust trunks or gear housings, large
as they may be, limit size of bolt to under IV4 in. If
strengrh is needed, more bolts are used, reducing the
pitch or center to center distance.

The thickness of the flanges being bolted also limits
the size of bolts. Bolt diameter will seldom be greater
than the flange thickness. Frequently large bolts are
used where the strength in tension of the bolt is not
needed, but rather its strength in shear. For instance,
the propeller shaft couplings use very large bolts, but
to resist the torque of the shaft acting like dowels or
keys. When bolts are used for shear they are carefully
machined and the bolt hole is carefully drilled and
reamed to give a "body bound" fit. It is necessary to
drive the bolt in, as the fit is made without clearance.
The bolt holes must be reamed to size after the flanges
are aligned and tight together. Dowel holes are also
drilled and if necessary reamed after the flanges are
aligned and set.

Shaft coupling bolts must, of course, be large enough
to resist the tension when the engines go astern and
the propeller is pulling on the thrust block. This means
that the threads and nuts must be large. But it still is
unnecessary to develop this tension in the bolt when
tightening the nuts with a wrench.

Therefore, it is important to divide the stress in two
parts, that to squeeze the joint to make it tight against
leaks if pressure is involved and that to resist a pulling
apart force due to pressure or other mechanical action,
such as bending moment or other pull. The stress for
squeeze or tightness is called "pre-load" and once set up
is always on bolt. The other is called shock or working
load. The pre-load must be less than the maximum
allowable stress by the amount of the expected working
load.

When bolting onto gaskets there is some yield to the
gasket so that an initial preload may reduce with time
as the gasket yields with age.

When bolting large steam joints such as turbine cases,
no gasket is used. The flanges are scraped to a matched
fit, The great thickness necessary for strengrh makes a
joint in which there is little or no yield once it is tight.
A large preload must be set up in the bolts to make the
joint steam tight. The large bolts necessary thus need
to be sledged up or put in hot and tightened by thermal
expansion. This makes a problem which can be cal-
culated using the temperature coeflicient of expansion

.ind the modtilus of elasticity.

Fig. I is a tabulation of the temperature coefficient.

All understanding of the meaning of the coefficient
,ind modulus is nece.s.sary before these factors can be
used.

As shown in Fig. 2, the coeflicient is the increase in
length in inches of a piece of metal one inch long as
its temperature is increased one degree Fahrenheit. A
mil is a unit of length equal to .001 inch and as shown,
we may restate the coeflicient to read for steel, as .66
mils or roughly .7 mils per 100 deg. F change in tem-
perature for each inch of length. A steel rule 72 inches
long at 100 deg. F would be .7x72 equals 50.4 mils
shorter at 0 deg. F. This is .05 inches or about 3 64 inch.

Note in Fig. 2 the figure of about 140 deg. F per mil
per inch, which should be remembered for steel.

The modulus of elasticity. Fig. 3, is the number of
pounds per square inch stress which would stretch a
piece of metal one inch long to two inches in length.
( One inch per inch. ) Of course the metal would break
long before it was stretched this far, but the ratio is
good for a small stretch such as one mil per inch. Note
that about 30 million is a good figure to remember.

Fig. 4 illustrates this ratio. A stress of 29,100 lbs.
per sq. in. will increase a one inch length of steel by
one mil.

When a bolt is put in ht)t, and cools, it must stretch
by the amount of the contraction. The contraction in
cooling is equal to the expansion in getting hot over the
same temperature change. This assumes, of course, that
the flanges do nor yield at all as the bolt squeezes on
them.

We therefore can equate the amount of expansion
over a given temperature change to the amount of
stretch and we find that a one mil stretch requires 143
deg. F. change in temperature and 29,100 lbs. per sq.
in. change in force or stress. Therefore, one degree F.
temperature change gives about 200 lbs. per sq. in.
stress.

Suppose we wish to preload the bolts to 10,000 lbs.
per sq. in. We tighten all the bolts with a wrench to
take up all clearance in the joint. Then we loosen the
bolts one at a time, take one out and heat it up. 10,-
000 200 equals 50. We need to heat it to 50 deg. F.
hotter than the flange. This is done in an oven. Then
we insert the bolt, tighten the nut just a little over
"hand tight" and let it cool.

If there is a hole through the center of the bolt we
can heat it with a small flame torch. In this case we
would bring the nut to the flange with no clearance,
then heat the bolt until the nut had moved away from
the flange a given clearance. Then tighten it again and
let the bolt cool. With this method, a clearance of one
mil per inch of bolt length would give us a preload of
29,100 lbs. per sq. in. We want 10",000 or 1 3 of this,
so we would apply the torch until the clearance was 1 3
mil per inch of bolt length.

This concludes our series on m.uhematics applied to
the screw bolt.

AUGUST

19 4 8

rage

63

S. W, Simon

Port Engineer of the Month

SAN FRANCISCO

S. W. Simon

Of Pacific Far East Line

"Tex" Simon, so-called because he is a native of
Texas and not because his name is Sylvester, worked in
the construction business in South America before going
to sea. At sea he worked up from Wiper to Chief En-
gineer on various lines, including the Robin Line,
American-South African Line and Argonaut Line, all
on the East Coast. In 1942 he went into the Navy, serv-
ing for two and a half years on a Navy Transport and
two years on a Navy Cruiser as Engineer Officer.

"Tex" joined the Pacific Far East Line in 1946 in his
present capacity of Assistant Port Engineer.

His enthusiasm for his work is carried over into his
sparetime pursuits, for his hobby is marine engineering.

Flash!

Frank Smith announces a repeat on the highly suc-
cessful Christmas dinner-dance of the San Francisco
Society of Port Engineers. The Fairmont Hotel's Gold
Room has been reserved again and the affair will
be held on Friday evening, December 17.

-With The

San Francisco Society's July Meeting

At their July 7 meeting the Society of Port .Engi-
neers enjoyed a two-part program. The first part was a
technical lecture by John Kooistra of the Carrier Corpo-
ration on marine refrigeration from the vessel opera-
tor's standpoint. Kooistra's talk was extemporaneous.
A more lengthy discussion of low temperature air con-
ditioning was given at a meeting of the Naval Archi-
tects and Marine Engineers and is published elsewhere
in this issue.

Two Bardahl Lubricant representatives, George E.
Eggers and Ward Grisham discussed and demonstrated
the protection offered with lubricant oils or greases.
Bardahl is a lead base lubricant that can be added to any
good engine lubricant to increase its lubricating film
strength, thereby reducing engine wear and costly engine
failures at sea. Due to its affinity for metal, Bardahl pro-
vides thin film lubrication that will not break down
under high temperatures and pressures. Its use has re-
sulted in increased engine performance, corrosion re-
duction and the assurance of longer operation of equip-
ment that is subject to lubrication breakdowns.

Top picture, left to right: Milo Atkinson, George Eggers.
Ward Grisham, Ray Sample, M. C. Wright. Phil Thearle.
Eggers and Grisham, representatives tor Bardahl Lubri-
cants, demonstrated the product at the July meeting ot
the San Francisco Port Engineers.

Below, left to right: Jack Harris, William Sizemore, William
Kurtzman, Hugh Morrison, Capt. Thomas Klitgaard, An-
drew Disher, Joseph Check.

Page 64

PACIFIC MARINE REVIEW

Port Engineers-

Board uf Governors

Th

Board of Go
session preceding

?rnors of the San Francisco Sociefy in
their regular nneeting. Left to right:
Phil Thearle, Ira" Chapman, Marshall Garlinger. Harold
Wrigley, Ed Graff. Ray Sample, Harry Thompson, Jim
Riemers.

Ihe Speaker— John F. Kooistra

John Kooistra, speaker for the July 7 meeting of the
San Francisco Society, has quite a history of engineering
experience. Born and educated in the Netherlands, he
graduated as a mechanical engineer in 1924 and came
to this country to practice in Chicago. In 1929 he
joined the Carrier Corporation, specializing in refrigera-
tion and air conditioning for industrial applications. He
was appointed to head the San Francisco office of Car-
rier in 1937. Since that time he has specialized in marine
refrigeration and has gained considerable recognition
as an authority on that subject.

He is past chairman of the local chapter of the
Society of Heating and Ventilating Engineers and of
the Society of Refrigeration Engineers, a member of the
Society of Naval Architects and Marine Engineers, and
the author of several engineering papers covering sub-
jects dealing with air conditioning and refrigeration for
industrial and marine applications.

John Kooistra (left) and Marshall Garlinger.

AUGUST • 1948

Port Engineer of the Month

LDS ANGELES
Morriss Heremnn Kelley
Df Richfield Oil Eoiporatioii

Born in 1916, "Mike" Kelley attended Howard Col-
lege, Birmingham, Alabama, for a year and a half and
the New York State Merchant Marine Academy at
Fort Schuyler, New York. He sailed in various licensed
capacities with the United Fruit Company and the
Standard Oil Company of New Jersey until 1941 when
he went ashore to work for the Bethlehem-Fairfield
Shipyard, Baltimore, Maryland, first as Assistant Fore-
man and later as Assistant Machinery Superintendent.

Called to active duty in the U. S. Navy in 1942,
"Mike" spent three years on destroyers as Engineering
Officer for his own ship and squadron. He joined the
staff of the Deconhil Shipping Company as Assistant
Port Engineer in 1945 and assumed his present position
as Assistant Port Engineer with the Richfield Oil Cor-
poration in 1947.

"Mike's" great love is ships and this enthusiasm is
carried over into his sparetime pursuits.

Page 65

'^cuMm(»^ ^ca^itA

National Lead Company's
lu L. A. Plant

Official opening of National Lead Company's new
Southern California paint factory was celebrated on
July 14 when Joseph A. Martino, president of the
company, accompanied by national and regional offi-
cials and representatives of local civic organizations made
a formal tour of the plant and started the machinery
of the factory turning in full-scale production.

The new plant, located on a five-acre tract at 3113
East 26th Street, in Los Angeles, includes the three-and-
a-half story factory building, the 38,000 square foot
warehouse and a two-story office building housing ex-
ecutive and sales staff for the Southern Division of the
Pacific Coast Branch.

Representing the last word in modern paint factory
design, this newest unit in the National Lead network
of plants provides for gravity flow of materials in proc-
ess, eliminating much of the human equation involved
by handling and reducing possibility of inaccuracies in
formulation to a minimum; provision for rapid and
easy increase in production facilities, and full safety pre-
cautions and provision for ideal working conditions f(5r
employees.

The layout of the plant provides for the simplest
routing of raw material from railway siding or truck
unloading platform back to those points in the' form of
finished Dutch Boy Paints.

All liquids used in the production operation are
stored in tanks located outside of the factory building.
They are drawn directly from tank cars on the rail
siding into twenty above-ground or six below-ground
tanks. Total storage capacity now available is 170,000

J. A. MaHino (left) president of National Lead Company,
and James L. Caruth, manager of the Pacific Coast division
(right( pose for PACIFIC MARINE REVIEW photographer
with other executives of the company, including old-timer
James B. Kiester, former Coast manager.

gallons. Each group of tanks is enclosed in a concrete-
walled pit capable of holding the entire liquid capacity
of the tanks so contained. In the adjacent pump-house
are twenty-four individual pumps maintaining constant
pressure in the pipe lines leadmg to the factory. Pumps
automatically start when pressure is released by the
filling of weighing tanks in the plant.

Over one mile of pipe lines convey liquids from the
tanks to the distribution system on the roof of the fac-
tory building. The pipe bridge has a vertical clearance
of 60 feet over an area set aside for future plant con-
struction.

Dry pigments are transported to the upper floors of
the plant by means of a 15,000 lb. capacity elevator
equipped with the latest type of safety doors that pre-
vents possibility of movement during loading or un-
loading operations.

The third or top floor of the factory is devoted to
mixing operations and dry pigment storage. A battery
of mixers at floor level are easily charged with dry pig-
ments. Hoppers for pebble and steel ball mills are also

Page 66

Newly-completed paint factory occupies 3I/2-

story building at right center. Entrance to office

at left; warehouse with truck entrances and spur

track in center, tank storage at upper right.

PACIFIC MARINE REVIEW

Top: Dutch Boy Paints flow from mills a;
president of National Lead Company, s
at official opening of new plant in Los
1948. Left to right; H. S. Irwin, manag.
B. O. Miller, president Los Angeles Cha

Joseph A. Martino.
!ts wheels in motion
Angeles on July 14.
r Southern Division;
nber of Commerce;

W. A. Smith. County Sup(

A. Martino. president. Na

Caruth, manager

Bottom: Tank storage and

Los Angel
■ional Lead O
Pacific Coas
loading dock

ompany;
Branch,
are shovs

ty; Joseph
James L

the

•egr

Dund with recently-opened paint factory in background.

located here at floor level.

Pigment dust is quickly drawn from this equipment
into the dust collector located on the roof assuring
maximum protection to the men tending this equip-
ment. No dust, fumes or smoke leaves this plant at any
point in the operation.

Liquids, unless too viscous for transportation by pipe
line, are pumped from the tank farm to a weighing
tank on this floor and are run by accurate gauge measure-
ment into the mixers.

The next floor is a mezzanine containing the mill
eqtiipment — a pebble mill, Hy-R-Speed mill, five-roller
mill, two three-roller mills and three steel-ball mills.
P.istes llow from the mixers on the floor above directly
into the mills. Pebble and ball mills are charged from
iioppers located on the floor above ai.so.

Thinning and tinting are done on the second floor
in twenty-six floor-level tanks. Pastes are drawn from
mills above into these tanks, thinners are weighed in
a scale tank located in the area next to the mezzanine
level and colors as required are added by the tinters.
Turbine-type agitators in thinning tanks are driven by
separate motors with reduction gears attached directly
to the agitator shafts. This permits a shut-down of any
single tank without disttirbmg the rest of the operation.
The laboratory is located on this floor to facilitate
checks of all batches for color, gloss, drying time, con-
sistency, weight and flow. In addition to the main lab-
oratory room, this unit contains balance room, dark
room, chemical analysis room and offices. Factory offi-
ces are adjoining.

Filling by means of mobile paint fifling machines
which can be set up under any one of the thinning tanks
is done on the first floor. Cans are filled to correct volume
automatically and capped mechanically. Transported by
pallet to the labelling room, cans pass through the
labelling machine and are placed in cartons which are
marked and sealed mechanically in the next operation.

In addition to maintaining a dust-free, fume-free
atmosphere, the provisions for workers' health and safety
have eliminated such hazards as open mixers and un-
guarded moving parts. Gravity flow and power-lifting
avoid unnecessary exertion or possibility of injury from
dropping of heavy materials. Ample window space with
strong light from north, non-glare artificial lighting and
use of contrasting colors on equipment not only com-
plete the safety precautions but assure pleasant work-
ing conditions.

Expansion of production facilities is provided for by
a duplication of space for equipment on each floor and
by an area of ground set aside directly to the north of
the present building for an identical structure in the
future.

The new plant will be under the general supervision
of James L. Caruth, manager of the Pacific Coast Branch;
C. E. Campbell is factory superintendent.

Visitors toured the several divisions of the new

• plant . . , warehouses, shipping floors, pump

houses and the main factory building . . . with

company men as guides.

AUGUST

19 4 8

Page 67

k Shipyard Has to be Versatile

M.S. HOEGH TRADER, Lief Hoegh and Company. New
passenger dining saloon looWng to port side and aft, show-
ing panelling, dining tables, side board, etc.

During the past several years Moore Dry Dock Com-
pany has been specializing in the field of interior re-
finishing and decorating on merchant ships. The first
postwar work of this character was performed on the S.
S. Philippine Transport for the Pacific Transport Lines,
and was followed by the Pacific Transport and China
Transport for the same company. These vessels are stand-
ard Maritime Commission C-3 cargo ships.

In the accompanying illustrations are shown the con-
versions on the S. S. China Transport and the M. S.
Hoegh Trader. The lounge on the C-3 is located on the
cabin deck forward and to starboard of the dining
salon. Both of the spaces were stripped to bare steel
and panelled with fumed oak. Special lighting arrange-
ments were designed to fill out the modern motif of the
design. As space was limited in the dining salon, mirrors

were used at each end of the room to add a sense of
depth.

All new furniture such as tables, chairs, sideboards
and couches, were designed to take full advantage of the
allotted space. Bright fabrics and attractive fixtures com-
plete the picture of shore-side comfort in a ship-shape
fashion.

During this same period two U.S.M.C. standard
C-l-Ms were converted for Norwegian owners, namely
the M. S. Skauho for Salen-Skaugen Lines and the M.S.
Hoegh Trader for the Leif Hoegh Line operating for
Kerr Steamship Company.

The main dining salon on the Hoegh Trader was
panelled in natural finish mahogany. Here again the
space allotted called for careful design and planning.
The furniture is all mahogany to match the panelling.
Special fixtures and matching colors in the fabrics de-
velop a pleasing appearance that is both practical and
warm.

All of these conversions were done while the vessels
were at loading berths. In the case of the Pacific Trans-
port Line C-3s, one space was started and completed
each voyage. Thus the entire installation was completed
in three voyages without delay in the vessel's turnaround
time.

On each of the Norwegian vessels a similar plan was
worked out. Their schedules were such that they would
call at San Francisco, discharge and then go North. At
this time much of the preliminary work was done, such
as all the removal of old equipment and panelling, etc.
As much of the new panelling, wiring, etc. was installed
as time allowed. All measurements were taken, so that
while the vessels were North all preparatory work could
be completed. On the return of the vessels to San Fran-
cisco the installations were completed, again without
loss of terminal time.

ng saloon. Pa
Hatching fume

S. S. CHINA TRANSPORT, Pacific Tr,
ling and furniture are in The n

irt Lines, Inc.

)unge on starboard side looking forv*

and furniture is finished in matching

Page 68

PACIFIC MARINE REVIEW

Port of Portland

Completes Successful Development Program

The objectives laid out just two years ago by Port-
land's ambitious Port Development (lommittec are al-
ready 90 per cent completed, according to its newly
appointed commissioner of Public Docks, Captain D.
J. McGarity. McClarity, whose former title was "Port
Director" — administrative officer for the committee —
stepped into his new post July 1 with a fine record.

Some of the important accomplishments of the Com-
mittee have been:

1. Increase in the number of steamship lines operating
out of Portland. Over fifty lines now stcip there regularly,
many of which were solicited under this program.

2. Installation of a 14,000-ton steel dry dock.

i. Purchase of a terminal for a lumber assembly plant,
resulting in an increase of lumber tonnage through the
Port.

4. Development work aimed at increasing volume
from middle western shippers. This is still a major proj-
ect with Portland, carried on independently and in con-
junction with other coast port groups.

5. Development in direct volume of imports and ex-
ports. The Committee points to a 76 per cent increase
in exports, and 53 per cent increase in imports — 1947
over 1946.

6. Insistance that ships calling regularly at Portland
purchase an equitable share of their stores at that port.
(Portland has not heretofore been a major supply
source, even though it enjoys a sales tax advantage over
California and Washington ports.) Money now spent,
running into the millions, benefits the entire community.

7. Establishment of a working liaison with other ports
of the Columbia Basin.

8. Development, with the Army Engineers, of the
Columbia, Willamette, Snake, and tributary rivers.

9. Increasing efficiency of handling to and from
barges by building of new elevators, and general im-
provements.

10. Work toward establishment of a free switching
zone. This is now a 90 per cent reality in the Portland
area.

11. Promotion to make Portland "home port" for as
many ships as possible. Several lines have signed or are
expected.

12. Fostering study of the economic possibilities of
direct Portland-Alaska sailings. (One interesting fact
turned up was that 70 per cent of Alaskan supplies
originate in the Portland area.)

The Port annoimces that, starting this month, ap-
proximate fortnightly sailings will be made by Coast-
wise Lines on a Portland-Seward service.

Work on these and other important projects will con-
tinue, though the directing office of Port Director is
now consolidated within that of the Commission of
Public Docks under the direction of Captain McGarity.

Capt.im McGdrify

An old-time mcrch.uit mariner, Cap n McGarity
went from A.B. to Master on the Great Lakes, ob-
taining the latter ticket in 1913 from the old Good-
rich Steamship Company. He served as assistant and
general superintendent t)f that Company from 1925
until its liquidation in .30-31. He then went to Clyde-
Mallory and other lines out of New York. From
shoreside duties ahead of the War he was pulled into
O.D.T. by its head, Joe Eastman, who remembered
McGaritys old shipping connections, and he was
sent to Portland in 1942 to set up the Port for the
Russian program.

In 1945 he was made an associate director of the
O.D.T., and was in charge of all West Coast activi-
ties until May 31, 1946. He went directly from this
job to that of Port Director for Portland. ( Portland's
definition of the term "Port Director " is that of a
trade and port development director — nothing like
the Navy's wartime cargo and passenger control. )

After two successful years in this job he became
Coinmissioner of Public Dixks but retained some of
his former duties in the consolidation of the two
jobs.

AUGUST

19 4 8

Page 69

0 E Ul S F L R S H E S

BILLION DOLLAR NAVY CONSTRUCTION; PACIFIC TO GET MANY MILLIONS

As we go to press, the Navy announces contracts relating to 33 ships, many
of which will be newly constructed. Mare Island, Hunters Point, Fuget Sound and
Long Beach Navy Yards will participate. The new giant 65,000 ton carrier goes
to Newport News. Other Eastern yards included in programs are New York Ship-
building Corp., Bethlehem-Quincy, and Bath Iron Works.

GENERAL MANAGER FOR MARITIME COMMISSION

Charles D. Marshall has been named general manager of the Maritime Com-
mission in Washington. He will have the duty of expediting the business of the
Commission and relieving the members of operating details.

U. S. LINES OFFERS 25 MILLION FOR BUILDING SUPER LINER

The Maritime Commission reports that the United States Lines has offered
to contribute as its share 25 million toward a total of about 65 million for the
construction of a super liner which will be the largest in the world. There
seems some likelihood that the Commission will accept. (Artist's sketch and
picture of model of this vessel have appeared in earlier issues of the PACIFIC
MARINE REVIEF. )

:{: :^ :{: :f: :{:

U. S. LINES BUYS LINER AMERICA

The 26,000 ton liner AMERICA, built by the U. S. Lines and purchased by
the government for wartime operation as the WEST POINT, is again the property of
U. S. Lines. This deal is significant as indicating confidence in the future of
provately operated passenger ships. The U. S. Lines has been delaying the
action since the end of the war.

Page 70 PACIFICMARINEREVIEW

NEW COMMANDER AT HUNTERS POINT

Succeeding Captain Philip Lemler, who has become vice president of Todd
Shipyards, is Captain Hugh E. Haven.

DIESEL MANUFACTURERS CONFERENCE

The Diesel Manufacturers Association announces a conference to be held in
Berkeley and Richmond, California, beginning August 16. The Berkeley session
will be at the University of California and the Richmond session at California
Research Corporation.

BIG TANKERS AND CARGO SHIPS TO BE BUILT IN JAPAN

The American Bureau of Shipping ha s a representative en route to Japan to
checks the plans of two 18,000-ton tankers proposed for construction in Japan
for foreign interests and three 3200-ton cargo vessels. It is expected that the
tankers will be operated from the Persian Gulf area to Europe.

LINERS MARIPOSA AND MONTEREY

Congress recently extended until September 30 the Maritime Commission's
right to spend $99,000,000 left over from the last fiscal year's appropriation
and gave the Commission authority to acquire and complete the reconditioning of
the Matson liners MARIPOSA and MONTEREY. Commissioner Carson's survey of the
situation has been completed and his recommendation to the Commission is ex-
pected momentarily.

TANKERS FOR TEXACO

The Texas Company has contracted with Bethlehem's Quincy Division for the
construction of four 28,000-ton tankers and the first keel will be laid in Sep-
tember. These tankers are similar to those mentioned in previous announcements
for several oil companies and will be 623 feet long with a capacity of 240,000
barrels. They will have a surface speed of 16 knots at 12,500 horsepower. In
all-over particulars the new ships will be some 75 per cent larger than the T-2.

SEAPLANE TENDERS TO BE CONVERTED FOR COAST GUARD

The Twelfth Naval District at San Francisco announces that seven seaplane
tenders from the Pacific Reserve Fleet are being loaned to the Coast Guard for
ocean weather surveys in the North Atlantic and are to be converted for the
Coast Guard at Hunters Point Naval Shipyard. Eight additional vessels of the
same type in the Atlantic Reserve Fleet will be converted at Orange.

STEAMSHIP COMPANIES HAVE BIG FUNDS FOR CONSTRUCTION

A recent compilation of balances available in statutory reserve funds
indicates that twenty-nine lines have on deposit about |150,000,000 for new
construction. Of this total |119,000,000 is maintained by twelve subsidized
lines and 131,000,000 by domestic lines.

AUGUST • 1948 Page 71

MOORE-McCORMACK PROPOSES TWO NEW LINERS FOR SOUTH AMERICAN SERVICE

The Moore-McCormack Company has a proposal before the Maritime Commission
to invest 20 million as its share of the cost of two new passenger liners that
would total between 50 and 60 millions for the South American run.

*****

STANDARD-VACUUM CHARTERS UNBUILT TANKERS

Long-term charter arrangements covering four large tankers which are still
in the drawing-board stage were announced by Standard-Vacuum Oil Company. The
tankers will be built at the Bethlehem-Sparrows Point shipyard in Maryland
starting immediately. Each will be 16,500 DWT, with an over-all length of 487
ft. 6 in. and moulded beam of 68 ft. They will draw less than 30 ft. of water
when in ballast.

*****

APL'S V-2000 PROGRAM APPROACHING DEADLINE

Almost continuous conferences between President Killion of American Presi-
dent Lines and the Maritime Commission developed the possibility that V-2,000
ships for round-the-world service will soon be ordered. The New York Shipbuild-
ing Company's low bid has been extended at the request of the Commission. It is
possible that three ships will be built instead of five.

TEN MILLION DOLLAR MONTHLY PAYROLL FOR BAY AREA NAVY

In a pay survey now in progress in the San Francisco Bay Area, it is dis-
closed that there are about 41,500 employees in San Francisco Bay Area Naval
installations with a monthly payroll of about |10,000,000.

11,000 are employed at Hunters Point, Naval District headquarters, and
Treasure Island. 30,500 are at Mare Island, Naval Supply Center, Naval air
stations at Oakland and Alameda, and at Richmond, Port Chicago and Tiburon.

*****

MOORE WEST YARD OFFERED FOR SALE

The War Assets Administration office at San Francisco will receive bids
until September 13 for the purchase or lease of West Yard docks, berths, build-
ings, machinery, cranes and other equipment at the old Moore Dry Dock Company's
West Yard. The West Yard has no present connection with the Moore Dry Dock
Company.

***** *

CONSOLIDATED STEEL AND WESTERN PIPE

Effective July 1, 1948, the name of this corporation will be changed to
"Consolidated Western Steel Corporation. " Also after that date the South San
Francisco, Vernon, Fresno, Bakersfield, Taft and Phoenix plants of Western Pipe
& Steel Company of California and the Berkeley plant of The Steel Tank & Pipe
Company of California (both of which corporations are wholly-owned subsidiaries)
will be operated as units of this corporation under its new corporate name.

Page 72 PACIFICMARINEREVIEW

Hdrbiir Supply Expands tu Purtland

General Manager of the Harbor Supply Co., Inc., A.
F. Devoto, recently announced the expansion of the firm
to Swan Island in Portland, Oregon. The ship chandlery
firm now maintains a warehouse there stocked with deck,
steward and engineers supplies and they have day and
night service.

Nationally known manufacturers represented by the
company through their Portland branch include: Great
Western Cordage Co., manila rope; Bethlehem Steel
Corporation, wire rope; Boston & Lockport Co., tackle
blocks; Wilcox Crittenden Co., blocks and shackles. The
Young Iron Works, blocks and shackles; Walworth Co.,
valves; Columbia Steel Co., wire products, steel and
sheets; Gritfin Manufacturing Co., hinges and butts;
Pheoll Manufacturing Co., screw products; Bright Star
Battery Co., flashlights and batteries; Band-it Co., clamps
and tools; Thomas Laughlin Co., shackles, hooks, etc.;
Diamond Calk and Horshoe Co., wrenches and pliers
Halstead Products Co., oils ( cutting and penetrating ) ;
Palmer Thermometers; Bell & Gossett, heat exchangers
and centrifugal pumps; Fulton Sylphon Co., tempera-
ture controls; Pioneer Rubber Co., hose and packing;
Anchor Packing Co., gaskets and packing; Alemite Co.,
fittings and greases; Pyrene Co., fire extinguishers; Lee-
tonia Co., scrapers; Chase Brass & Copper Co., brass
and copper pipe, tubing and fittings; Wilbur & Sons, life
saving equipment; Atlantic Pacific Manufacturing Co.,
ring buoys; Permatex Co., gasket compounds; Heller
Bros. Co., tools and files; Simonds Saw & Steel Co., saw
blades; Victaulic Inc., Victaulic couplings; Osborne Man-
ufacturing Co., wire, fiber and paint brushes; Dixon
Crucible Co., lubricating graphites.

Top; Second floor {flttlngs department).

Center: Don Johnson and Fred Latson on second floor

where valves and blocks are kept.

Bottom: Stock of manila rope, left, and chain, right.

Warehouse of Harbor Supply Company in Portland.

UGUST • 1948

■'age

73

Of International Ship Cleaners, Inc.

A growing organization in the San Francisco region
is Leif Hansen's International Ship Cleaners, Inc., vessel
maintenance service with headquarters at 863 Harrison
Street. The firm is engaged in' tank, boiler, and chemical
cleaning, sand blasting and ship painting.

Leif Hansen received his engineering apprenticeship
in Norway and studied Diesel engineering in Germany
at the M.A.N, factories. For several years he sailed as
an engineer on Scandinavian and Panamanian ships. He
took examinations in Rhode Island to change his license
in order to sail on American ships. During the war
Hansen served in the Army as a ski instructor of the
Mountain Troops stationed in Colorado. Before the war
terminated he received an honorable discharge and was
then appointed by Maritime Chemical & Repair, Inc.
in New York as a superintendent of operations. The
company sent him to California to work in conjunction
with Harry W. Parsons in San Francisco. Hansen has

Leif Hansen and Mrs. Leif Hansen, offi<

since been active in chemical cleaning and ship repair in
San Francisco and the Bay Area.

Arthur H. Hbel

Port Manager and Chief Engineer of the Port of Oak-
land, Arthur H. Abel has been with the Port of Oak-
land continuously since its inception in 1926.

Born in Walla Walla, Washington, he is a graduate
of Washington State College where he received a civil
engineering degree. He engaged in railroad surveying
and construction work for the Hill system and the
Northern Pacific in the northwestern states, and in 1908
entered private engineermg practice in Portland, Oregon,
with the late G. B. Hegardt, engaging in general civil
engineering, including construction, irrigation, logging
roads, dredging, etc.

Abel and Hegardt transferred to the newly formed
Commission of Public Docks in Portland in 1910 and
started the construction of the port facilities there. Abel's
first assignment was as assistant to Hegardt, who filled
the position of Chief Engineer and Port Manager for
Portland. He remained in that position from 1910 to
1926, during which period they directed the operation
of the port and carried out a ten million dollar harbor
development plan to completion.

When Oakland decided to form the Port of Oakland
and the Oakland Board of Port Commissioners to oper-

Page 74

ate and administer the municipal harbor facilities, He-
gardt and Abel were called to Oakland to launch the
development program in the early part of 1926.

The two men carried out the engineering work which
resulted in the construction of the Outer Harbor Termi-
nal, the Grove Street Terminal, Ninth Avenue Terminal,
the Oakland Municipal Airport, and other Oakland
harbor developments. With Hegardt as Port Manager
and Chief Engineer, and Abel as Assistant Port Manager
and Assistant Chief Engineer, the two men were re-
sponsible for the carrying out of the Port of Oakland's
Master Plan, an integrated program of development
which has guided Port construction throughout the years
and which is still the blueprint for the Port's further
development in the future.

Hegardt retired as Port Manager and Chief Engineer
in 1932, and Abel was appointed to succeed him later
that year. He has guided the administrative, engineering,
and operational destinies of the Port of Oakland and the
Oakland Municipal Airport under the direction of the
Oakland Board of Port Commissioners continuously
since that time.

Arthur H. Abel

PACIFIC MARINE REVIEW

Navy
Appointments

George D. Mur

Vice-Admiral Murray

Vice Admiral George D. Murray has been ordered to
assume duties as Commander, Western Sea Frontier and
Commander, Pacific Reserve Fleet, the Headquarters
Western Sea Frontier recently announced.

Admiral Murray served as Commander of the First
Task Fleet prior to his appointment to his new com-
mand.

During World War II Admiral Murray served as
commanding officer of the U. S. S. Enterprise and in
1943 he became the first Commander of the Naval Air
Training Center and at the same time Chief. Air Inter-
mediate Training, Intermediate Training Command at
Pensacola, Florida.

Admiral Murray will relieve Rear Admiral Donald
B. Beary, Commandant of the Twelfth Naval District,
who has also served temporarily as Commander, Western
Sea Frontier and Commander, Pacific Reserve Fleet, since
the retirement of Vice Admiral Oldendorf.

Burley Joins Conference Group

Ray F. Burley, who has been a m.iinstay of tiie freight
operations of Pope and Talbot and predecessor corpo-
rations since 1921 has resigned to bec<5me chairman of
the Pacific Coast River Plate Brazil Conference and the
Latin American Conferences. Since 1936 Burley has
been freight traffic manager of Pope and Talbot, suc-
ceeding J. C. Strittmatter. He is licensed to practice be-
fore the Interstate Commerce Commission and the Mari-
time Commission and was president of the Transporta-
tion Club of San Francisco in 1944 and 1945.

Ray is an avid collector of baseball pictures and statis-
tics on the game. His versatility in this direction is evi-
denced by his acquaintanceship with both players of
renown and umpires of reproach.

Vice Admiral Lynde D. McCormlcIt,
U.S.N.

Vice-ymiral Lynde D. McCormick

Vice Admiral Lynde D. McCormick, USN, has been
ordered to assume duties as Commandant, Twelfth
Naval District, with offices in the Federal Office Build-
ing, Civic Center, San Francisco.

Admiral McCormick served as Commander of Battle-
ships-Cruisers Atlantic Fleet prior to his appointment
to his new command.

During World War II he served as War Plans Ofificer
on the staff of Fleet Admiral Chester W. Nimitz, USN,
from February 1, 1941 to January 14, 1943 — the critical
period during which the battles of the Coral Sea, Mid-
way and Guadalcanal were fought. For his outstanding
services as War Plans Officer he was awarded the Legion
of Merit. As commander of a Battleship Division dur-
ing the Okinawa campaign, he contributed materially
to the success of the landing operations and was award-
ed a Gold Star in lieu of a second Legion of Merit for
his exceptionally meritorious conduct and service.

Admiral McCormick will relieve Rear Admiral Don-
ald B. Beary, USN, who has served as Commandant of
the Twelfth Naval District since April 1, 1946, and as
Commander, Western Sea Frontier and Commander,
Pacific Reserve Fleet temporarily — since the retirement
of Vice Admiral Oldendorf.

Ray F. Burley

AUGUST • 1941

Page 75

The oil tanker Haven Belle aboard which the Model 31-A, Fairbanks-Morse Marine Diesel Engine has
made one of its most recent debuts on the Atlantic Coast.

Fairbanks-Morse Diesels on River Tanker ''Haven Belle''

Top: The auxiliary
unit is a single cylin
der Model 36 engine
It powers a Fairbanks
Morse 2I/2 K.W. Gen
erator, Type-H Air
compressor, and a
Bilge-pump.

Bottom: The single 2:1
Reduction Gear is
mounted at the fac-
tory on the same base
with the engine to in-
sure proper alignment
and is included in its
overall length.

engine (above)
perfected by Fair-
banks-Morse is a 20th
Century Diesel.

Bottom picture shows
the exhaust side of the
engine with lubricat-
ing oil filters, oil cool-
er and jacket water
heat exchanger.

Page 76

PACIFIC MARINE REVIEW

Dayhoff Appointed
By L \. Harbor Dept.

Announccmciu ot the appoint-
ment of Clancy W. Dayhoff. 20-
year veteran of the air transporta-
tion industry, as Director of Pub-
lic Relations for the Los Angeles
Harbor Department, has been made
by Arthur Eldridge, General Man-
ager

Dayhoff will be in charge of ad-
vertising, publicity and public re-
lations, according to Eldridge.
Prior to joining the Harbor De-
partment, Dayhoff was western di-
rector of Public Relations, Route
Development and State Relations
for Trans World Airline.

A former newspaperman in
Sioux City, Iowa; Butte and Helena.
Mont.; and Los Angeles, Dayhoff
entered air transportation in Los
Angeles for Western Air Express
in 1928. Later he served as Public
Relations and Advertising Director
for Eastern Air Lines and TWA, in
New York City, Chicago and Kan-
sas City when all three companies
were controlled by General Motors.
During the war he was western di-
rector of Sales and Service for
TWA and returned to public rela-
tions activities in 1945.

While on leave of absence from
TWA early this year, Dayhoff acted
as Public Relations Director for
the City of Los Angeles on the
five-day re-dedication of the Free-
dom Train to the West Coast dur-
ing February.

George Swett Company
Appointments

Richard (Dick) Wolcott has
joined the George E. Swett & Co.,
Engineers, Inc., of San Francisco, as
manager of Purchases and Stores. A
native of Fresno, California, and a
graduate of Stanford University,
Wolcott has been connected in var-
ious capacities with the Bethlehem
Steel Company, and the United
Engineering Company of San Fran-
cisco.

Robert Dill, long-time employee
of the George E. Swett & Company,
Engineers, has been appointed su-
perintendent in charge of new in-
stallations and service for refrigera-
tion, air conditioning and Diamond
Soot Blowers. Dill will replace
Henry Buffalow who has resigned.
H. J. Wickert and John Marsh will
continue as sales manager and chief
engineer respectively.

AUGUST • 1948

Simplify valve selection with this

LUNKENHEIMER

"RENEWO" THREESOME... .

The 'RENEWO" Threesome is fully described in
Circular No. 577, which also exploins the economy
feature of converting one type to onother by
simply changing seat and disc. A copy is yours
for the asking . . . from your lunkenheimer Dis-
tributor or from us direct.

ESTABLISHED 1862

Iil£LUNKENHEIMER£2;

^."QUALITY ".^

CINCINNATI 14, OHIO. U.S. A.

^^^<^S 7rpi''L

Fig. 73 200 lb. SP.
Fig. 16 300 lb. S.P.

Regular "RENEWO": one of th

most popular ond widely use
valves ever designed for ger
service. As the name cleorly
plies, all parts are renewoble.

Fig. 73-PS 200 lb. S.P.
Fig. 16-PS 300 lb. S.P.

"PS" (Plug Type) "RENEWO":

for maximum resistance to the
effects of close throttling and other
severe service, particularly where
abrasive conditions ore encountered.
Equipped with stainless steel 500
Brinell seat and disc.

Page 77

L^omnlete

ivlaintenance
Service

• TANK CLEANING

• BOILER CLEANING

• CHEMICAL CLEANING

• SAND BLASTING

• PAINTING

INTERNATIONAL
SHIP CLEANERS

INC.

863 Harrison St., San Francisco 7
Phone: SUtter 1-3293

Sperry Sales Climbing

Accelerated radar sales are rapid-
ly lengthening the individual cus-
tomer list compiled by Sperry
Gyroscope Company, it has been
announced by O. B. Whitaker, ma-
rine sales manager. Forty-eight sep-
arate domestic marine operators
and thirty-six foreign customers
comprise Sperry 's current list.

Kenneth D. McGrew, president,
Van Arsdale-Harris Company.

Van Arsdale-Harris Incorporates

Van Arsdale-Harris Company,
San Francisco firm of engineers,
contractors and distributors, re-
cently changed from a partnership
to corporate organization.

Officers of the company are
Frank H. Harris, chairman of the
board; Kenneth D. McGrew, presi-
dent; N. V. Micheli, Vice Presi-
dent; Leonard J. Kupps, secretary;
C. E. Needham, treasurer; and
Clyde M. Plants, assistant treasurer.

The appointment of Charles
Ayres, marine engineer, as marine
and waterfront representative is
also announced. Ayres is the son
of Captain Charles Ayres of Pacific
Tankers. At one time he was with
United Engineering.

Van Arsdale-Harris specializes
in marine and industrial insulation,
sound control, asbestos products
and cold storage construction. The
company is exclusive Northern

CATALINA ISLAND
STEAMSHIP LINE

Sfeamer Service to Cafa/ino

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
Telephone Numbers: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563

WHISTLE CALL FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

California and Western Nevada
distributor and applicator for The
Philip Carey Manufacturing Co.,
The Cork Import Corporation, Na-
tional Gypsum Company; Jamison
Cold Storage Door Company and
Cornell Wood Products Company.

International Paint
Elects Horton To Board

International Paint Company,
Inc. of New York announces the
election to its Board of Directors
of George A. Horton of Pagel,
Horton & Co., Inc., New York City.
Horton is the father of George A.
Horton, Jr., Vice President of In-
ternational Paint Co., Inc., San
Francisco.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3S02
Member — American Waterways Operators

H. G Rethnneyer

Westinghouse Names
Rethmeyer To New Post

H. G. Rethmeyer, since early
1947 Pacific Coast manager for the
marine and aviation divisions of
Westinghouse Electric Corporation,
has been placed also in charge of
the company's transportation sales
in that area. Announcement of
Rethmeyers new appointment was
made here by Chas. A. Dostal, Vice
President.

An electric engineering graduate
of Kansas State College, Rethmeyer
joined Westinghouse at East Pitts-
burgh. Pa., in 1926 as a graduate
student. He was transferred to San
Francisco in 1930 as a marine and
transportation salesman, then went
to the company's Seattle, Wash., of-
fice on a similar assignment. On
January 1, 1947, he returned to San
Francisco as marine and aviation

Page 78

PACIFIC MARINE REVIEW

Smith ^ew Dc Laval President

H. 1.. W'.usDn, FrcMdc-nt .)t Dc
Laval Sceam Turbine Co., Trenton,
N. J., has retired after 35 years of
active service, and George W.
Smith. Jr., has been elected as his
successor. Watson will continue to
be part of the company's manage-
ment in the capacities of a director
and chairman of the executive com-
mittee.

Before becoming associated with
De Laval in 1947 as assistant to
the president. Smith served succes-
sively as vice president and director
of the White Motor Company, as
works manager and a member of
the executive committee of the Vic-
tor Talking Machine Company
( now Victor Division of RCA ) , as
manager of two divisions of Ben-
dix Aviation Corporation, as a di-
rector of the Ohio Crank Shaft
Company, and as chief engineer of
the Naval Aircraft plant at the
Philadelphia Navy Yard. More re-
cently he has been engaged in in-
dustrial engineering consulting

John Green Joins Todd Pacific

The appointment of John Green
as General Superintendent of Todd
Pacific Shipyards Corporation's Bay
Area ship repair operations, was an-
nounced recently by Philip Lemler,
Vice-President and General Man-
ager of the Corporation.

Green succeeds Nick Lehman,
who is retiring after more than 30
years' service in the ship repair busi-
ness in San Francisco with United
Engineering and Todd Pacific.

Green, who is well known in both
American and foreign ship operat-
ing industries, has recently been
manager of the marine department
of McCutcheon and Sons, ship join-
er manufacturers. He has been iden-
tified with shipbuilding and ship re-
pair work since the first World War.
holding responsible positions in
both design and production fields.
During World War II. he was man-
ager of the Tacoma Shipyard for
Todd, supervising the construction
of over a hundred vessels for the
Maritime Commission and the
Navy, including tankers, C-ls, C-3s,
and escort carriers, more popularly
known as "baby flat tops".

The Todd organization recently
acquired United's extensive facili-
ties at San Francisco and Alameda.

services as the senior member of
the New York firm of Smith and
Wood, Inc.

Watson directed the affairs of the
company as executive vice presi-
dent from 1935 to 1942 and as
president since 1942. During his
administration De Laval products
were established as leaders in the
marine and industrial fields which
arc supplied with reduction gears,
worm and helical gears, steam tur-
bines, generators, centrifugal and
rotary pumps and centrifugal com-
pressors.

rge W. Smith, Jr

For better
BRUSH

performance
used

MULTIPLEX

The Helwig-Speer Carbon Company developed the idea of
the Multiflex brush and demonstrated its value over many
years.

Multiflex brushes offer all the advantages of double brushes.
They can be substituted for the old single brushes without
the necessity for any change in the machine or its brush
holders.

FOR

Complete Stocks and
Specialiied Carbon Brush Service

CALL

nnCHOR EQUIPmEIIT

compflnv

GArfield 1-6506 Pier 3

San Francisco

Complete Mofor Inventories

Maintained for Principal Ships

Calling at San Francisco

HELWI6 CO., CARBON PRODUCTS
Makers of Multiflex and Transert Brushe.s

Offer Sh

ps — Tugs

— Barge

SS Sha

«nce 1400 HP O

ean Tuq

SS Lu

pine 1500 SHPTS

SS Tilld

mook 800 HP 0<

ear, Tuq

YC White

Pine 871 GT Mo

Ided Barqe

3-ATR

i 1600 SHP Resc

je Tugs

SS San

Diego l'170 GT

Preiqhter

GARDINER MFG.

CO

2711 U

lion Sf.. Oaklan

d, Calif.

TE 2-7823

with fast, regular refriger'
ator and dry-cargo service

PACIFIC FAR EAST LINE'S modern
fleet of dry-cargo and refrigerator
vetseU provides frequent, regu-
larly scheduled sailings between
California — Philippine Islands
North and South China — Hong
Kong^Japan — French Indo-China
Korea Deep Tank Facilities,

LIMITED PASSENGER ACCOMMODATIONS

NEW YORK 6, N. Y. SAN FRANCISCO *. CALIF.
]«Bii>a<l.oy lis Col.lornlo Streer

LOS ANGELES WASHINGTON

DETROIT CHICAGO

Coble AJd'rii: PACFAREA5T

m[\ BUYING ROPE
FIRST STUDY THE MMER

For your protection. Fitler Pure
Manila Rope has a Blue and Yel-
low Colored Yarn trade mark (reg-
istered U. S. Patent Office No.
245091) on the outside strand of
y3"dia. and larger sizes, appear-
ing at intervals, along the entire
length of the rope. Smaller siies
may be identified by a Blue and
Yellow Cotton Yarn Marker on the
inside of the rope.

Don't be mis-
led by imita-
tions ... Al-
ways buy Fitler
Blue and Yel-
low Trade-
marked Quali-
ty-

The [dwin H. Fitler Co.

Phila. 24, Pa.

Manufacturers of Quality
Rope Since 1804

G. Joseph Keady

keady Elected President
Of Sharpies Corporation

At a recent meeting of the Board
of Directors of The Sharpies Cor-
poration, G. Joseph Keady, Execu-
tive Vice President, was elected
president of the corporation. Philip
T. Sharpies, President, is now Chair-
man of the Board.

The company is engaged in the
development and invention of
chemical processes for industry, and
the manufacture of equipment,
mainly high speed centrifuges, for

the operation of those processes.
Their prmcipal plant is in Phila-
delphia. Wholly owned subsidiaries
are located in London, England, and
in Paris, France. Sales offices are lo-
cated in principal cities in the
United States and agencies for the
sale of Sharpies products are located
in twenty-six foreign countries.

An affiliated company is Sharpies
Chemicals, Inc., with general offices
in Philadelphia and plant at Wyan-
dotte, Michigan. The Sharpies Oil
Corporation, with headquarters in
Denver, Colorado, is a wholly
owned subsidiary.

Olympic Steamship
Company Moves

The Olympic Steamship Com-
pany, Inc. of Seattle have moved to
a new location at Pier 28, 2.il East
Marginal Way, Seattle. Their tele-
phone number, Main 4520, will re-
main the same, and also their tele-
type number, Seattle 269.

Rethlehem Ruilds Rig Rrooklyn Barges

The Brooklyn Eastern Terminal District Carfloat No. 25, shortly after its launching by
Bethlehem Steel Company's Staten Island Yard July 8. The two-track platform unit is
the third carfloat built for BEDT at the Staten Island Yard this year. A fourth float is
now under construction. All of the craft have an overall length of 290 feet, beam of
40 feet and depth of 10 feet 6 inches.

President Cleveland Wiirrunting Ceremonies

staff Headquarers perse
Twelfth Naval District ar
President LLine Officials o
President Cleveland duri
ceremonies. Left to right:
Senior Vice-President, Ame

nnel of the
d American
I board the SS
iq warranting
M. J. Buckley
-ican Presiden
LLines; Captain R. LL, Hanson, Inspec
tor-Instructor, Naval Reserve; Captain T
R. Wirth, District Public Information OfR
car. Twelfth Naval District; H. J. Ehman,
Master, SS President Cleveland, Lt. Cdr.,
USNR; Chief Officer Orian A. Larson, Lt
USNR, Rear Admiral Donald B. Beary
then Commandant of the Twelfth Nava
District; Captain F. W. Wauchope, D
trict Representative, Merchant Marine
Naval Reserve; and Lieutenant Richard
G. Lindsey, Aide to Commandant Twelfth
Naval District.

^larine Refrigeration
System Cleaner

Fred Esser, president, and Jack
Frost, manager, announce that the
Refrigeration Components Com-
pany of San Francisco has invented
a refrigeration cleaner that is orig-
inal in design and is completely
automatic.

Its purpose is to eliminate all
waste matters including scale, wa-
ter, salt water, oil sludge and cor-
rosion from coils, condensers, re-
ceivers and the entire system. It is
capable of taking four gallons of
oil per hour in an oil log system and
keeping a 40-HP. Freon compressor
in operation without any outside
source of heat other than 5,000
watts of heat built within the unit
itself.

Small and compact and made for
use on any ship, it will operate on
110, 220 or 440 volts AC or DC.
Two hours or less puts it in opera-
tion and three visibility windows
permit inspection of the oil being
drawn back as well as the cleanli-
ness of the system.

Refrigeration Cleaner

)

V

Announcing - •

SOPAC SHIP MAINTENANCE INC.. are now licensed to use the
BUTTERWORTH SYSTEM for Tank and Ship Cleaning purposes.

"BUTTERWORTH" is a tank cleaning system that is and has been success-
fully operated for the past 20 years in the United States and Europe.

NATION WIDE SERVICE FOR TANKER CONVERSION AND CONDITIONING

Call

SUtter 1-5890

/or Infornuiliim

SHIP MAINTENANCE INC.

AUGUST

19 4 8

Boiler Cleaning — Tank Cleaning — Sand Blasting

Int. & Ext. Painting and Scaling

MOBILE, ALABAMA NORFOLK. VA. BEAUMONT, TEXAS

Page 81

NOW in Our

NEW PLANT

Expanded Manufacfuring Facilities

Speci'a/izing in Panel Boards, Switch Boards
and Generator Confroi Boards

COLUMBIA
ELECTRIC MANUFACTURING CO.

275 Steuarf St.. San Francisco
Phone: GArfield I-6I0I

Seapiay

OHM

SHIP SERVICE
COMPANY

^ MAINTENANCE

ir BOILER CLEANING
^ TANK CLEANING
ir SHIP PAINTING

Ben Ohm, Owner
Phones — GA 1-5217 * GA 1-5216

Ohm Ship Service Company

SHIP SCALERS

289 STEUART STREET
SAN FRANCISCO 5. CALIFORNIA

Eugene V. Winter Co.

Engineers • Manufacturers' Representative

AMERICAN HAMMERED PISTON RING DIV — KOPPERS CO.

NATIONAL TRANSIT PUMP AND MACHINE CO.

THE MAXIM SILENCER COMPANY

RED HAND COMPOSITIONS COMPANY

SIMS PUMP VALVE COMPANY

15 Drumni St. DOuqIas 2-2714 San Francisco 11, Calif.

(Continued jro?>i page 37)

guests the utmost amount of free space, so adding to
their comfort when they wish to remain in their own

quarters.

A watertight bulkhead separates the guests' quarters
from the engine room, and on the other side of this wall
the fuel tanks have been placed, so tending to muffle any
noise from the engines when cruising. In the machinery
compartment are installed two General Motors Model
6-71, six-cylinder Diesel engines of 200 b. hp. each at
2,000 rpm, driving twin propellers through a hydraulic
clutch and reduction gears. At 12-knot cruising speed
the consumption of fuel is exactly one gallon per nauti-
cal mile covered by the yacht. As the three fuel tanks
hold a total of 900 gal., the cruising range is 900 nautical
miles.

For auxiliary power and for starting the main engines
there is a 10-kw. General Motors Diesel generator set
and a storage battery of 217 ampere hours capacity. The
domestic service water pump is driven by electric motor
off the battery, making for silence when the yacht is
anchored or moored. Electric light also is taken off the
battery. Generally speaking the layout of the engine room
is extremely simple, so its dimensions of 11 -feet by 18-
feet give ample working room. However, everything is
so automatic that cruising is normally done without
anyone in the engine room.

The galley forward of the engine room is quite large
for an 80-footer, being 6-feet 6-inches by 17-feet, and
is fitted with butane gas range, deep freeze, and refrig-
erator. The heating boiler for the domestic water supply,
and the boiler for hot water heating of the yacht, are
both located in the galley.

Ahead of the galley are two cabins on the port side,
for the captain and steward respectively, and on the
starboard side is the crew's mess room fitted with table
and transom seats. Just ahead of this section there are
three pipe berths and transom berths for the rest of the
crew, which consists of chef and two sailors. There is
an enclosed shower for the crew forward of the berths,
and lockers for the linen and for the men, and a separate
toilet room just aft of the chain locker. No less than
21 -feet of the forward length of the hull by the forward
breadth of the boat is given over to the captain and
crew of four men, which should make them comfortable
and contented.

Collaboration of Shipping Bureaus

Provisional arrangements have been made by the
American Bureau of Shipping and Lloyd's Register of
Shipping for a working agreement.

The purposes of the agreement are by collaboration
to maintain the highest standards of classification and to
approximate the rules and practices of the two Societies
to each other; also, to make the best use of staff and
avoid duplication. Arrangements will be made for
facilitating dual classification. Shipowners will be free,
as hitherto, to select whichever Society they prefer. It is
hoped that the agreement will come into full operation
early next year.

Society uf Naval Architects

And Marine Engineers E\pands Agnin

1 lie Society <if N.i\.il Archiccct> .ukI Marine Engineers
is still growing. Since the first Section of the Society
was organized in Philadelphia in 1941, seven Sections
have been added: New York Metropolitan, New Eng-
land, Chesapeake ( Washington, Baltimore and Virginia
aseas), Great Lakes, Northern California, with head-
quarters in San Francisco, Pacific Northwest, with head-
quarters in Seattle, and the most recent, the Southern
California Section, with headquarters in Los Angeles,
which was organized in March of this year. A report
on the organization of the Southern California Section
appeared in the April Pacific Marine Rcrieic.

Now in the process of formation is a group to be
known as the Gulf Section, with headquarters in New
Orleans. This will give the Society nine active Local
Sections, all located in important maritime centers.

Institute of Navigation Elects New Officers

The Institute of Navigation announces the election
of the following new officers for the academic year
1948-49: President. Rear Admiral G. G. McLintock,
USMS, Superintendent of U. S. Merchant Marine Aca-
demy, Kings Point, Long Island, New York; Technical
Advisor to the President, Dr. Paul Rosenberg; Execu-
tive Secretary, Professor Samuel Herrick, Chairman of
Department of Astronomy, U.C.L.A., Los Angeles;
Treasurer, Keith F. Smith; Vice Presidents, Major Gen-
eral Norris B. Harbold, USAF, Rear Admiral A. M.
Pride, USN, Rear Admiral Telfair Knight. USMS, Rear
Admiral Leo Otis Colbert, USCGS, Captain P. V. H.
Weems, USN (Ret.), Colonel Albert G. Foote, USAF,
Edward F. Flint, C. Towner French; Western Regional
Vice-President, Captain M. E. Grossman, USMS; Cen-
tral Regional Vice-President, Ludlow B. Hallman, Jr.;
Eastern Regional Vice-President, Knox Mcllwain; Can-
adian Regional Vice-President, Wing Commander Ken-
neth C. Maclure.

The following have been appointed as the chairmen
of the National Committee of the Institute for the new
academic year: Technical Development Committee for
Air, Brigadier General Paul T. Cullen, USAF; Tech-
nical Development Committee for Surface, Commander
Ross E. Freeman, USN; Committee on Standards for
Surface, Commander Alton B. Mocxly, USNR; Com-
mittee on Standards for Air, Thomas Lee Burkett; Tech-
nical Development Committee for Upper Atmosphere
and Interplanetary Navigation, Dr. Paul Rosenberg and
Professor Samuel Herrick, co-chairmen; Committee on
Mathematical Tables, Professor Charles H. Smiley; Edu-
cation Committee, Commander j. King Gallaher, USMS.

The Institute of Navigation is a non-profit scientific
and engineering society devoted to the advancement of
navigation and its related sciences. The Institute spon-
sors the coordination of study and research in navi-
gational problems throughout the United States in uni-
versities, military services, government agencies, and
industrial laboratories.

8^^.11^

OS&V Rising**^"
B^»r DUc GATE VALVE
Vrfedqe Disc ^^^^,

Especially su.t^b'^^

Compici*^ , 5s vaive»

globe angle '^^ es up to 150

fteam working P'^f " ^ V glob^ ^^'''"
'^runds-Alsoextraheavyg^^^ ^^^^^.

for pressures up to ^^^^,„.

Bolted bonnets. No.

MAR.NE ANGLE VALVE ^^j^^„i,h
Bronze 150 pound ho
non-metalUc /'^f- j, „. With cap
OSS^^.^'Uewed angle, No. 775.

and chain. Screw

Flanged angle, INo.

A hw Underwriters
Approved by U"
Laboratones tnc. » E

300 LB. HOSE GATE VA^^^^^^.^

Non-rising ^""'Z" feestos packing-
Large stuffing b"!';/'"" a„d chain.
Screwed ^P-^/' 4" No. 1064.
Sizes Ui »"d2,2 •

SPECIAL VALVES ^^^^^^

Prompt delivery.

• N0.752G

IZE PRODUCTS

GREENBERG

M.GRCENBERGSSOMS

765 Folsom St • EXbrook ?-3144
San Francisco 7 • California

In Aii(il>\ • Seiltit • Pof land • Sail Likt CHr • Oeii>er • (I hsi • Kii> York • Kittlord • WislHncloii. B.C.

AUGUST

19 4 8

Page 83

World Shipping

AMERICAN PACIFIC LINE

Italy . . . North Africa . . . Palestine

FRENCH LINE

France . . . Belgium . . . Holland

PACIFIC MEDITERRANEAN LINE

Mediterranean Ports

PACIFIC AUSTRALIA DIRECT LINE

Australia

PACIFIC ORIENT EXPRESS LINE

China . . . Japan . . . Philippines

PACIFIC ISLANDS TRANSPORT LINE

South Seas . . . New Caledonia

WESTFAL-LARSEN COMPANY LINE

South America, East and West Coasts

INDEPENDENCE LINE

Central America . Colombia . Venezuela

CHARTERING DEPARTMENT

Sale . . Purchase . . Charters . . Bunkers

WORLD WIDE TRAVEL SERVICE

General Steamship Corp., Ltd.

465 California St., San Francisco 4
Los Angeles Portland Seattle Vancouver

Commodore Lee [ntertains President of Brazil

CANVAS
PRODUCTS

FOR EVERY
PURPOSE
ABOARD SHIP ^

FAST SERVICE

WITH
ECONOMY

Call C. "Flags" Benneff, Mission 7-3085

0 V " CciJrvi)<^''£^v

^^ ^^ "" " ■ V^ AMr> UADIKIC

AND MARINE

Photograph courtesy of Aloore-AlcCormack Lines.

The arrival recently of Moore-McCormaclc Lines' Good
Neighbor liner Brazil in Rio de Janeiro on her first post-
war voyage in her regular service to the East Coast of
South America vi^as the occasion for a luncheon aboard the
reconverted luxury liner, at which Connmodore Robert C.
Lee, executive vice-president of the Line, played host to
Eurico G. Dutra. President of Brazil, and his staff. In the
above photograph, taken In the Brazil's Main Lounge, are
President Dutra (left) end Commodore Lee.

Philippine Shipping Mushrooming

San Francisco's Port Manager, General Wylie, who
visited the Philippine Islands last month with the Cham-
ber of Commerce delegation, reports that shipping
activities in the Islands are growing at a tremendous
rate. He groups the figures by foreign arrival and domes-
tic arrival. The latter relates to Manila alone while the
foreign trade figures cover the entire Republic.

Foreign trade shipping entering the Islands totals the
following:

Year No. of Vessels

Tonnage

I9.i9 500

1,936,322

1940 730

2,755,519

1945 25

120,348

1946 218

908,234

1947 1,037

4,298,133

1948 (Jan. and Feb.) 315

estimate

1,285,376

It will be noted that in both vessels and tonnage the
1948 figures for two months, if extended for twelve
months, would show a growth of about 60 per cent over
1947. 1947 had shown totals far in excess of 1939 and
1940.

In domestic shipping the figures are even more start-
ling and show a volume in both ships and tonnage, espe-
cially in ships, that suggests great possibilities for those
interested in small vessel construction and operation.

AWNING COM PAN Y

Year
1945
1946

1947

No. of Vessels
94
976
4,019

Tonnage

28,459

237,848

1.10=i,l68

Page 84

PACIFIC MARINE REVIEV^

A complete historq and description
of the port and its facilities.

AMERICAS MOST MODERN Pt/RT ^ ^ J^ \mk F O R 1^ I #%

Keliie Introduces \m Paint Remover

By inhibiting evaporation, im-
proved Kelite Paint Lift penetrates
paint more thoroughly and gets
paint off faster. Extremely slow
evaporation makes the new mate-
rial especially effective for outdoor
use.

Kelite Paint Lift is safe on all
metals, including aluminum, iron.

tin. magnesium etc. It contains no
phenolic compounds, cannot blister
skin — is non-toxic, non corrosive,
and non-flammable.

Complete details and samples are
available from the manufacturer,
Kelite Products, Inc., Box 2917,
Terminal Annex, Los Angeles 54,
(California.

Pringle Appointed By
General Engineering and
Dry Dock

General Engineering and Dry
Dock Corporation recently an-
nounced the appointment of L. H.
Pringle as plant manager of its San
Francisco Plant.

June Meeting of
San Francisco
Propeller Club

Le« to right: Harold Rcthmeycr, Westing-
house; Carl McDowell. Pope i Talbot. Inc.:
Lt. Caratto Monsolvi. Naval Reserve; Ivlait.
land Pennington. Pacifc Transport Lines; E
W. Meiklereid. British Consul-General. San
Francisco; Sir Godfrey Ince; Ed Harms. Pope
t Talbot. Inc.; Sir Guildhaume Myrddin
Evans; L. H. Hornsby. a director of public
relations from England; U. J. Buckley.
American President Lines; A. McD. Gordon.
Counselor and Industrial Advisor from Brif.
ish Embassy, Washington, D. C; Richard
McLaren. Pacific Transport Lines; Gene Hoff-
man. American President Lines. Ince and
Evans were the speakers, while Ed Harms
presided.

AUGUST • 1948

Page 85

Admiralty Decisions

By HAROLD S. DDBBS of San Francisco Bar

Shipowner and Repairman Freed of Liability

EVER SINCE the case of Seas Shipping Co., Inc. v.
Sieraki. previously reported in this column, the courts
have been flooded with a series of claims in the form
of admiralty suits in which owners seek the benefit and
protection of the rule announced in the Sieracki case.

The United States District Court for the Southern
District of New York recently had before it a case
entitled Ciojfi v. New Zealand Shipping Co., Ltd. and
Bethlehem Steel Company, respondents, in which How-
land Mutual Lumber Co. (hereinafter referred to as
"Howland") was impleaded as an additional respondent.
Mr. Cioffi was employed by Howland at the time of
his alleged injury. He brought suit against the respond-
ent New Zealand Shipping Co. (hereinafter referred
to as "New Zealand" ) and Bethlehem Steel Company
( hereinafter referred to as "Bethlehem" ) for damages
for personal injuries sustained as a result of alleged
negligence on the part of the respondents.

On the 26th day of May in the year 1941, Cioffi,
while descending to his work in No. 2 Hatch of the
Steamship Orari, fell through the booby hatch on the
lower 'tween deck to the bottom of the lower hold.
He charged that the passage was obstructed by loose
hatch covers and was inadequately lighted. The respond-
ents denied each and all of his charges.

There is no question but that Cioffi fell and was
injured. However, the question arises as to whether
he is entitled to recover damages, and if so, from whom.
The Orari. a reefer vessel, was owned and operated by
New Zealand. At the time of the accident and for the
month before the accident, she had been in Bethlehem
Shipyard in Brooklyn where Bethlehem was installing
new refrigerator compartments and new insulation
necessitated by torpedo damage, and also degaussing
work.

The Orari had three decks, main deck, upper 'tween
deck and lower 'tween deck, besides the lower hold.

Cioffi, a ship's carpenter for some twenty-eight years,
was an employee of Howland which, under a direct con-
tract with New Zealand, was engaged in doing certain
carpenter work on the Orari. On Cioffi's second day on
the ship. May 26, 1941, he had been working in No. t>
lower hold when he stopped for supper at 5 p.m., but
when he returned from supper at 7 p.m. he and several
other Howland men were told by their foreman that they
were to assist in the work in No. 2 lower hold. The
others following, Cioffi started for the lower hold
through the deck booby hatch down a ladder to the
upper 'tween deck and by way of another booby hatch
and ladder to the lower 'tween deck. Then, according
to his testimony, as he was about to descend through
the booby hatch down the ladder to the lower hold, he
stumbled against a loose hatch cover, which he could

Page 86

not see because it was dark there, lost his balance, and
fell to the bottom of the hold some twenty feet.

The court said that it was firmly convinced from the
testimony introduced by the libelant that his fall was
caused by having stumbled over a hatch cover or some
obstacle in his path which he did not see because of the
lack of sufficient light. The court reviewed the evidence
with respect to the quantity of the light available in
the booby hatch and concluded that there was no arti-
ficial light in the lower 'tween deck and that little
natural light was available in the lower 'tween deck.

New Zealand had moved the Orari to Bethlehem's
shipyard for certain repairs by Bethlehem. However,
the work that Howland, libelant's employer, was en-
gaged in was under a contract with New Zealand — not
Bethlehem — so that, at least, there was no contractual
relation between Bethlehem and Howland's employees
which imposed upon Bethlehem the duty of exercising
special care towards them.

New Zealand maintained aboard the Orari while in
Bethlehem' yard nearly a full crew, and the ship's master
or mates were alternately in charge and control of her
generally. In an effort to show that she was under the
control of Bethlehem, New Zealand referred to the fact
that members of the crew could not enter the shipyard
without permission of Bethlehem's gatekeeper, but this
permission was merely to enter the yard. Both Bethle-
hem's and Howland's employees had to have permis-
sion from the member of the ship's crew on watch be-
fore going aboard the ship.

Although there was come dispute as to just what
part of No. 2 cargo space Bethlehem's men worked,
the evidence is that they had finished their work in No.
2 at the latest on the morning of May 2A — more than
two days before the accident. Therefore, unless Bethle-
hem's men created or left a dangerous condition and this
condition existed up to the time of the accident, there
seems to be no ground for holding Bethlehem liable.
There is no evidence that Bethlehem's employees created
or left No. 2 cargo space in the dangerous condition
which existed at the time of the accident.

As I have already said, the doctrine that a shipowner
is under obligation to provide seamen with a seaworthy
ship has been extended to benefit that class of workers
known as "contract stevedores " who are injured while
working aboard a vessel. ( Seas Shipping Co. ) However,
there is considerable doubt from the cases decided since
that time, as to whether this doctrine of seaworthiness »
extends to contract repairmen as distinguished from
contract stevedores. In a recent New York case, the
court said that the shipowner owes a "business invitee"
a reasonably safe place to work. I venture no opinion as
to whether the classification is truly descriptive of the
libelant in this case.

There was testimony from the ship's third officer that
(Please turn to page 92)

PACIFIC MARINE REVIEW

less turn-around time

MORE

BOILER ROOM

EFFICIENCY

WILSON

m

Cleaners

Down time for tube cleaning . . .
low heat transfer efficiency . . .
both can bloat operating costs.
Fast and thorough tube cleaning
with Wilson Tube Cleaners pro-
vides extra operating economies
by cutting these costs.

That is why Wilson Tube Clean-
ers are used in ports all over the
world. Wilson Air-Driven Types
provide higher torque and
smoother power.. .Wilson Water-
Driven Types offer greater power
output at any operating speed and
pressure. . . . Wilson Electrically-
Driven Cleaners offer means of
cleaning tubes where air, steam or
water are not available at required
pressures. Result.' . . .

• Rapid tube clea»ing . . . faster
turn-around in port when tube
cleaning is necessary.

• Thorough tube cleaning . . .
better heat transfer and im-
proved boiler room efficiency at
sea.

There is a Wilson Tube Cleaner
for every marine tube from 1"
O.D. up. Call your local Wilson
Representative to help yoii select
the proper Wilson Tube Cleaner.

THOMAS C. WILSON, INC.

21-11 44TH AVENUE

LONG ISLAND CITY 1, N. Y.

CABLE: "TUBECLEAN," NEW YORK

WILSON

fUBE CLEANERS

IT HJ^^ ' FOR YOUR

PACKING PROBLEMS

A good practical prescription for packing
troubles is to specify Garlock. The three rod
packings illustrated are typical o£ the many
fine quality-controlled packings in the Garlock
line. Also specify Garlock gaskets and Klozure
oil seals for long, dependable service.

THE (;.\ULOCK P.\CKING COMPANY
PALMYRA, N. Y.
San Francisco Los Angeles

Seattle Portland

(UGUST • I 94

Page 87

Ocean-Coing Tug 'Relief"

Los Angeles Bilge Club. The
Club members called this the
bilge decl of the Relief as
they boarded for a tour of
the harbor.

Several members of The Bilge Club of Los Angeles
Harbor were recently guests of the San Pedro Tugboat
Company for a trip aboard the firm's latest addition to
its fieet — the ocean-going tug Relief, a 126 footer,
powered with 1200 hp Enterprise diesel engine. Captain
William McGillivray, Manager of the San Pedro Tug-
boat Company, and Duke Decker, Operating Manager,

were hosts for the trip around the Los Angeles Harbor
area.

Recently the Relief was engaged to tow two LSTs
from San Francisco to Orange. Texas, for the Humble
Oil & Refining Company. After this tow she returns to
her base at San Pedro.

The Relief at its San Pedro pier prior to the intercoastal to

''age

PACIFIC MARINE REVIEW

Pacific Argentine Brazil Line

Between Pacific Coast Ports and East Coast of South America

POPE & TALBOT,INC.

Offices
and Terminals

SEATTLE 4
TACOMA

PORTLAND 9

SAN FRANCISCO 4
STOCKTON
OAKLAND 7
LOS ANGELES 15
NEW YORK 6
PITTSBURGH 22
DETROIT 2
PHILADELPHIA 6
BALTIMORE 2
NORFOLK

SAN JUAN, P.R. 18

Foreign Agency - Offices
VANCOUVER, B. C.
CANAL ZONE
COLOMBIA
VENEZUELA
TRINIDAD
BRAZIL
URUGUAY
ARGENTINA

r

ITlyinc between the two lit lie,-^l markets of the world. l*a<ific Arfientiiie
Brazil Line presents an ideal opportunity for every industry to create new
markets. The PAB Line ( j)ioneered hy us in I926I operates new. modern
(%3 c-arfio vessels i(i7/i fast transit time . . . and oflers shippers the very
hest in terminal facilities with nioderti eipiipment for fast loadinii; and
unloading. If vou lotitem plate shipments to or from these markets,
contact our nearest office for sailing schedules and helpful information
to your shipping prohlems.

Limited passenger accommodations for those
uhn wish to travel teisiirelv on I' AH Ships

POPE & TALBOT LINES

EVKCI ri\ K OhKK K-

IKOHM \ si HI kl

^^^ I II vNci-

Foster Wheeler Appointments

Foster Wheeler Corporation h.is
announced three changes in its
sales staff.

H. B. Wallace, Jr. has been ap-
pointed manager of steam sales for
the corporation. He had been man-
ager of the New England territory

in Boston since Ills return from the
armed service.

A. F. Downham has been ap-
pointed manager of the New Eng-
land territory succeeding Mr. Wal-
lace. Mr. Downham was formerly
in the sales department of the

Pittsburgh office.

W. H. Hardie has become asso-
ciated with the New York Sales
office and will concentrate on the
sales of steam generators, pulver-
izers, superheaters and related prod-
ucts.

H. B. Wallace

A. F. Downha

W. H. Hardie

AUGUST • 194

Page 89

MARINE DEPARTMENT

AETNA INSURANCE CO.

MATHEWS & LIVINGSTON

PUEEN INSURANCE CO.

•

MARINE UNDERWRITERS

MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX FIRE INS. CO.

317 MONTGOMERY STREET . . SAN FRANCISCO

AUTOMOBILE INS. CO.

Offices at: Colman BIdg.. Seattle • 11 1 West 7th St.. Los Angeles

How to go Down a Ladder

Everybody knows how to go down a ladder. Or does
everyone? More than 10' ,' of the seamen injured by falls
last year fell from or on permanent sloping ladders, and
most of them fell while coming down.

One sure way to risk your neck is to go up or down

with both hands full of gear or stuffed into your pockets.
Another way is to pick up your feet and slide down the
rails. Those two practices are just asking for trouble, but
how about the man who keeps his feet on the treads and
his hands on the rails?

LUBBERLY
When a man goes down a ladder facing directly forward with
both his hands alongside his body as In this picture, he can
stumble forward or slip down quite a distance before his muscles
tighten up enough to hold him. In falling forward a man's grip
on the rail can be very easily broken.

SEAMANLIKE
By turning the body somewhat to one side and keeping one hand
above the body and one below, there Is much less chance of
falling forward. The upper arm Is nearly straight and ready to
take the strain as soon as a man starts to fall, and the hand is in
a good position to keep a firm grip on the rail.

LOW COST DIESEL-ELECTRIC POWER!

150 H. P. . . . Superior Diesel driven Deico 120/240 volt DC Generator 100 K. W.

$2500.00 ea.

instrument panel & switchboard Incl.

Ft. of Stanford St.

THE LEARNER COMPANY

diesel division

Alameda, California

Page 90

PACIFIC MARINE REVIEW

We can do

Bring your intricate machining and grinding to
our precision tool department — It's experts like
Ben Hochtritt, old time toolmaker (shown here-
with at chasing tap) who aid in building pres-
tige for General Engineering. Out of their
wealth of experience and skill comes the solu-
tion of your problem.

San Francisco — machine shops, pier facilities for gen-
eral repair.

Alameda — machinery, hull and industrial repairs — '/2
mile on Estuary with 2 marine railways;
floating dry dock, 10,500 ton capacity.

COMPLETE 100-PAGE BOOK IN COLOR. SHOWING
FACILITIES. UPON REQUEST.

GENERAL ENGINEERING
and DRY DOCK CORP.

EXECUTIVE OFFICES-
HOC SANSOME STREET, SAN FRANCISCO, CALIFORNIA

DADr^^ MARINE PAINT
rM\E>\^\J DISTRIBUTORS

INDUSTRIAL & MARINE
SUPPLIES

Belfing — Packing — Gauges

Valves — Fire Extinguishers

Hose — Steam Traps

Thermometers

Distributors for
PABCO MARINE PAINTS

R O S S M A N

INDUSTRIAL

SUPPLIES

truck assures prompt delivery
2500 Western Avenue
Seattle, Washington
Phone: SEneca 0260

COMPLETE

SHIP CHANDLERY

SERVICE

Prompt Service — Experienced per-
sonnel, offers choice of right
equipment for every need on all
Deck, Engine & Steward Supplies.

Distributors for
Pobco Marine Paint

MARDEN & HAGIST

Complete Ship Chandlery Service
1705 N.W. 14th, PORTLAND f, ORE.

COMPLETE LINE

OF

BRUSHES. MOPS.

CAULKING

COMPOUNDS.

AND OTHER

MARINE SUPPLIES

Distributor
Pabco Marine Points

Prompt delivery service
anywhere in Harbor area.

STANDARD
MARINE PAINT CO.

1545 W. Anaheim Blvd.

Long Beach, California

Phone 6-4251

STANDARD

DISTRIBUTING

COMPANY

271 Ninth Street

San Francisco, California

UNderhill 1-1014

Distributors tor
22 Yean ai

PABCO MARINE PAINTS

BRUSHES . . . SUNDRIES
PAINTERS' SUPPLIES
INDUSTRIAL PAINTS

AUGUST

19 4 8

Page 91

Exclusive Distributors for Plant Magnesia
Products

Manufacturers and Distributors of Plant
Packings

Also Distributors for Roybestos Manhattan
and B & W Insulating Firebrick

PLANT

ASBESTOS CO., INC.

Phone UNderhill 1-2874

Phone Ent. 10367

941 - Uth STREET

SAN FRANCISCO

OAKLAND

SAN JOSE

Aquatic Lady

Southern CALIFORNIA'S Largest

SHIP DISMANTLERS

LIBERTY SHIP EQUIPMENT

• MAIN ENGINE PARTS

• CONDENSERS

• REFRIGERATION

DIESEL GENERATORS

20. 30. 60. 75KW DC. 100. 1000KW AC.

TURBO-GENERATORS

60, 75KW DC. 1 50, 200KW AC.

DIESEL ENGINES

225, 900. 1700. 1800HP— GM & FM.
450HP twin, 900HP quad.

LST & LSM TYPE VESSELS

Suitable for cargo
Attractively Priced — Immediate Delivery

NATIONAL
METAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND, CALIF.

LOS ANGELES: NEvada 6-2571

Cable: NACOR

Due t(j visit the Olympic Games in London is Mrs.
Elsa Cordes, wife of John Cordes of Cordes Bros., San
Francisco. Mrs. Cordes is a former swimming champion
and represented Sweden in the 1912 Olympic Games as
Elsa Anderson. At present, she is visiting friends and
relatives in Sweden. Her plans are to return to the
United States via France, Finland and Sweden to New
York. Mr. Cordes plans to meet her there in October.

Admiralty Decisions

I Continued from page 86}

he went down into the lower 'tween deck immediately
after the accident and that there was no artificial light
there, but that as he was returning to get a flashlight,
he saw a portable electric light equipment on the main
deck near the booby hatch.

In view of the uncontradicted credible testimony that
electrical equipment was lying on the deck near the
booby hatch ready for use and available to libelant or
his foreman, the vessel owner ought not to be held liable
for any injuries sustained by Howland's employees be-
cause of their or libelant's failure to use the equipment
available for lighting the 'tween decks.

If the vessel-owner was responsible for the obstruc-
tion and the obstruction was a concurrent cause of libel-
ant's fall, the owner would be subject to liability, al-
though it may well be that had there been sufficient
light, libelant would have seen the obstruction and
avoided it. But there is no evidence that the ship's offi-
cers or crew had been working in No. 2 hold that day,
nor that they caused or had knowledge of any obstruc-
tion in the pathway to the booby hatch on the lower
'tween deck. ( When a shipowner surrenders control of
part of his ship to an independent contractor, his duty
as to the part surrendered extends only up to the time
the independent contractor assumes control.) Howland's
employees were working in the lower hold of No. 2
during the day; they passed up and down through the
same booby hatches without reporting any difficulty or
obstruction.

When Howland's foreman ordered the libelant to go
down to the lower hold to work he, the foreman, knew
or should have known that the lower 'tween deck and
lower hold would be dark and that artificial light would
be necessary not only to enable his men to find their
way down but also to carry on the work in the lower
hold. It was the duty of the foreman to have made use
of the electric light equipment which was lying on
deck near the booby hatch. The vessel-owner was not
responsible if Howland's foreman failed to use the
equipment which was at hand.

The court said that it could not give libelant a direct
judgment against Howland, his employer, because his
exclusive remedy would be by way of compensation
under the United States Longshoremen's and Harbor
Workers' Act.

Decrees were entered dismissing the libels and the
impleading petition.

Page 92

PACIFIC MARINE REVIEW

Stop Rust. . . and Save with

RUST-OLEUM

Rust-Oleum slashes maintenance costs 3 ways.
It's enduring protective coating seals metal
against rust-forming elements. Nothing equals
it as a positive, low-cost rust preventive!

^° "^ ; ate ne'^^^'^'Is pa'"'

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ng cole

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JAMES R. BOREN r

BOX 134
EMPtE CITY, CAl.

Reflecting 35 YEARS of

ENGINEERING
PROGRESS

• liiday, the boilers of
thousands of merchant
and naval ships of many
nations are fired by Todd
Oil Burners . . . fitting
recognition of successive
advances that have made
Todd the standard for
combustion equipment.

COMBUSTION EQUIPMENT DIVISION

I TODD SHIPYARDS CORPORATION

81-16 45th Avenue, Elmhurst, Queens, N. Y.

NEW VORK . BROOKLYN * ROCHESTER • HOBOKEN • NEWARK

PHILADELPHIA • CHARLESTON. S. C. • CHICAGO • BOSTON • SPRINGFIELD, MASS.
BALTIMORE • WASHINGTON • DETROIT • GRAND RAPIDS • TAMPA • GALVESTON
NEW ORLEANS • MOBILE - LOS ANGELES • SAN FRANCISCO • SEATTLE
rORONTO ■ MONTREAL ' BARRANQUILLA . BUENOS AIRES

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA
S. S. SANTA FLA VIA
S. S. SANTA LEONOR

These C-2 fast freight vessels, equipped with refrigerator
space, and limited passenger accommodations, together
with modern chartered tonnage, supply frequent service
between —

BRITISH COLUMBIA
OREGON

Mexico Central America

Ecuador Pern

WASHINGTON
CALIFORNIA

Panama
Bolivia

Colombia
Chile

SEATTLE SAN FRANCISCO LOS ANGELES
White Building 2 Pine Street 523 W. Sixth

SEneca4300 SUtter 1-3800 Michigan 7811

VANCOUVER

991 Hastings St., W.

PArific7271

PORTLAND

738 Mead Bldg.

CApitol 1013

USUST • 1948

Page 93

MOTOR REPAIRS...

Replacement Parts for All Types of Motors and Controls

Electrical

Shipboard

installations

of all types

24 hour service

MA

7 days a week

Phone BR 6448

Dynamic

Balancing

of Rotors

and Armatures

MARINE ELECTRIC CO

2121 N. W. Thurma
Portland 9, Oreqo

Book Review

SMALL BOAT ENGINE MANUAL, by C. Morgan
Jones, published by Cornell Maritime Press. Price $4.00;
268 pages.

This manual is a practical and complete guide to
small boat engine selection, installation, operation and
maintenance. The text is concise and there are many
illustrations of engines, engine parts, auxiliaries and
equipment. The book tells how to recognize symptoms,
make diagnosis and repairs on all types of gasoline and
Diesel engines commonly used in pleasure craft and small
fishing boats; and problems of the small boat operator
are answered in non-technical language. To facilitate
the use of the book, a complete index is provided.

Low Temperature ^ir Conditioning

iCoutniiied from page 4i)
ment temperature and air supply is of necessity large to
reduce the compartment temperature as quickly as pos-
sible. When storage conditions are reached, however,
this differential must be adjusted to conform to the con-
ditions initially established for the particular cargo.

By means of the psychrometric chart this importance
can be explained readily.

Referring to Fig. No. 2, point "A" represents 32 °F.
and 85^0 relative humidity, a given condition estab-
lished for citrus fruits. The dewpoint of the air at this
condition is 281/2 °F. (point "B").

Assuming that the air leaving the fan is saturated

at 28V2°F, the air quantity is balanced properly for the
load, and disregarding a possible rise in dewpoint due
to moisture absorption from the product, a 31^2° dif-
ference between air entering the coils and leaving the
fan would automatically establish the room tempera-
ture to 32° and 85*;; .

From Fig. No. 2 it may be readily seen that reduction
of the air temperature leaving the fan to a dewpoint of
25°F, point "C", would have the following results:

a. If air quantity is reduced to maintain 32°F, the
humidity would be less than 75' i and not 85' r' as
originally specified. If humidity in the compartment
shows 85' i, it is an indication that moisture from
the product has been absorbed by the air with a conse-
quent drying of the product.

b. If air quantity is not reduced but humidity is
maintained at 85' i, the dry bulb temperature would
automatically be lowered to 28i,'2°F instead of 32°F.
Result would be freezer burn on the product.

In both ( a ) and ( b ) , for simplicity reasons, lower-
ing of the apparatus dewpoint to offset moisture gain
in the compartment due to latent heat load has not been
taken into account.

From this analysis it is quite evident that, to maintain
proper temperature and humidity conditions in a com-
partment the operating engineer must adjust the air
leaving temperature to conform to the design require-
ment and adjust air quantity to suit. Adjusting air quan-
tity without regard to leaving air temperature may have
damaging effects on the product.

PSYCHOOMETniC CHIRT
FIG 2

Page 94

PACIFIC MARINE REVIEW

OVERHAULED, TESTED

AND SET WITH STEAM FOR —
ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

Thomas \, Short Company

245 Fremont Street

YUkon 6-0294

/9

MOOREMcCORMACR

A>IKIIM AX llEriBI.K S M!VE

Irii^hl aiul ras-.iif;.rSrrvir.- I.itw.fii llicEast
Coast of Lliiitrd Slati-B and the countries of
BKAZIL • I lU <;l AY • ARGENTINA
|>A4 IFI4 IIKIM IIMC «>i I.I.XE

rr.i^'ht and Passcnfirr Scrvi< r bi-twpon tlieWeat
Coast of Linilcd States and the countries of
HKAZIL . IJKIGUAY • ARGENTINA
AMEKI<'AI\ S< A:>Tir l>INE

Freifiht and I'assenscr Service liel»eeu the East
Coast of l!Mit<-d Slates and the countries of
NORWAY DENMARK S^X'EDEN

POLAND FINLAND RUSSLX

T /■'or complete information apply

MOORE - McCORMACK

140 CALIFORNIA STREET

San Franciico II. Calif.

530 WEST SIXTH STREET

Loi Angeles 14. Calil.

DEXTER-HORTON BUILDING

Seatlle 4. Washinelon

BOARD OF TRADE BUILDING

Portland 4. Oregon

744 HASTINGS ST. WEST

Vancouver. B. C.

1 -J l>

,„„ r,„rl liar
M. \l,..,r,-\U(

1

„,r l„
,„m,„k

III,,

, IM ./„,,

s,,./.,. t,,,„

l„,l

, II
,;l

,,,'rt

,tj:f) lr,„

,.;i :n.tn

.III

i,,l

\t,r,

hunt Man
,tt strong 1

,hilil,.S

nr must lie
n peace

in Pr,

■ipal Cil

tmmmij:

TERCO PRODUCTS CO. — West Coost Representatives
941 Howard Street, San Francisco 3. Calif.

ON THE PACIFIC

it's

EVERETT PACIFIC

Specializing in hull, electri-
cal, and steam and dietel
repairs.

A modern machine shop com-
pletely equipped for every
need.

I Precision performance on
every job.

SHIPBUILDING AND DRY DOCK COMPANY

EVERETT, WASHINGTON

SHIP REPA /R
& CONVERSION

10,500 TON
DRY DOCK

M. J. GIGY & ASSOCIATES

1 12 MARKET STREET. SAN FRANCISCO

MARINE AND INDUSTRIAL ENGINEERING AND EQUIPMENT

Representing

ALDRICH PUMP CO.
M. L. BAYARD & CO.. INC.
HYDRAULIC SUPPLY MFG. CO.
LAKE SHORE ENGINEERING CO.

Tel. YUkon 6-2803 & 6-2031

PIEZO MFG. CORP.

STRUTHERS WELLS CORP.

THE VAPOR RECOVERY

SYSTEMS CO.

BEEBE BROS.

TURK PRODUCTS CORP.

TREGONING INDUSTRIES, INC.

FRED S. RENAULD CO.

Nights, THornwall 3-4212

l\lautical Scientist Openings

An examination has been announced by the U. S.
Civil Service Commission for filUng Nautical positions
in Washington, D. C, and throughout the United
States, at salaries ranging from S3, 727 to S6,235 a
year. The majority of the positions are in the Hydro-
graphic Office of the Department of the Navy; vacan-
cies will also be filled in the Coast and Geodetic Survey,
Department of Commerce, and in other Federal agen-
cies.

No written test is required. To qualify, all applicants
( a ) must be graduates of the U. S. Naval, Coast Guard,
or National Maritime Academy or of a state maritime
academy, and must have had appropriate sea experience;
or (h ) must have had a combination of appropriate sea

experience and experience in the field of nautical science.
Education at a national or state maritime academy may
be substituted for the nautical science experience. For
the higher grade positions, applicants must have had
additional experience in the field of nautical science.
The examination announcement contains detailed in-
formation about these requirements.

Interested persons may obtain information and appli-
cation forms from the U. S. Civil Service Commission,
Washington 25, D. C, from most first- and second-
class post offices, or from Civil Service regional offices.
Applications will be accepted by the Commission's
Washington office until December 31, 1948.

Republic Electric Announces Marine Radio Department

Wen Garrett, president of Republic Electric Com-
pany, San Francisco, has announced a newly organized
marine radio department for servicing and installation
of ship radio equipment. This new division is in charge
of William Steel, formerly with Matson Navigation
Company and United Engineering Company; and as-

Republic Electric Company's control console of the ent
tainment public address system aboard S. S. Lurline.

sistants are Richard Dickson and Walter Amark.

Republic Electric's radio department will maintain
day and night service and will also take care of annual
inspection requirements of the Federal Communications
Commission.

William Steele, manager of new marine radio service department

of Republic Electric (left) and Wen Garrett, president of

Republic Electric.

Page 96

PACIFIC MARINE REVIEW

SPECIAL CARGO

OIL TANKS

Ea

CARGOCAIRE

REFRIGERATION

AMEKICA]\ PRESIDENT LIIVE<!»

'For rS years America's link uUh the Orient

SPEED • FREQUENCY • DEPENDABILITY

Bosfon • New York

Philadelphia • Baltimore
Officei and agents throughout the world.

HEAD OFFICE
311 California Street
San Francisco 4, Calif.

Washington, D. C. • Chicago

Los Angeles • Oakland

•This company and its predecessors.

HAVISIDEoCOMPANY

^hip L^kandlerd

SaiiWuL.

40 SPERR STREET

^nduitrlal Supplied

tJjerrick vSar^eS

^atvaae Kjperalion6

sfln FRflncisco. s

EXBROOK 0064

JL \9 \j ItAMj M ENGIIVEERIIVG CO.

PILOT MARINE CORPORATION. New York, N. Y.

Signaling, Commonlcating and Lighting Equipment

lENBIX MARINE PRODUCTS

PNEUMERCATOR CORPORATION (New York)

Gauqes: Liquid Level, Ships Draft, Pressure. Boiler Water Level

PLANT MILLS CURECTION INDtCATOR

AND ENGINEER'S ALARM

A. WARD HEMDRICKSON S CO.. INC.

Marine Lighting FintM/es and Special Equipment for Shipboard Use.

Synchro-Master

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING .. . POWERIOAT EQUIPMENT . . . SOUND
POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

GArfield 1-8102

SAN FRANCISCO

115-117 Steuart Street

KEEP CARGO %

Alco
Detroit

Electroroatic
Henry

Weatherhead
Kerolest

Ranco

White Rodgers

Detroit

Marshalltown

Gauges

Therxnometeri

Brunner

Frick

Globe

Dole Cold Plates

Condensers

Cooling Coils

REFRICERRTION

IS STEUART STREET

Also, exclusive refrigeration distributors of
EutecRod Weldrods.

COMPONENTS

SUtter 1-5694

^AN FRANCISCO S

Impro ved

Combustion

in

Oil Burning

Equipment

is certain

to

result with

Liquid FLO-RITE
DUAL FUEL OIL
CONDITIONER

CHEMICAL
PRODUCTS
FOR POWER
EQUIPMENT

Write for bulletin on this NEW
Chemical product for power
equipment.

GARRATT-CALLAHAN
COMPANY

of California

148 Spear St., San Francisco 5

Warehouse Stocks

Portland Seattle Los Angeles

People Who Know
USE DEVOE

WALL ROPE

B & L BLOCKS

GETTY
HARDWARE

WEEKS-HOWE
EMERSON CO.

Ship Chandlers

EXbrook 2-2681
2S5 MISSION STREET
SAN FRANCISCO 5

KEEP POSTED

New Equipment and
Literature for Yard,
Ship and Dock

Drum Pump For Volatile
Eiquids Eliminates
Evaporation

The General Scientific Equip-
ment Company of Philadelphia re-
cently announced a self-priming
drum Pump for alcohols, paint
thinners, light oils and other vola-
tile liquids, equipped with a posi-
tive shut-off valve that is absolute
protection against evaporation
losses. Its maximum capacity is 15

gallons per minute.

The No. 750 pump has no pistons,
rings or leathers; no rotating parts
to stick or wear. The special dia-
phragm is a heavy cord-fabric vul-
canized between synthetics. It does
not dry out, swell up, rust or cor-
rode and is unaffected by petroleum
products, alcohol and most other
fluids.

A handy fill-spout makes it easy
to fill measuring cans and con-
tainers. All waste is prevented by
an automatic drain back whicli
completely drains hose and pump
when handle is lifted. A locking
link, near the middle of the handle, I
can be used to prevent use of pump ■
by unauthorized persons.

Sumco Products Issues
Handbook

The Sumco Products Handbook, ;
issued by Sumco Products, Inc.,
Brooklyn, manufacturers of chem-
ical cleaners for marine use, consti-
tutes a simple, authoritative and at-
tractive approach to shipboard
cleaning problems. In clear and un-
derstandable terms, this compre-
hensive handbook deals with the re-
moval chemically of sludge, fire
scale and water scale, and general
ship cleaning.

New and improved methods of
shipboard cleaning are described in.
this handbook, and the most fre-
quently used conversion tables,
pumping temperature charts and
pipe dimensions are included.

KEEP POSTED

The details of new equipmen+ or the new literature announced In this department will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansome Street ... San Francisco
Send me descriptive data of the following new equipment or literature as reviewed in

(Identify by name of manufacturer and catalog)

BUSINESS..
ADDRESS.

Page 98

PACIFIC MARINE REVIEW

GENERA L VO YA GE REP A IRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Complete Welding Facilifies
CAVANAUGH MACHINE WORKS

i FRANK CAVANAUGH - GENERAL MANAGER
<t20 East B Street. WILMINGTON. CALIFORNIA Phones: TErminal 4-5219. TErminal 4-5210

MARINE SPECIALTIES

ALLENITE SOOT ERADICATOR

ALLENCOTE REFRACTORY COATING

BUHERWORTH TANK CLEANING SYSTEM

COFFIN PUMPS

FLEXITALLIC GASKETS

FRANCE METALLIC PACKING

KOMUL ANTI-CORROSIVE COATING

LESLIE REGULATORS & TYFON WHISTLES

MULSIVEX, OIL & GREASE REMOVER

SANDUSKY CENTRIFUGAL CAST LINERS

SCALETEX, WATER SCALE REMOVER

SEA-RO PACKING

1

HOUGH & ECBERT CO.

311 CALIFORNIA ST. • DOuglas 2-1860 • SAN FRANCISCO

Representing

WALTER KIDDE & COMPANY, INC.

Rich Smoke Detecting System

Lux Fire Extinguishing System

Selex-zonit Fire Detection System

AMERICAN ENGINEERING COMPANY

Steering Gears • Deck Machinery

Vapor Car Heating Company Service

HOUGH Patent Boiler Feed Checks • LANE Life Boau

SCHAT Davits

CORDES BROS.

)avit St. San Francisco 11, Calif. OArflold 1-S3S5

CONSULTING ENGINEERS • MARINE SURVEYORS

SURVEYORS TO BUREAU VERITAS

MARINE DISTRIBUTORS FOR SHEROLITE PRODUCTS

FOR NAT-LEA-KENNEDY ASSOCIATES

~

The kherwood Systems
of Ship Construction

There is an hherwood System for every type
of mercantile vessel

Eminently suitable for Oil Tankers ....

Designers and Specialists in Hull Construc-
tion and Reconversions

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED
4 Lloyds Ave.. London E.C.3 17 Battery Ploee. New York

w Rms-corasioNS

MAIN 3122 's'„;^r;

Two places to serve you

PIER 66, SEATTLE 1, and WINSLOW
N|0 JOB TOO SMALL — NO JOB TOO BK5

COMMERCE SHIP REPAIR

J. Featherstone E. A. Blacl

iopeller Design

• Save Fuel

• Increase Speed

• Eliminate
Vibration

Send us your prob-
lems ... we special-
ize In propeller de-
sign,

ILLIAM LAMBIE, Naval Architect
216 East C Street Wilmington, California

AMBIE PROPELLERS

Morrison & Bevilockway

ESTABLISHED IN ItfO

MARINE PLUMBING
STEAM FiniNG 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 166 Fremont St.

Telephone DO 2-2708-09 San Francisco

At NIgbt Call Jordan 7-2252— aurfingome 3-1712

&UST • 1948

Page 99

1 HYET and STRUCK

STANCHIONS

Cut Down
A ccidents
and Repair Costs!

Sling-load of lumber moving inboard

ogainst stanchion on intercoastal

freighter.

HYET and STRUCK ENGINEERING Go.

SHIP REPAIRING & MACHINE WORK
EX. 2-3508

425 Folsom Street

Son Francisco, California

Designer Had a Reason

(Continued from page 4S)
not applicable and can not be produced at a profit, he
has failed in spite of the fact that he may have the most
perfect machine that has ever been conceived. Third,
integrity is an important characteristic. You may find it
possible to accept a stupid, dull or lazy individual, but
never the untrustworthy. Fourth, you must have loyalty,
it having been acknowledged that loyalty is a two way
road and that his loyalty, is to be returned in equal part
to match his contribution. Fifth, it is important that he
have soundness of judgment. It is acknowledged that
soundness of judgment is developed by experience. He
must not be erratic. He must have no prejudices. He
must be modest and have a good amount of common
sense.

In conclusion, we can say that diesel design is not an
exact science any more than most mechanical design can
be classified as an exact science. The designer can be
considered as a craftsman of high order and one who,
through experience, judgment and experimental data, is
able to design a product from information that is woven
into rational rules and applied in a consistent manner.
The application and use of such information at his dis-
posal should indicate conclusively that for what he has
done the designer had a reason.

THE KELVIN-WHITE
COMPASS

The steadiest com-
pass for any vessel,
sail or motor.

Wr/fe for descriptive circohrs.

KELVIN & WILFRID 0. WHITE CO.

4645 Faculty Ave., Lenq Beach 8, Calif.

BOSTON NEW YORK BALTIMORE

90 State St. 38 Water St. 146 N. Gay St.

hw Wilmington Quarters for Frank Groves Co.

Frank Groves, president of the Frank Groves Com-
pany, announces that effective September 1 the firm's
Los Angeles Harbor oflSces will be open in new and
larger space at 520 No. Avalon Boulevard, Wilming-
ton, California.

Stevens Institute Begins
nm,m Research Project for Kavy

The Experimental Towing Tank Laboratory of Stev-
ens Institute of Technology will begin work immediately
on a new research project under the auspices of the
Office of Naval Research for the Bureau of Ships. Dr.
Kenneth S. M. Davidson, director of the laboratory,
announces.

The project is on control and maneuverability of free
bodies and is a continuation of work on basic hydro-
dynamic problems which was begun during World War
II for the Navy. Models of ships and of submerged
bodies will be used in the tests.

ujnnTED

12 SECONDHAND LIFEBOATS IN GOOD CON-
DITION. APPROXIMATELY 28 FT. LONG AND
500 CUBIC FEET CAPACITY.

NEDERLAND LINE

351 California Street

San Francisco, California

GArfield 1-0387

Page 100

PACI FIC MARINE REVIEW

mFmine

RfVltUI

r^-'-

SEPTEMBER 1948

'^

■i. '•-

Jition to our prewar organization at Davao,
•sntly established bodegas at Tacloban, Cebu
fiaon as well as an office in Manila.

■tin the final analysis, is the true measure of any rope.
iJility-controlled rope like Columbian Tape-Marked depends
ir monila fibre . . . durability . . . strength . . . flexibility
ir the Organization that produces it.

s 'hilippines where the finest manila fibre is produced,
^i^3T\ resident buyers select the finest crops of the abaca
rj- fibre is then delivered in bales or "bultos" to Columbian's
3t egos (grading and packing plants) in Mindanao, Leyte,
;d Luzon.

There is no finer rope!

Under strict Columbian supervision, the fibre is cleaned, cut,
graded and baled for shipment by expert Filipinos. Finally, after
due inspection by government officials, the bales are sent to the
cordage city — to Columbian's plant at Auburn, N. Y.
Here under the same quality-controlled standards, Columbian
produces the famous Tape-Marked Rope — the rope of the
nation. On land and sea . . . and in the air . . . where
dependability is vitally essential, quality-controlled Columbian
Tope-Marked pure manila rope is the choice of men who know.

COLUMBIAN ROPE COMPANY

400-90 Genesee St., Auburn, "The Cordage City", N. Y.

"■^.

k

. NINES

Publisher

DeROCHIE

>lsslstanf
Publisher

OUGLAS MacMULLEN

editor

|l. DeROCHIE, Jr.

/Isslstanf
Manager

ROTHY GRAVES

>1ssiston» to
Editor

IL FAULKNER

Poelfic Coasf
Advertising Mgr

ID J. DeROCHIE

Los »n9eles
Advertising-Publicity

dRGE W. FREIBERGER

lj)S ANGELES OFFICE
Ishire Blvd., Beverly Hills
hone— BRadshav/ 2-6205

.N

SAN FRANCISCO
lephone— GArfield 1-4760

Iscripfion rafes:

I year, $2.00; two years,
fhree years. $5.00; for-

|$t.00 additional per year;
copies, 25c.

TABLE OF CONTENTS SEPTEMBER. 1948

Editorial

By George H. Harlan

By Arthur Ward

Homeward Bound .....

Mountain Climbing — and West Coast Shipyards

By T. Douglas MacMullen
Army's Diesel Transports for Inter-Island Service
Liberty Propeller Shaft Solutions

The Navy's Postwar Shipbuilding and Reconversion Plan
Submarine Naval Architecture By A. I. McKee

National Defense as Related to Port Authorities
The Selma Salen ....■■

Safety in Ship Repairs By W. A. H.irrington

S. S. Prince George ....•■

1,700-Mile Tow

With the Port Engineers

Port Engineer of the Month C. P. Snively

Los Angeles-Long Beach Meeting

Application and Performance of Bottom Paints

Engineer of the Month: George Barr

Low Temperature Air Conditioning for Perishable Cargoes on Ships

By John F. Kooistr.i
On the Ways' ......•■

A Victory for China — Another First for Bethlehem

The Castle Line on the West Coast
Coast Commercial Craft

LSM to River Tow boat

The Frances — A Tug Owner's Yacht

Pacific World Trade

George Schmitz New Jr. World Trade Association President

Gift from Montc\ idco to Monte\idco

Exports and Imports, By Countries, 1947
Marine Insurance ..■•■■

The London Letter
News Flashes ....■•■•••

Running Lights .....■■•••
Keep Posted ......■■••

43

44
45
48
52
53
56
57
60
63
65
66

70
71

73

75

77

78
82
106

PUBLISHED AT 500 SANSOME STREET

SAN FRANCISCO 11. CALIFORNIA

LKE practically every major vessel built or rebuilt
in the last ten years, the newly reconstructed
Matson Line flagship Lurline also has her luxurious
interior protected by the safety of Johns-Manville
Marine Materials. Panelling throughout the ship is
J-M Marinite and Marine Sheathing. And, J-M
Acoustical Units keep dining rooms and public
spaces quiet — free from disturbing noises.

Marinite, the modern fireproof joiner panel, is an
asbestos product requiring only a minimum of up-

lohns-Manville

keep. It is light in weight, vermin-proof and has
low heat and sound conductivity. It is furnished
ready for painting or with almost any type of finish,
such as fine wood veneers, metal or hard abuse-
resisting Marine Veneer. Waxing the latter finish
eliminates the need for paint.

Johns-Manville Marine Materials are described in
brochure TR-55A. Write Johns-Manville,
Box 290, New York 16, New York, for
your copy.

131

— ~ & MARINE SHEATHING

Page 42

PACI FIC MARINE REVIEV

umuu mu

Dor over a quarter of a century, from I91H to 19 i6, there appearetl on this
page of the Pacific Marine Review the constructive messages on maritime
industry problems by Alexander Dickie. He passed away August 17, a well-
loved citizen and an authoritative editor. Born in San Francisco in 1877 and
graduated from the University of Cali-
fornia, class of 1898, Mr. Dickie spent
an apprenticeship in the shops of the
Union Iron Works (now Bethlehem
Steel's Shipbuilding Division). His
father, George W. Dickie was general
manager of the Union Iron Works and
his uncle, James Dickie, was manager of
the shipbuilding division. Always inter-
ested in ships and in everything relating
to ships, he was the author of many an
article of historical importance on the
subject, and collaborated on many books.
He was a member of engineering and
historical societies, and of the Engineers
Club of San Francisco, for the former of
whom, during the years, he performed important tasks, not the least of which
was the checking of University curricula in engineering courses.

A long-time Elder in the First Presbyterian Church of Berkeley, he needed
no "lights along the shore" to guide his way. He was possessed of an inner light
that was entirely ample for his needs.

To Mrs. Dickie, the sons and grandchildren, all sympathy. The pillar of
Strength is gone, but the pillar of Faith remains.

"Anchored fast by the heavenly shore
With the storms all past forevermore."

PTEM BER • 194

Page 43

Mountain Climbing

And llest Coast Shipyards

(Editorial)

MAYBE we are too good at climbing. We get to the top and gaze around, and maybe sit
down, and prepare to boast of the accomphshment, for the hard part seems to be
over. Many business firms, civic groups and individuals coast along on past records and
neglect the present and future.

There have been some great achievements m shipbuilding in the West, dating back
into the last century. Both private yards and Navy yards have built fine ships and developed
some fine marine equipment, and during the last war Pacific Coast yards far outstripped the
rest of the country in the number of cargo ships built. In these days when almost any ship
contract is newsworthy, it is hard to realize that the Pacific Coast produced 502 ships
more than the Atlantic Coast. The figures were 145 for the Great Lakes area, 987 for Gulf
Coast, 1,790 for Atlantic Coast, and 2,292 for Pacific Coast. Quite a record! We boasted
about it then, and we still boast, but more faintly. We haven't done much about it lately.

There are many groups in this Western land that specialize in enthusiasm, but in the
clamor for new industries they are neglecting some old ones — old ones that are important
to the welfare of the West and the Nation. Shipbuilding is one of these, and the ship-
building industry needs the support of City and State Administrations, Chambers of Com-
merce, civic clubs, labor and the general public.

The importance of keeping West Coast shipyards active in building operations is well
known to the Defense departments, and they do their share in distributing the repair and
conversion work, and the Navy is putting some construction work in its West Coast yards,
but construction forces in private yards also must be kept intact. The present great splurge
of tanker construction may overflow the eastern yards and reach the West, but the elements
of cost — labor and availability of materials — keeps the big long-time jobs in the East. The
6 per cent differential in favor of Pacific Coast yards, which the Maritime Commission
must take into account where the operator has its head office on the Pacific Coast
and the vessel is to be used in foreign trade from Pacific Coast ports, and which many think
of as protecting western interests has but little present importance. One leading ship-
builder suggests that the actual difference in costs is at least 1 3 per cent.

At a recent convention of port authorities a plan was set in motion whereby the
force of public opinion would be brought to bear for the prevention of port tie-ups. A
similar plan should be devised in behalf of shipbuilding. It is time that western Mayors
and others in high positions were made to realize that shipbuilding, ship operating, insur-
ance, finance, and world trade, on which their cities live, need great and continuing effort
on their part. Obstacles to shipbuilding and shipping in the West should be removed.
Instead of just glorying in the past and hoping for the future of their ports, they should
be marshalling public opinion in behalf of a continuing climb. When the going seems easy
it's well to make sure we're not going downhill.

Page 44 PACIFIC MARINE REVIE\A^

CI-MAV I before conver

By GEDRGE H. HARLAN

N JUNE of 1948, the Army Transportation Corps at

the Seattle Port of Embarkation called for bids from
Lunerous Pacific Coast shipyards for the conversion of
wo diesel driven freight vessels of the coastal type to
Tiall Army Transports for inter-island passenger and
■eight service. The successful bidder for the job was
loore Drydock Company of Oakland, and at the present
mc that firm is busily engaged in making all necessary
.movals preparatory to making the re-arrangements re-
uircd by the conversion. The plans and specifications for
K- work were prepared in New York and Washington
y the design section of the Office of the Chief of
ransportation.

The two vessels, the Check Knot and the Acorn Knot,
re typical ClAlAVl ships of the U. S. Maritime Com-
iission design, and both are powered with Busch-Sultzer
icstl engines which develop 1700 horsepower each. The
Icon! Knot was built by the Walter Butler Corporation
f Duluth, Minnesota, in October 1945. She was origi-
.illy .issigned the name Alexander R. Ninini^er. Jr. but
• as later rechristened, her present name being substituted
) remain in keeping with the christening scheme of the
■alance of the vessels of her class built by the Maritime

ommission and operated by the War Shipping Adminis-
raiion. The Check Knot was built by the Southeastern
■hipbuilding Company of Savannah, Georgia, receiving

bottle of champagne across her bows in June of 1945.

|EPTEMBER • 1948

The Acorn Knot, at the beginning of the conversion,
was withdrawn from regular Army freight duty and
assigned to the conversion program, and the Check Knot,
having been previously laid up by the Maritime Commis-
sion, had to be re-commissioned and returned to active
.service before being made available for her assignment.

Particulars of the Check Knot and the Acorn Knot:

Length Over All 338'-8y8"

Length Between Perpendiculars .t21'-4"

Breadth, Moulded 50'-0"

Depth, Moulded 29'-0"

Gross Tonnage ( Prior to Conversion ) 3,805

The present conversion of the two vessels is somewhat
extensive, and goes beyond accomplishment of work
which is necessary to comply with the rules and regula-
tions of the United States Coast Guard, Marine Inspec-
tion Service, and the American Bureau of Shipping. The
vessels will be, upon completion, equipped to carry not
only Army enlisted and officer personnel, but dependent
women and children as well. Every effort is being made
to render the ships comfortable from the passengers'
standpoint with substantial furnishings which will be
useful, convenient, and artistic, while at the same time
safe under all conditions for the passengers' use. The
vessels will be comparable in quality with their larger
sisters in the Army's fleet, the General Simon B. Rnckner.
and the David C. Shanks, and will be the smallest fully

Page 45

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converted transports afloat.

The CI M AVI type vessel as designed by the Maritime
Commission is not equipped to carry passengers. There-
fore, in order to accommodate passengers in suitable
quarters, these vessels must, of course, undergo extensive
alteration as to arrangement, ballasting, and addition of
mechanical features.

The conversion only slightly changes the outward ap-
pearance of the vessels. Some additional housing has
been added to the main deck, and the mast between
hatches numbers two and three has been removed, to-
gether with all winches, booms, and associated fittings.
Because the cargo carrying spaces have been materially
reduced, and the space assigned for other uses, the need
for the present complement of cargo gear no longer exists.
Hence only the foremast, with booms serving hatches
numbers one and two, and the kingposts located just for-

in the areas outboard of the raised longitudinal deck
girders, and will serve as a promenade for passengers.
Recessed wells in the outboard railing will be provided
opposite number three hatch, port and starboard, to pro-
vide for the two new aluminum accommodation ladders.
Two new additional sixty-six person lifeboats in gravity
davits will be installed on either side of the main deck to
take care of the increase in number of persons carried on
board as per U. S. Coast Guard requirements for pas-
senger vessels.

In way of the mast removal between hatches numbers
two and three, a deck hou.se will be built which will
house a stair lobby, a smoking room, and the main lounge.
The area between the hatches will be materially in-
creased in length due to the cutting in size of both of
the hatches. These new public rooms, placed in an ad-
vantageous location on .1 spacious deck, will be the

General Lester Takes Over at S. F. Port of [mbarkation

Major General fames A. Lester, former Chief of
Staff, Eighth Army, was recently assigned to command
of the San Francisco Port of Embarkation, succeeding
Brigadier General Neal H. McKay, who has applied
for retirement because of ill health.

A distinguished combat officer of both World
Wars, General Lester was Assistant Commandent of
the Field Artillery School at Fort Sill, Oklahoma, at
the outbreak of World War IL In March 1942 he be-
came Commanding General of Division Artillery of
the 2-4th Infantry Division and joined the Division
in Hawaii as a Brigadier General, remaining in this
ct)mmand until the end of the Hollandia Operation in
Dutch New Guinea. He was then assigned as Com-
manding General, XIV Corps Artillery and saw ac-
tion in the Solomon Islands (Bougainville) and in
the liberation of Luzon. He was promoted to Major
General in March of 1945.

From June 1945 until December 1945 General
Lester served as Commanding General of the Philip-
pines Constabulary and was awarded the Distinguished
Service Star of the Philippines by the Commonwealth
of the Philippines. He headed the 24th Infantry Di-
vision from December 1945 until January 1948 when
he was named Chief of Staff, Eighth Army.

Colonel Fenton Jacobs, who has been in command
of the San Francisco Port of Embarkation since Gen-

eral McKay became ill last May, has been promoted
to Brigadier General and continues as Deputy Com-
mander of the Port.

ward of the bridge, with booms serving hatch number
three, remain.

No alterations have been made to the crew quarters
located in the deck house at the after end of the ship,
with the exception of the removal of the officers' dining
salon from the poop deck to the second deck. The area
from which this room has been removed will be altered
to serve as quarters for additional permanent crew mem-
bers who have been added to the vessel's complement to
handle the passengers which will be carried.

The main deck, open to the weather between the
forecastle and the poop, a distance of approximately two
hundred feet, will be wood covered over its entire length

nucleus of a pleasant recreation center for the passengers.
Numerous fan rooms and booby hatches dot the main
deck, the former housing the additional ventilation units
for passenger quarters and public rooms, and the latter
providing ready access to the life saving equipment on
the open deck.

The second deck, which is in a comparable kx'ation
with the 'tween deck of a freighter, will be completely
revamped to provide for accommodations for twenty-six
cabin class passengers and eighty-one troops. Compart-
ment number one will be divided, and forward and

(Please luni to page 96)

SEPTEMBER • 1948

Page 47

^cj^ent<f 'Pno^ieiiefi S^^tSoiutta^t^

THE February Pacific Marine Revieic contained an
article dealing with the corrective measures devised
by the American Bureau of Shipping for the faults devel-
oping in Liberty ship rudders. In other issues there have
appeared from time to time references to welded plate
faults. The American Bureau has now come up with
suggested solutions to the cracking of propeller shafts
in Libertys and the Todd Shipyard at San Pedro has fur-
nished a fine set of photographs of an installation con-
forming to the American Bureau's suggestions.

The record number of failures at sea of tailshafts on
Liberty vessels is quite abnormal and is a matter of con-
siderable concern to all interested parties. During a 12-
month period, March 1947 to March 1948 1,017 shafts
were examined and of this number 224 or 22 percent
had to be renewed for various reasons. The American
Bureau of Shipping has made a detailed study of these
failures and states that the natural frequency of the pro-
pelling system has been determined on the Liberty type
ships. It has also been found that the vibratory torsional
stresses set up at the critical revolutions for the third
order harmonic are of sufficient magnitude to contribute
to the failure of the propeller shaft if the engine is oper-

ated for a sufficient length of time at or near this speed.
In addition to Bureau tests the Burmeister & Wain Co.
has made available the results of several other tests and
these indicate that the third order peak will occur on
different ships at slightly varying revolutions but for ves-
sels with engines located amidship and fitted with the
original built-up crankshafts and solid bronze propellers
this peak will occur within the range of 74 to 78 r. p. m.

The failures occur at the large end of the propeller
shaft cone which is the point of maximum stress con-
centration and the Bureau has investigated a number of
methods for reducing the stresses. Some of these pro-
posals have been discarded as being impracticable for
various reasons but should any of the owners develop
methods for overcoming this condition which they feel
will be more advantageous than the methods suggested
the Bureau will be pleased to consider such proposals and
make available to the owners such technical data as may
be of assistance in their development.

As a result of the study the Bureau recommends that
steps be taken as outlined below.

( 1 ) Sealing arrangetiient. — Existing arrangements
for sealing the propeller shaft have not proved entirely

Proposed line shaft. If this solution is tried and if line shaft A is used, two sections of existing line shaft will be removed, two
new line shaft bearings will be installed, the design of the new bearing may require foundation changes, and the allowable

speed will be 72 R.P.M.
If line shaft B is used, three existing sections will be removed, no change in bearings will be required, and the allowable

speed will be 74 R.P.M.

Page 48

PACIFIC MARINE REVIEW

Crankshaft Counterweight,
This solution requires that a
counterweight be fitted to
each of the six webs of the
main engine crankshaft. The
weight of each counter-
weight is about 3,600 lbs.
of cast iron and 600 lbs. of
type metal.

satisfactory. If sea water has access to the steel shaft the
endurance hmit of the material is appreciably reduced
and failure may result from corrosion fatigue. There
have been numerous failures from this cause and the
Bureau feels an outside packing gland should be fitted
when the propeller shaft is next drawn for examination.
The space in the counterbore should be filled with red-
lead putty or some similar compound. Typical seals of
this type are illustrated in section .i7 of the rules.

( 2 ) Key and keyiiay. — It has been found that the
fine cracks caused by ordinary fatigue are very difficult
to detect by normal visual examination so it is suggested
that magnetic powder testing or other positive means
of detection be used when existing shafts are drawn
for inspection. The keyway and adjoining areas should
be examined with particular care.

Since tool marks, nicks, scratches and the like all act .is
local stress raisers care should be taken to see that all
such marks are carefully removed or blended into the
shaft contour. All sharp corners on the keyway should
be removed by grinding. There has been evidence of the
key bearing excessively at the sides at the forward end of
the keyway in a number of cases and it is felt that this
condition should be relieved by slotting the key longi-
tudinally for several inches or by other suitable means.

( 3 ) Engine speed and peak stresses. — As stated
above the magnitude of the third order critical is suffi-
cient to contribute to eventual failure of the propeller
shaft if the engine is operated for a long enough time
at or near the peak. In order to alleviate this condition
it is suggested that one of the following steps be taken.

(a) Reduced revolutions. — Unless satisfactory steps
are taken to alter the present propelling system, owners

and operators of vessels classed with the Bureau are
requested to issue instructions to limit the engine speed
to a maximum of 66 r. p. m.

( b ) Neil' propeller. — A propeller designed to ab-
sorb increased horsepower at 66 r. p. m. will provide
higher ship speed than the present propeller at this
r. p. m. The WR" of the propeller is not particularly
critical so that the natural frequency of the system can
be raised only slightly by decreasing the WR" of the new
propeller. The limiting factor in this method is the
torque that can be safely transmitted by the shafting.
This limits the maximum horsepower to 2,200 IHP at
66 r. p. m.

( c ) Flywheel. — The natural frequency of the system
can be lowered by fitting a flywheel at the after end of
the engine. With a flywheel having a WR' of 16 mil-
lion pound-inch' the torsional stresses can be reduced suf-
ficiently to operate the engine at the maximum designed
speed of 76 r. p. m. without other changes. The size of
the flywheel may be reduced by fitting counterweights to
the existing crank webs.

( d ) Larger iineshaft. — The natural frequency of the
system can be raised by fitting lineshafting having a
larger diameter than tlie original shafting. The allowable
engine speed can be raised to 72 r. p. m. by replacing
two sections of the present 13'2-inch Iineshaft with 17-
inch shafting, with no other changes in the main drive.
This arrangement will permit normal operation in those
services where 68-69 r. p. m. loaded, and 70-72 r. p. m.
light, have been usual. By further modification along
tiiese lines, the full design speed of 76 r. p. m. can be
obtained if desired.

( 4 ) Periodical propeller shaft examinations. — A

SEPTEMBER • 1948

Page 49

4. Flywheel and gear on lathe in shop.

5. Flywheel installed on ship— aft end looking torward.

6. Flywheel installed on ship— forward end looking aft.

7. Graph Instrument forward of main engine.

8. Graph Instrument forward of main engine.

9. Graph instrument aft of thrust bearing.

10. Graph mstrument aft of thrust bearing.

11. Graph instrument forward of stern tube— shaft

Page 50

PACI FIC MARINE REVIEW

ear ago the period between propeller shaft surveys for
iberry type vessels was reduced from 3 to 2 years. On
he occasion of the next propeller-shaft examination the
ecommendations in ( 1 ) and (2 J above should also be
arried out. Where changes have also been made in ac-
ordance with (3) {b), (3) (c), or (3) (d), the
hafts may be returned to the regular 3-year schedule,
inhere no changes have been made to the propelling
jfStem the engine should be operated in accordance with
3) (ii) above and the period between propeller shaft
xaminations should not exceed 2 years.

While the above recommendations are considered by
he Bureau to be of primary importance, study also de-
eloped several other suggestions which may be of inter-
st to the owners.

When new propeller shafts are fitted it would be desir-
ble to increase the keyway fillets to at least yV.-inch
adius, to break all sharp corners and to provide a good
lachined finish. The keyway should be shortened, with
t least 2 inches clearance between the end of the liner
nd the start of the keyway. It is also recommended that
he key be relieved at the forward end, as described in
2) above, and that the forward key retaining screw be
liminated.

Instructions should be issued to reduce speed when

pcing occurs, in order to avoid the high stresses to which

hafting is subjected under racing conditions in heavy

/eather. It is suggested that a governor may be helpful

I this connection.

It is suggested that periodic checks be made to main-

in reasonably gocxi division of power not only between
ylinders but also between top and bottom ends of each
ylinder, as it has been found that some engines are
ladly out of balance and this may have been a contrib-
ting factor in some instances of propeller shaft failures.

Liberty colliers with machinery aft do not require any
hanges in the main drive and may be operated at the
'esigned rpm. On the occasion of the next propeller-
haft examination, however, the sealing arrangement
hould be changed to the outside gland referred to in ( 1 )
bove. The propeller shafts on these vessels may be re-
urned to the regular 3-year survey schedule immediately.

I The Todd Installation on the SS John Goode

In anticipation of the action taken by the classification
ociety in order to maintain the designed speed of the
.iberty ships, Todd Shipyards Corporation authorized
ibbs & Cox, naval architects, to make a complete study
nd prepare plans for the approval of the American
Sureau of Shipping for these various recommendations.
The first recommendation to be used was the installation
>f the flywheel installed on the main engine line shaft at
he coupling between No. 6 main bearing and the thrust
)earing. The size and weight, determined by calculations
rom torsiograph curves, was subsequently approved by
he American Bureau of Shipping and the U. S. Coast
uard.

Todd Shipyards Corporation, Los Angeles Division,
as engaged to install a flywheel on the SS ]nhn Goode,
Liberty tanker recently purchased by the World Wide
'ankers, Inc. of Los Angeles and Seattle, a wholly owned
bsidiary of Time Oil Company. The flywheel was in-
talled on the SS John Goode, using drawings furnished

by Gibbs & Cox whicii complied with regulations and in-
spection by the American Bureau of Shipping and the
U. S. Coast Guard.

The important parts being castings, patterns were
made for the following; flywheel, worm wheel gear, and
the turning gear pedestal. The rough weight of these cast-
ings aggregated 19,930 pounds including ''s" material
allowance for finish machining.

The flywheel, having been cast in halves, required fac-
ing and bolting together prior to being rough — and
finished-machined in a Cincinnati vertical boring mill
( Photographs No. 1 and No. 2 ) .

The worm wheel or tooth gear was cast in four 90°
sections. This necessitated facing each .section prior to as-
sembly and bolting ( Photograph No. 3 ) . The assembled
gear was then laid out and formed in order to machine
to diametrical pitch. After being hovtd to fit the fly-
wheel, the gear was fastened to it with bolts. The finished
weight of the complete flywheel (wheel and gear) was
15,005 pounds (Photograph No. 4).

The only requirement for special tools was the wrench
for fastening the flywheel halves together at the nut core
near the periphery of the wheel ( Photograph No. 2 ) .
No special jigs or fixtures were required for the ma-
chinery operations.

While the flywheel and associated parts were being
machined in the shop, the existing turning gear, shaft
coupling bolts No. 6 bearing cap, piping and gratings
were removed.

The completed flywheel was disassembled and lowered
into place on the ship in halves. After rebolting and
aligning with the coupling bolt holes, the wheel was
bored for coupling bolts (Photograph No. 5). With
the wheel bolted to the coupling, installation of the worm
wheel gear followed ( Photograph No. 6 ) .

The No. 6 bearing cap was refitted and the turning
engine was installed in its new position. After aligning
the worm gear of the turning engine with the worm
wheel, the pedestal foundation was drilled for fitted bolts.
With the foundation secured, all alignments were check-
ed by rotating the flywheel. Associated equipment such
as piping, gratings and guards were reinstalled.

Instruments to record on paper the torsional vibrations
of a rotating shaft ( Geiger & Cox Torsio Graph In-
struments) were installed and checked during a brief
dock trial held on July 22, 1948. These machines were
placed in three separate locations, namely;

1. Fwd. of the main engine on the end of the H. P.
crankshaft. ( Photographs No. 7 and No. 8. )

2. Aft of the thrust bearing. ( Photographs No. 9 and
No. 10.)

3. Fwd. of the stern tube but aft of the spring bearing.
( Photograph No. 11.)

These separate locations permit ( 1 ) comparison of
the recordings, (2) accurate analysis of vibration, and
( 3 ) calculations for stress curves.

Three records are imposed upon a tape simultaneously
during the operation of these machines, namely:

1. Actual vibration of the shafting.

2. A timing mark in fifths of a second.

3. The number of shaft revolutions.

Each instrument has a light pulley, driven by a special

(Ph'tise turn to page S6l

SEPTEMBER • 194

Page 51

7^ ^^(Mp'^ ^(^^twan.

I HE NAVY DEPARTMENT recently released its
i immediate postwar shipbuilding and reconversion
plan, mentioned briefly in Pac/fu' Marine Review
"Flashes" in August issue.

The Navy's 65,000-ton flush-deck aircraft carrier will
be built by the Newport News Shipbuilding and Dry-
dock Company. The flush-deck carrier is one of the 16
ships in the Navy's postwar ship building program.
The new ships, together with the ship conversions
authorized since the war, will provide some of the
advance prototypes required for the Navy of the future.

In allocating the new ship construction and conversion
work, the Navy has given careful consideration to paring
the impact of this program upon the designed staffs of
both the private and naval shipyards. Since the war, there
has not been a sufiicient backlog in the private shipyards
to occupy their essential design personnel and maintain
their vital ship building schedules. The naval shipyards,
on the other hand, have been kept busy with a continuing
program of ship repair and overhaul.

It is the Navy's purpose in preserving a balance be-
tween the private and naval shipyards to insure that a
minimum nucleus of ship design and ship-building
capacity in the private yards will be kept available in the
interests of naval security.

The postwar ship building program includes, in addi-
tion to the flush-deck carrier, two anti-submarine cruisers,
four destroyers, six high-speed submarines, and three anti-
submarine submarines. Although these ships have been
assigned for construction, contract negotiations have not
been completed.

Other allocations are as follows:

One Anti-Submarine Cruiser, the USS Norfolk
(CLK-1 ), will be built by the New York Shipbuilding
Corporation, Camden, New Jersey.

The other Anti-Submarine Cruiser, as yet unnamed,
will be built by the Philadelphia Naval Shipyard, Phila-
delphia, Pennsylvania.

Two Destroyers, the DD-927 and the DD-928, have
been assigned to the Bethlehem Steel Company, Quincy,
Massachusetts. The Bath Iron Works, Bath, Maine, will
build the two other Destroyers, the DD-929 and the
DD-930. These Destroyers, which have not yet been
named, are long-range vessels, larger than their war-
time predecessors. Essentially anti-submarine vessels,
they will also have the speed, endurance and sea-keeping
qualities which will permit them to serve with high-
speed task forces.

Three high-speed submarines, the USS Tang (SS-563),

the USS Wahoo (SS-565) and a third as yet unnamed,
will be built by the Portsmouth Naval Shipyard, Ports-
mouth, New Hampshire. The three other high-speed
submarines, the USS Trigger (SS-564), and the USS
Trout (SS-566), and an unnamed sister ship, will be
built by the Electric Boat Company, Groton, Connecticut.

One anti-submarine submarine, USS K-1 (SS-K-1)
will be built by the Electric Boat Company, Groton.
Connecticut. The New York Shipbuilding Corporation.
Camden, New Jersey, and the Mare Island Naval Ship
yard, 'Vallejo, California, will build the other two anti
submarine submarines.

The Navy's postwar program includes the conversion
of the following 33 ships:

Two light carriers for anti-submarine warfare.

Twelve 2100-ton destroyers to destroyer escorts
(DDE).

Six 2200-ton destroyers for anti-submarine warfare
(DDK).

Two destroyer escorts to destroyer escort pickets
( DER ) .

Two submarines to troop carrying submarines (SST).

One submarine to a cargo carrying submarine (SSA).

Two submarines for Polar picket service (SSR).

One submarine to submarine oiler ( SSO ) .

One cargo ship for Polar service.

Two landing ships dock for Polar service.

Although all of these conversions will be undertaken
by the naval shipyards, no determination has yet been
made as to which naval shipyard will convert one light
carrier and six destroyers for anti-submarine warfare.
Included in these conversions are two additional Essex
Class aircraft carrier conversions, one to be accomplished
at the New York Naval Shipyard on the East coast and
one at the Puget Sound Naval Shipyard on the West
coast. These conversions are similar in scope to the
work being carried out now at the New York Naval
Shipyard on the carrier Oriskany. It is part of a con-
templated naval program to improve the entire group
of Essex class carriers. The work on each ship will
require about 1,500 additional navy yard employees for
each carrier. The tabulation which follows below reflects
the assignments made to date. In not every instance are
the names of the vessels available at this time:
Two Essex Class Fleet Carriers

USS Essex (CV-9)— Puget Sound Naval Shipyard,
Bremerton, Washington.

USS Wasp (CV-18)— New York Naval Shipyard,
Brooklyn.

Page 52

PACIFIC MARINE REVIEW

Tito Light Carriers for Anti-Subtnarine Warfare

USS Bataan (CVL-29)— Philadelphia Naval Shipyard,
Philadelphia.

One — not selected. Not assigned.
Twelve 2100-Ton Destroyers to Destroyer Escorts (DDE)

USS Conway (DDE-507) — Boston Naval Shipyard,
Boston.

USS Cony (DDE-508)— Boston Naval Shipyard,
Boston.

USS Sattfiey ( DDE-465 )— Charleston Naval Ship-
yard, Naval Base, South Carolina.

One — not selected. Charleston Naval Shipyard, Naval
Base, South Carolina.

Two — not selected. Norfolk Naval Siiipyard, Ports-
mouth, Virginia.

USS Nicholas ( DDE-449 ) — Long Beach Naval Ship-
yard, Long Beach, California.

USS O'Bannon ( DDE-450 )— Long Beach Naval
Shipyard, Long Beach, California.

USS Fletcher ( DDS-445 )— San Francisco Naval Ship-
yard, San Francisco.

USS Radford (DDE-446)— San Francisco Naval
Shipyard, San Francisco.

USS }X-'alker (DDE-517 )— Mare Island Naval Ship-
yard, Vallejo, California.

USS Sproston (DDE-577 )— Mare Island Naval Ship-
yard, Vallejo, California.

Six 2200-Ton Destroyers for Anti-S/thtuarine Warfare
(DDE)

Six — Not selected. Not assigned.
Two Destroyer Escorts to Destroyer Escort Pickets
(DER)

Two — Not selected. Norfolk Naval Shipyard, Ports-
mouth, Virginia.
Tiio Suhmarines to Troop-Carrying Suhntarines (SST)

USS Perch (SST-31 .^ )— Mare Island Naval Shipyard,
Vallejo, California.

USS Sealion (SST-315— San Francisco Naval Ship-
)ard, San Francisco.
One Submarine to Cargo-Carrying Submarine fSSA)

USS Barbaro (SSA-317 )— Mare Island Naval Ship
yard, Vallejo, California.
Two Submarines for Polar Picket Service iSSRi

USS Tigrone ( SSR-419 )— Port.smouth Naval Ship-
yard, Portsmouth, New Hampshire.

One — Not selected. Portsmouth Naval Shipyard,
Portsmouth, New Hampshire.
One Submarine to Submarine Oiler (SSO)

One — Not selected. Mare Island Naval Shipyard,
Vallejo, California.
One Cargo Ship for Polar Service

USS Arnab ( AKA-56)— Philadelphia Naval Ship-
yard, Philadelphia.
Two Landing Ships Dock for Polar Service

USS Gunston Hall ( LSD-5 )— Puget Sound Naval
Shipyard, Bremerton, Wash.

USS Lindenwall (LSD-6) — Puget Sound Naval Ship-
yard, Bremerton, Wash.

Editor's Note: The Naval construction program out-
lined above brings into the spotlight a paper on Sub-
marine Naval Architecture by A. I. McKee of the
Electric Boat Company, presented before the April
meeting of the New England Section, Society of
Naval Architects and Marine Engineers, and which
the Society has authorized us to publish.

T:

'HE Naval Architecture of Submarines follows, of
course, the same laws that apply to all floating bodies.
Some special conditions, however, are encountered in
submarine design and these conditions require spe-
cial treatment. This paper will discuss those special
conditions.

Displacement and Weight

Before entering upon a discussion of displacement, it
is desirable to mention that certain spaces are conven-
tionally not included in the displacement.

a. The non-watertight ends of the ship which flood
freely from the sea are not included.

b. The superstructure and fairwaters, which flood
freely when they are below the surface, are not
included.

c. Tanks wholly above the waterline in the surface
condition which are normally flooded when the
ship is submerged are not included. The bow buoy-

hy A. 1. McKee

ancy tank which is open at the bottom, but which is
otherwise tight and which is provided with a vent
valve so that its flooding is controlled, is an example
of such a space. On some of the earlier submarines,
sections of the superstructure were provided with
both flood valves and vent valves but, as they were
wholly above the surface waterline, they were nor
included in the displacement.
The structural material used in the construction of
these spaces actually displaces water when the ship is
submerged and is, therefore, included in tiie displace-
ment as an appendage.

Although these spaces provide no buoyancy which is
useful for weight carrying purposes, they do not flood
or drain instantly, and therefore do provide buoyancy
for a short time and improve the seaworthiness of the
ships and act to a certain extent as antipitching tanks.
Tanks, pipes and fittings above the surface of the

SEPTEMBER • 1948

Page 53

water and which are either empty or full both on the
surface and submerged, are included in the displacement
as appendages.

Of course, on any ship the displacement must always
be equal to the weight. In speaking of a submarine it
might be better to say that the weight must be equal to
the displacement. For, in the submerged condition, the
displacement is a fixed amount and we cannot add a few
tons and, without giving it a thought, expect the dis-
placement to adjust itself to the increased weight. This
simple fact cannot be treated lightly, for it means that
throughout the life of the ship we cannot add any
weight without removing something else of equal weight.
And we cannot even deduct any weight without adding
something of equal weight. Those of you who were
repairing the combatant ships during the recent war will
remember how difficult it was to compensate for the addi-
tional guns, ammunition and Radars. You could at least
take off more weight than you needed for compensating
purposes if you could find it. But on submarines we can-
not even do that; it must be exactly the same amount.
Not only that, but the longitudinal moment of the weight
removed must be the same as that of the weight added.
These submarine rules apply to changes in weights made
by the forces afloat as well as to those made by the repair
yards, while there were times when the surface ship rules
were not observed by the ships' companies. This weight
and moment compensation applies to the changes in fuel,
lubricating oil, provisions, ammunition, and expendable
stores and the compensation must be made several times a
day when the submarine is operating. Furthermore, rather
than rely on the calculated compensation for too long a
period, it is the practice on most submarines to dive at
least once a day to check and correct the weight and
moment compensation.

For these normal expenditures which constantly reduce
weight when a submarine is at sea, the design includes a
group of tanks, called variable ballast tanks, into which

water can be taken or from which it can be removed as
required to compensate for weight changes. By placing
some of these tanks near the ends of the ship, they can
also be used to compensate for changes in longitudinal
moment.

The largest and most rapidly changing weight on a
submarine is the fuel. Rather than provide variable ballast
tanks large enough to compensate fully for changes in the
weight of fuel on board, water is admitted to the fuel
tanks under slight pressure and the fuel, which floats on
the water, is taken from a connection at the top of the
tank. Since the fuel tanks are always full of liquid, we
can take advantage of this fact to save some weight in
the construction of the ship. By applying sea puressure to
the liquid in the tank we can make the external boun-
daries only strong enough to maintain oil tightness at
low pressure, instead of making them strong enough to
withstand sea pressure. Now, since sea water is about 20
per cent heavier than the fuel used on submarines, the
expenditure of fuel results in a gradual increase in weight
which is in part compensated by the expenditure of
other weights and in part by the removal of water from
the variable tanks. This automatic over-compensation for
fuel expended has the effect of making the submarine
appear to be light when all fuel tanks are filled and heavy
when there is no fuel on board. This makes the variable
ballast tanks fairly well filled when the submarine starts
a long patrol and fairly well emptied at the end of the
patrol. We take advantage of this fact by carrying addi-
tional fuel in some of the variable ballast tanks. We can
also avoid carrying water in all of the fuel tanks by
fitting some of these tanks with flood valves and vent
valves to permit their being used as main ballast tanks
after the fuel is expended. This gives lighter surface
displacement and more freeboard and reserve buoyancy
as the patrol goes on. Tanks of this sort are called fuel
ballast tanks.

The use of water ballast for making weight compensa-

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tions during the course of normal submarine operations
is a ver)' satisfactory method as well as the only prac-
ticable one. But it is not suitable for the permanent
weight changes, almost always increases, which occur
during the life of the ship. For this purpose there is
indicated in the design some lead ballast. The present
practice is to have about 5 per cent of the normal surface
displacement as lead ballast. The lead in a good design
should be near the midlength of the ship.

Now space is at a premium inside the pressure hull
of a submarine. In fact, considerations of space rather
than of weight are apt to determine the size and there-
fore the displacement of a submarine design. So it is
desirable to devote as little space as practicable to the
variable ballast tanks. To determine the capacity and
distribution of these tanks, a series of calculations is
made as the design approaches completion, representing
the ship in the following conditions:

( 1 ) Light No. 1 ( after refueling at sea followed by
an engagement ) .

( 2 ) Light No. 2 ( at the end of an extended patrol ) .

( 3 ) Heavy No. 1 ( at the end of an unsuccessful high
speed surface opertation ) .

(4) Heavy No. 2 (leaving for a long submerged
patrol ) .

The load carried in each of these conditions is as light
(for the light conditions) or as heavy (for the he-avy
conditions ) as could reasonably be expected to be en-
countered. Furthermore, in the light conditions the ship
is assumed to be operating in the most dense water and,
in the heavy conditions, in the least dense water ever
encountered in the open sea. In addition three other con-
ditions are calculated with the loading as badly balanced
longitudinally as is reasonably possible. These conditions
are called :

Heavy Forward No. 1.

Heavy Forward No. 2.

Heavy Aft No. 1.
They are calculated with both the maximum and the

mmimum density of the sea water. The object of the
calcTjlations is to determine the amount and longitudinal
moment of the variable water ballast required to place the
ship in equilibrium when submerged. From the calcula-
tions an Equilibrium Diagram such as Fig. 1 is prepared.
The weight and moment of the variable water ballast in
each of the above conditions is plotted as a point on the
diagram and marked L-1, L-2, H-2, etc. The area inside
the figure on this diagram represents the weight and
moment that can be obtained by water in the variable
ballast tanks. The figure is plotted as follows:

A. represents, in capacity and forward moment, the
foremost of the variable ballast tanks.

B. represents the two foremost tanks.

C. represents the three foremost tanks.

This is continued until at D all variable ballast tanks are
assumed to be full.

Similarly, point

G. represents the aftermost tank

F. represents the two aftermost tanks, etc.
until point D is reached again with all tanks filled.

If all the points for the various assumed conditions
fall within the figure, the variable tanks are large
enough and the ship is properly ballasted. If, as is usual
on the first attempt, the points do not fall within the
figure, we see if all the points can be moved together
to new positions in which they all would be included
within the figure. If they can, then the tanks are large
enough but the ship is not properly ballasted. Fig. 1 is
the equilibrium diagram of a ship on which the variable
ballast is large enough but with very little capacity to
spare. Since the points do not fall within the figure,
the ship requires a change in the lead ballast. By adding
10 tons of lead with a forward moment of 1,000 foot
tons, the points are moved to the positions shown in
Fig. 2. The ship will then be properly ballasted.

The ballasting or reballasting of a completed sub-
{f lease turn to page 98)

SEPTEMBER • 194

Page 55

lational Defense as Related to Port Authorities

Colonel T. J. Weed

THE August issue of this publication reviewed the con-
vention of Pacific Coast Port Authorities held in San
Francisco during July. In order to give more detailed at-
tention to the panel discussion on the subject of national
defense, presided over by General Robert H. Wylie of the
San Francisco Port, the subject was continued to this
issue. Participating in the discussion were Colonel War-
ren Lamport, Manager, Port of Seattle; Captain A. H.
Richards, Port Director, 12th Naval District; and Colonel
T. J. Weed, Executive Officer to the Chief of Transporta-
tion, U. S. Army. Important parts of Colonel Weed's talk
follow:

As the transportation corps is one of the largest users
of terminal facilities, it is the sincere hope of the Chief
of Transportation that conditions will enable the port
authorites to effect at the earliest practicable time the
modernization of their facilities, and that where the de-
mand is sufficient to warrant the expenditure of the re-
quired capital, it is hoped that these port facilities will
be expanded. It is also important that the smaller ports
shall receive appropriate attention. It should be obvious
that in deploying our forces to cope with conditions in
any future emergency and to furnish these military forces
with proper logistical support when they are operating
overseas. It will be necessary undoubtedly that greater
use be made of the smaller ports than has been the case
in the past.

At no time during the latter part of the war were
there sufficient port facilities on the West Coast to meet
requirements. Approximately six million measurement
tons of cargo were moved from East Coast ports to bases
in the Pacific. This movement occurred from December
1941 to August 1945. During the latter part of the war
50 to 60 vessels per month had to be loaded at East Coast
ports for pacific bases. These facts mean that had our
country been forced to undertake extensive combat opera-
tions in China and Japan, it was estimated that it would
have been necessary to load as many as 200 vessels per
month at East Coast ports in order to furnish the required

logistical support for military operations in the Orient.
The loss to us under those circumstances would have been
reflected by:

(A) An increase in vessel turnaround time;

(B) Millions of additional tons of supplies required
in the pipeline enroute to the fighting forces;

(C) An increase in supplies required in reserve in
this country and abroad due to the length of time neces-
sary to accomplish delivery of the supplies to troops at
the front;

(D) Increased use of manpower due to additional
vessel crewing requirements, — more ships would have
been required under those conditions.

( E ; Exposure of vessels and their cargoes to enemy
attack for much longer periods of time, entailing losses
at sea.

These would have been the additional costs to the
national economy and to our war-making potential
above that required had adequate facilities been available
o nthe West Coast.

Subsequent to the termination of active hostilities in
World War II, the transportation corps has been operat-
ing four ports of embarkation. One of these is located
here in San Francisco, one is at Seattle, and the other
two are kx:ated at Brooklyn, and New Orleans, respec-
tively. These ports are charged with the responsibility of
transshipping personnel and support supplies to our
troops overseas. These overseas commands are located in
Alaska, Japan, and Korea; also on Guam, in Hawaii, and
on a number of other islands in the far Pacifiic such as
the Philippines, Okinawa, and the Ryukyus. Across the
Atlantic we have occupation forces in Germany and in
Trieste. We also have bases in Newfoundland and else-
where in the Atlantic. In addition we have military forces
occupying bases in the Caribbean and in the Panama
Canal Zone. From press accounts of current activities
overseas, it may be assumed that our reports in connec-
tion with furnishing direct support supplies and in mov-
ing personnel to and from our overseas commands are
in themselves important and extensive operations. The
position of the Chief of Transportation regarding the
use of different ports for transshipping relief and civil
aid cargoes has been and continues to be one of im-
partiality. He would like for it to be clearly understood
that any port may share in that business if it has adequate
facilities to handle these cargoes and is situated with re-
spect to freight rates so as not to require the movement
through the port to be any more expensive to the
government than would be the case were the cargo to
move via any other available port.

It is important that piers should be fire resistant; also
that they should have adequate access roads for both rail
and motor traffic and that these roads should be con-
structed to facilitate the handling of a larger volume of
traffic should an emergency arise; also that where piers
have more than one deck, those decks which are above
ground level should be equipped with suitable ramps to

(Please inni lo page S5)

Page 56

PACIFIC MARINE REVIEW

7^ SeCma Saie^

A

NOTHER fine example of European-constructed
motor shiips to arrive in regular service between
Europe and the Pacific Coast is to be found in the new
10,000 ton Sehna Salen. This ship was built in Taranto,
Italy, to the order of Sven Salen of Stockholm, Sweden,

The vessel is of modern design with a cargo capacity
of 640,000 cubic feet in six holds, three forward and
three aft of the engine room. The double bottom extends
the entire length of the ship and carries fuel and water.

The engine is a two-stroke double-acting seven cylin-
der Fiat of 6,000 brake horsepower which gives an in-
dicated load speed of l6'/2 knots. On the trial trip the
ship attained a speed of over 18 knots.

Most of the current production of European vessels

have luxurious passenger accommodations and the Selma
Siden is outstanding in this respect. The cabins are com-
modious and the decorations and furnishings are note-
worthy. As usual for cargo ships, the passenger accom-
modations are limited to twelve persons in single and
double cabins.

The route of the Sch/ta Salen. as for the entire fleet of
seven ships of the Salen-Skaugen Line, will include Ma-
nila, Shanghai, Taku Bar and Hong Kong.

The livewire agents in the United States for the Salen-
Skaugen Line are the Interocean Steamship Corporation
of San Francisco with offices in Atlantic and Pacific
Coast ports. On arrival in San Francisco the Selma Salen
welcomed aboard a thoroughly representative group of

oyage to Pacific Co

SEPTEMBER • 194

Page 57

These pictures were taken in the private office of President Brown
and Enecutivc Vice-President Krag. The large screen in the upper and
middle scenes depicts the history of shipping from the Ark to the
Gjoa. The lower corner shows cabinets and glass pillars containing
ship models.

Scenes aboard the Selma Salen during rousing reception given the
vessel by friends of the Interoccan Steamship Corporation. In the
center picture Harry Brown and Erik Krag appear during an orches-
tral number. Many trading and shipping notables appear in the
upper and lower scenes

Page 58

PACI FIC MARINE REVIEW

R. W. Cabell, Vice-President

Andrew A. Moran Vice-President

R. G. Thomas Treasurer and Controller

E. Berlund Secretary

S. F. Alioto Traffic Manager, European

H. B. Godwin Traffic Manager, Oriental

E. Walker Traffic Manager. Intercoastal ami South

America

]. r, \avi- - operating Manager

A. M. Balkunas Assistant Operating Manager

S. A. Hess Operating Department

Homer Harris Assistant Traffic Manager

Stanley Page Traffic and Passenger

Peter C. Holm General Freight Agent

C. M. Noble Intercoastal Department

R. I. Jacobs : Purchasing Agent

This is a picture of San Francisco's Coit Tower on Telegraph Hill
viewecJ beyond the bow of the Selma Salen.

the shipping public and the press who were entertained
with orchestral music and luncheon while top officials
of the company explained the ship's features and the
trade opportunities along its route.

Official roster of the Interocean Steamship Corpora-
tion is as follows:

Harry Brown President

Erik Krag Executive Vice-President

Anti-Yawing of Barges Studied at Stevens Towing Tank

Anti-yawing tests now being carried out on a model
barge at the Experimental Towing Tank of Stevens
Institute of Technology are directed toward keeping a
straying barge in line. The barge itself, represented by
the model in these tests, will be used by the Esso
Standard Oil Co. in harbor bunkering service.

Yawing is the tendency of a barge, being towed in
open water, to go off its course, thereby causing more
strain on the towing tug and generally decreasing speed.
Tests are being made with a wooden model barge seven
and a half feet long, built on the scale of three-eighths
of an inch to one foot. Various tests will be made to find
out the barge's yawing stability and to determine what
design in skegs will enable the barge to track behind
the tug without going off its course. A skeg is a kind of
metal keel placed under the after overhang of a barge.

Usually two are used, one at each side.

During tests in the tank, the model will be towed by
an overhead carriage at various speeds equivalent to the
range of full sized operating speeds of the barge. Differ-
ent arrangements of tow lines and bridles will be used
and tests made to approximate disturbances like cross
currents and waves which might start the barge yawing.
The model barge will also be started off on an erratic
course to determine how long it takes to recover.

After a suitable design of skegs has been found for
enabling the barge to tr.ick on a straight course, resistance
tests will be run to find out what operating speed is the
most economical.

The actual barge will be 242 feet long with a 38-foot
beam, drawing 1 3 feet of water with a displacement of
3,140 tons. It will be built by the Dravo Corporation at
its Neville Island Yard in Pittsburgh.

SEPTEMBER • 1948

Page 59

By W. A. HARRINGTON
Manager, BethleheiTi Steel Company, Shipbuilding Ilivision, San Pedro Yard

W. A. Harrington, above, has been manager of the San
Pedro, California, yard of the Bethlehem Steel Company
since last December, In 1916 he moved to the West Coast
and became a loftsman and an inspector of ships for the
Shipping Board. He came to the San Pedro Yard in 1923
as Chief Estimator and later was General Yard Foreman
and Sales Manager, in February 1944 he was made
Assistant Manager.

I E FEEL that the modern concept of shipyard safety
may be said to have first been given real emphasis
during and immediately following World War I, and
with steady strides of advancement continuing up to
World War II. Then, as you know, the high-pressure
armament program of World War II made necessary a
hitherto inconceivable general advancement in accident
prevention concepts and techniques. The shipbuilding
industry problem in procuring, training and utilizing
manpower was, of course, very similar to that of industry
as a whole, so it is unnecessary for me to go into details
on that point. Suffice to say, the problem was a tremen-
dous one for all of us.

I am going to confine my remarks, in the main, to a
shipbuilding and repair operation with which I am most
familiar, that being the San Pedro Yard of the Bethlehem
Steel Company's Shipbuilding Division. This particular
ship yard was a "war baby" of the first World War. It was
constructed in 1918 and incorporated under the name of
Southwestern Shipbuilding Company, for the express
purpose of constructing cargo vessels for the United

•Address delivered before the Shipyard Panel, Western Safety
Council, June 18, 1948.

Page 60

States Shipping Board, and supplemented by the con-
struction of large oil tankers for the Union Oil Company
and the Royal Dutch Shell Oil. The Yard was acquired
by the Bethlehem Steel Company in 1922 and operated
from 1922 to he end of 1940 solely as a ship-repair yard.
In 1940, facilities were improved to accommodate a con-
struction program for the U. S. Navy which included
twenty-six destroyers and four large ocean-going tug
boats. The first destroyer keel was laid in May of 1941.
During this construction program, a heavy load of ship
repair and alteration work was performed, much of which
was done along the water-front and in Long Beach. I was
responsible for this ship repair work and therefore feel
that I am qualified to talk to you on "Safety In Ship
Repairs."

Our broad general safety policy is not a new one nor
one which is peculiar to our company — it is simply the
good common sense idea of placing accident prevention
in its proper order of importance in the organization and
procedural pattern. Twenty years ago, the president of
our company said, and I quote; "Accident prevention
work pays three-fold returns. There is a return to the
employer in lower costs, a return to the employee in a
physical and monetary saving, and a return to the com-
munity through a lessening of care for the maimed and
disabled. Any of these alone justifies the work, but taken
in the aggregate, they constitute one of the most im-
portant planks in good business." Our policy may be
summed up very simply in one sentence; Safety is the
first ai2if most important consideration of administrative
and operating procedure.

Now, as to our method of actually putting the program
into eflfect and maintaining it to a high degree, there is
one essential first step and that is a clear and definite
statement of the policy of management in regard to
accident prevention. We have made it a practice to hold
a Management Safety Meeting at least once each month
and use those occasions to make clear and definite state-
ments of the management's position on safety matters.
Included in this group are all department and divisional
heads. In our case, for a payroll force of approximately
1,000 employees, the management group numbers about
thirry-five. Our Safety Engineer fits into the organization
picture as a staff expert, advising management on acci-
dent prevention and related activity. Here, the important
thing, of course, is to rake his advice and act on it.

To continue the line of instruction and information to
the next step in production authority, we use the de-
partmental meeting idea, but confine it to supervisory
personnel, who in turn instruct their employees in safety
and see that it is practiced to the finest degree. Employee
participation in our program comes through an Employee

PACIFIC MARINE REVIEW

Safety Committee, which committee assists the Safety
Engineer by reporting any unsafe conditions.

We have found that a great deal of good can be
accomplished, from the management point of view, in
securing voluntary cooperation of employees in accident
prevention work. All suggestions from members of such
committees are given thoughtful consideration and dis-
cussion, regardless of how fantastic any suggestion may
seem. As a matter of fact, any safety suggestion from any
source receives careful consideration by management and,
in this regard, may 1 emphasize to you that safety in
Bethlehem's operations is a direct order from the Chair-
man of the Board, and expense involved in making work-
ing conditions safe is not to be considered.

The accident prevention problems of ship repair work
are, of course, many and varied. Our shop problems are
the usual ones of housekeeping, mechanical guarding, use
of personal protective equipment, etc., presenting no
unusual situations. Work aboard vessels in our Yard for
repairs or alterations, however, is an entirely different
situation, more similar to a combination of the prob-
lems encountered in steel building construction and
petroleum industry tank and equipment repair and
alteration. By far, the major portion of our work is the
alteration and repair of oil tankers. These, then, are our
major safet)' problems.

I assume you gentlemen are, generally speaking, aware
of the construction of a tankship — more commonly re-
ferred to as a tanker. However, for the benefit of the
uninformed, it is a vessel divided into compartments or
tanks by steel bulkheads for the purpose of carrying
liquid cargoes. It is also equipped with a complete piping
system and auxiliary cargo pumping unit for loading
and discharging cargoes. Our work involves the repair
or alteration of any part of the vessel, including the hull
bulkheads, decks, cargo handling system, main engine,
auxiliaries, shaft and propeller, electrical system, ventila-
tion, rigging, deck fittings and accessories. Crafts involved
may be any or all of approximately fifty trades.

Of major importance is the control of factors that may
be the means of creating an accident, such as gangways,
ladders, staging, and pneumatic tools. Housekeeping,
mechanical and manual handling of material and equip-
ment, and the great variety of engine room setups arising
out of main and auxiliary engine work, are also very im-
portant basic considerations. However, of all of the many
hazards of tanker repair work, we consider the threat of
fire and or explosion the greatest single disaster pos-
sibility with which we must contend. You all are, no
doubt, familiar with the danger attendant to an empty
gasoline or fuel tank in which the small residual amount
of petroleum products remains to volatilize and mix with
air to form a highly explosive, or at least inflammable,
mixture. That, on a fairly large scale, is our problem.

Repairs, conversion and/or alteration of ship's com-
partments, and pipe lines, can be performed safely and
efficiently provided a few precautionary measures are
conscientiously used. Observance of these safe operating
procedures facilitates production, while ignoring them
invites destruction. Our first assumption in undertaking
tanker work is that all compartments, pipe lines and
pumps are hazardous until proved safe by test. Such tests

Top: This picture shows modernization of machine shop.
Rearrangement of machines facilitates mechanical guard-
ing and production.

Center: Swinging a 46-ton main crankshaft section aboard
a vessel under repair. Rigging and control of suspended
piece by means of tag lines is extremely important.

Bottom: Staging on drydock T-2 type tanker to facilitate
installation of bilge reinforcing strap.

SEPTEMBER • 194

Page 61

are made by a certified chemist approved by tiie American
Bureau of Shipping. The certified chemist must concern
himself with many possible conditions, among these are;
( 1 ) The presence of vaporized explosive or in-
flammable liquids — in which case he must de-
termine whether the concentration is safely
below the lower limit of its harmful effect on
men inhaling the atmosphere, or the lower limit
of its explosive or inflammable range, whichever
is lower.
( 2 ) Oxygen deficiency — an empty closed tank may
have insufficient oxygen merely due to rusting of
the steel plates.
( 3 ) Unexpected toxic and explosive gases are some-
times generated by certain cargoes, particularly
those of vegetable origin. Dangerous gases are
often liberated during decomposition of some of
these substances. Methane has been found in
tanks of fresh water from the tropics where
vegetable matter decays rapidly. It is odorless,
colorless and tasteless, and is explosive in com-
paratively small concentrations.
Before starting repair operations, it is necessary to
consider not only what has been stored in the tank, but
also the exact work to be done. A tank will become
hazardous if certain operations are done upon it — such
as a repainting job, prolonged acetylene welding or
cutting, or burning on painted surfaces. Similar hazards
exist in performing repair operations on pipe lines, and
necessary precautions should be taken before starting
repairs. The certified chemist is required to submit a

General activity in the outfitting and repair basins show-
ing the maintenance of gangways, ladders, stagings and
good housekeeping.

report of his tests in certificate form showing not only
the atmospheric condition of each compartment, but
also indicating whether or not the chemist has actually
entered the compartment and examined it carefully for
deposits of oil and, or sediment which may generate
vapor. Without such an examination, the analysis of the
atmosphere means nothing more than that the tank is
safe for a man to enter at the time of testing. The
practice of taking samples by means of a sampling tube
or sampling bottle lowered from the deck is entirely
inadequate except for preliminary information.

The chemist is also required to note in his certification
the cargo and or liquid last carried in each tank or
compartment tested. If the cargo was crude oil. the certi-
ficate must indicate the nature, i.e., the volatility, whether
light or heavy, gaseous, etc. The certificate must also
show the exact time certification is made and what
type of work can be performed in each particular com-
partment, and under what weather conditions. For ex-
ample, if conditions in the tank are such that by reason
of a rise in atmospheric temperature gases are given off
by scale or sludge, a dangerous condition may develop.
The chemist so states on his original certificate and
makes frequent inspections to make sure that the tank
remains in a gas-free condition.

Copies of the chemist's certificate are given to the
highest ranking officer of the vessel, the yard superin-
tendent, and yard fire chief, and a copy is posted at the
head of the gangway on the vessel. If any retests are
made by the chemist on any tank or space, the previous
certificate is replaced by a new certificate. In order that
no possible misunderstanding can occur, the condition
of the tanks is indicated by one of three notations:
"Safe for Men and Fire"; "Safe for Men — Not Safe for
Fire"; "Not Safe for Men — Not Safe for Fire". The three
notations which I have enumerated have been estab-
lished by the American Bureau of Shipping in order to
avoid a possible misunderstandmg.

Tanks containing fuel oil and tanks that have been
certified "Safe for Men — Not Safe for Fire", are plainly
marked with signs and no hot work is permitted to be
performed on or near them. Hot work, so called, consists
of electric welding, flame cutting with acetylene torch,
heating with an acetylene torch, or riveting. Any shifting
of fuel oil or ballast, or the opening of cargo valves or
pumps after repairs have started, must be done only with
the knowledge and approval of the Yard Superintendent
who issues any special instructions which may be neces-
sary. The chemist is advised of such changes and is
required to make. another test.

All fires and or explosions are not always the result
of carelessness in ship repair procedure. For instance, we
had a case where a ship was loading gasoline some dis-
tance away from our Yard. The fumes were carried by
the very light afternoon breeze into the pump room
cowls of the ship undergoing repairs at our berth, foul-
ing the pump room. Only the vigilance of the leaderman
in recognizing the dangerous odors and halting all work
until the danger had passed, saved us from what might
have been a serious casualty.

There was a case in the Harbor Area where a serious
fire resulted from a spill which had been carried by the

' P/ease turn to pti.i^e (^-f i

Page 62

PACIFIC MARINE REVIEW

5. S. P^

%M^C

(^eo^t^

The new Canadian National S.S. Prince George, lari;-
est passenger ship ever to be built in a Canadian West
Coast shipyard, made its first cruise to Alaska from
Vancouver in June.

The Prince George is strictly a British Columbia prod-
uct. It was designed by the Vancouver naval architect,
W. D. McLaren, and was built by Yarrows Ltd. in Vic-
toria. Every possible product of British Columbia was
used to construct and equip the ship, but one of the main
attractions of the cabin arrangement is the Arnot berths
that fold into the wall. She is a floating example of what
can be built in British Columbia shipyards.

DIMENSIONS OF SHIP

Length Overall .t50 feet

Beam 52 feet

Depth moulded 27 feet 6 inches to main deck

Draft 17 feet 6 inches

Gross tonnage 5812 tons

Displacement loaded .5022 tons

No. of passengers First class 290

Second class 24

Portable standees 84

Officers 2.1

Crews 109

The new Prince George, built and equipped at a cost
of more than 53,000,000 is completely modern in all
respects, even to her streamlined appearance, accentuated
by her single funnel. With all outside passenger rooms,
accommodations include deluxe, standard and special
staterooms. Spacious lounges and decks afford all of the
facilities and conveniences so popular with sea travelers.

The contract for the Prince George was let to Yarrows
Ltd. in July 1946. The keel was laid December 4, 1946,
and the launching took place October 6, 1947. The en-
gines and boilers arrived on November 28, 1947, and
were all placed aboard the ship in one day. November
29, 1947.

Drydocking for trials and removal of launching equip-

Deluxe stater.

equipped with telepho

ment took place on March 20, 1948; steam was raised
March 30, 1948. Dock trials commenced April I, 1948,
builder's trials at sea, April 24, 1948, acceptance trials
June 1, 1948.

Safety in Ship Repairs

iConti/i/iei/ from page 62 1

tide to a vessel repairing some distance from the ship
that was loading. A spark from a welding torch set off
the conflagration which cost several lives and the loss of
much property. As with any other set of regulations or
procedure, there are exceptions.

The only exception to the foregoing procedure is
when a vessel has to drydock for examination, bottom
painting, or enter the Yard for repairs confined solely
to work in places remote from the cargo tanks or any
other hazardous compartments or bottom work. In the
event that we make an exception in a case of this kind,
all cargo and other potentially hazardous compartments
are tested by the chemist and any which are found to be
hazardous are sealed and posted during the entire time
the vessel is in the Yard. Hot work may be performed on
the bottom of the vessel if conditions permit during an
emergency. Of course, a vessel having a seriously dam-
aged bottom or in a sinking condition would be dry-
docked immediately with such special instructions as
might be necessary to insure the safety of the workmen,
the vessel, and the property of the company.

Control of all of these factors relating to fire and
explosion control is in the hands of our Yard Fire
Department which receives copies of specifications of all
work to be performed, and acts as co-ordinating agent
between our production departments and the certified
chemist. The Yard Fire Department arranges all tests,
inspects the work site, supplies fire watches where neces-
sary, and issues instructions to production departments
outlining limitations of hot work. The Yard Fire De-
partment also posts standard warning signs as required
and is empowered to stop any activity that it considers
hazardous. Our records for the past five years show that
this fire and explosion program has held our losses from
such accidents to an extreme minimum, with a total
dollar loss of only SI, 069. on approximately 1,900 ships
repaired at our yard.

As I have implied, it is of the utmost importance that
the production, yard fire, and safety departments work
together in the closest cooperation to cope with the
hazards not only of explosive mixtures, toxic or deficient
atmospheres, but also on the various other hazards
encountered in the performance of the work.

Hard hats, are, of course, a "must" on all of our ship
repair work, including all drydock work, and standard
eye protection measures against the various eye hazards
are practiced.

Wherever necessary, fresh clean air is supplied con-
tinously to tanks or compartments to make certain
that no toxic fumes remain and that there is enough
oxygen permitted at all times. In order to maintain clean
air in compartments where welding is in progress, we
employ exhausters. These pick up fumes and expel them
into the open air.

It is extremely important that temporary electrical
conductors be kept in first-class condition. All are re-
turned to the shop for inspection and test after each
job, in addition to being under constant inspection while
in use. This includes power leads for temporary lighting.

Page 64

ventilation, portable electric tools and for electric welding
as well as shore lines for temporary power for the ship
circuits.

In discussing electrical safety, I am reminded of the
importance of grounding electric apparatus by use of
four wire grounded receptacles in all distribution boxes
throughout the Yard, including the drydock. Another
important safety "must" at our Yard is the bonding of
vessels immediately upon entering drydock. Casualties
have occurred in eastern yards when workmen were per-
mitted on the dock to carry out their work before the
vessels were bonded.

We use a great deal of hose of various kinds which is
kept under the same surveillance as the electric leads,
being returned regularly for tests. In this connection we
have set up a procedure to control not only oxy-acetylene
hose, but also the gauges and torches used in this work.
Such gear is required to be returned to our tool room at
least once every thirty days for testing. All gauges are
date stamped on the dial face under the glas,^ with the
date of each test.

In the matter of making heavy lifts in engine rooms
or on any other part of the ship — one is only as safe as
the inspection of slings, clevises and lifting gear reveals.
Our shackles and all forgings which form part of equip-
ment are either gamma rayed or magnifluxed at regular
intervals to check for imperfections; also chain falls,
blocks and tackle of all kinds are closely scrutinized, and
defective gear becomes scrap.

Staging brackets and planks are inspected by the
supervisors at the time of erection, and again all planks
are inspected when the stages are removed. Defective
planks are immediately cut up so as to prevent any
possibility of their use, and defective brackets are dis-
posed of as scrap.

We, at San Pedro Yard, are not limited in our experi-
ence to tanker repairs, although it comprises the bulk of
our work. We find that freighters and passenger vessels
present difficulties and hazards of their own peculiar
nature. An example of fire hazard was presented to us in
■ the case of the French liner Wisconsin. This vessel had
been tied up in San Pedro following the fall of France
and was secured at the old Southern Pacific Wharf. The
Coast Guard had insisted that the ship maintain pressure
on her fire lines at all times and accordingly, several
hoses had been connected to the city's main. After
America entered the war, the vessel was requisitioned
and work was started to convert her into a transport.
Bethlehem was given the order and the ship was placed
in our Yard. This was some time following the
Normandie fire and, needless to say, we were very
apprehensive as to the possibilities of fire on the
Wisconsin. For the first few weeks, our work progressed
normally. It was when burning and welding was started
around the after hatch that we experienced a flare up
in the lower hold. The fire was extinguished in short
order only to be followed approximately eighteen hours
later by another fire. A thorough investigation of the
hold was made and upon lifting the tank top ceiling we
found that powdered nitrate, which was carried as a
cargo at some time previously, had filtered between the

I Please turn hi pui^e ,S9 1

PACIFIC MARINE REVIEW

f,700-7Hde l(m

Seven Moran Towing & Transportation (S.o. tugs case
an 8,500-ton floating drydock through the draw of a
Pennsylvania-Lehigh Valley Railroad mainline bridge
across Newark Bay, en route to tide-water from the
Federal Shipbuilding & Drydock Co. yard at Kearny,
N. J., on the Hackensack River. In the Narrows, between
Upper and Lower New York Harbor, two 1 ,900-horse-
power Diesel-electric sea tugs, the Gay Moran and the
Marion Moran, took over the tow ( tandem style ) for

the long coastwi.se haul. This drydock, 386 feet long
and 110 feet wide, drawing I i feet, has been acquired
by the Waterman Steamship Corporation for use in con-
nection with an extensive vessel reconversion and main-
tenance program at its subsidiary Gulf Shipbuilding Cor-
poration plant at Chicasaw, Ala., six miles north of
Mobile. The tow, which got under way July 12, was
expected to take about three weeks, and actually took
nineteen days.

The two top pictures show the start of the tow; left center and lower right, tugs and tow fifteen miles southeast of Miami,

Fla., Sunday, July 25; and bottom left, the tow arriving in Mobile, Ala. Tug-in-charge. the Gay Moran, is being assisted

up the Mobile River by two tugs of the Waterman Steamship Company.

C. p. Snively

Port Engineer of the Month

LDS ANGELES
C. P. SNIVELY
of American Pacific Steamship Compamy

During World War 1 Snively joined active Naval
Reserve, getting in 19 months service, and paid off as
Fireman First Class — oil and coal. Shipped as a water
tender on the maiden voyage of the steamship West
Calumb, built at Los Angeles Shipbuilding and Drydock
Company, and remained on her with United American
Lines of New York for thirteen months. Sailed with
Pacific Mail Steamship Company in one of their round-
the-world freighters and during the seven month trip
walked approximately three times around the world
making twenty minute rounds on the little high ( ? )
speed HOR T. E. engine.

During the next two years sailed out of the East Coast
with Baltimore Steamship Company and Baltimore
Puerto Rico Line. In the latter outfit one trip found
Snively the only English speaking member of the Dan
Hanlon built Governor John Lind unlicensed engine
gang. Vocabulary got a push at that time; could be the
mustache idea was born about then.

Joined the General Petroleum fleet in 192.T, at the
time the Hammac was made into the Emidio. Received
second assistant's license in 192.1 and sailed as Third
and Second on the Emidio, Second for a year with Bill
Hassenfus and Jack Dodd on the Lebec, and first assist-
ant with Ernie Johnson on the Tejon for another year
during which "Uncle " Ray Jones tried to pound some

--With The

sense into this budding marine engineer.

Left General Petroleum in May 1926 and during the
next year received Joseph Moody's signature on a Ctiief's
ticket which now has a few cobwebs on it, but is still
usable.

From 1926 to 19.'56 shops, shipyards and various steam-
ship operators footed the grocery bills, with Richfield Oil
being the last three-year sponsor.

Swallowed the anchor m November 19.^6, got mar-
ried to the one and only Mrs. and opened a refrigeration
service business which was O. K. until the middle of

Top: Dan Dobler (left) and Lloyd Oye, guest speaker for
the August meeting of the Los Angeles-Long Beach Society.

Center and bottom: Miscellaneous (hots of satisfied mem-
bers stuffing themselves with steak.

Page 66

PACI FIC MARINE REVIEW

Port Engineers-

'42 when up came the hook.

Took two Libertys out of Calship for proposed round-
the-world voyages and the first one was doing fine until
July 7, 19-43 when the guy we were trying to beat got in
a Sunday punch at 1 A. M. and decisioned us for eight
out of a sixteen ship convoy off the hump of Brazil, so
the gatherings of twenty-five years were finally disposed
of, much to the relief of Mrs. S.

In April 1944 Hamp Neergaard of Burns Steamship

Company took me on as his assistant and I remained
there until October 1946, gradually turning into a land-
lubber again.

An opportunity was presented in April I9i7 to join
the staff of American Pacific Steamship Company where
the subject of this article was made acquainted with the
difference between a T2 and T for two.

Hobbies — fishing, if the ends of the cans are not
bulged, and hunting.

{ Guess ifbo wrote this?)

Los Angeles -long Beach Meeting

A thirty-minute tiim on magnaflux operations, show-
ing various applications of magnaflux in the marine field,
was presented at the August i meeting of the I-os
Angeles-Long Beach Stxiety of Port Engineers by Lloyd
J. Oye, West Coast Manager of Magnaflux Corporation.
The meeting was presided over by Dan Dobler of Texas
Oil, Chairman of the Board and acting chairman for the
evening.

Application and Performance of Bottom Paints

Hy AHTHUH WARD

At the August yneetmg of the San Francisco Society of
Port Engineers. Arthur Ward, president of International
Paint Co., Inc.. spoke frankly about the prohle?ns of hull
painting an-d illustrated his talk with slides.

Following the scheduled discussion the members en-
gaged in a spirited discussion of paint in general and of
ship painting in particular, and this discussion ivas par-
ticipated in hy representatives of other paint companies.
These included, in addition to Messrs. Ward, Horton and
Wrigley of International, Blanch of American Marine,
Jackson of De Boom, Lukens of Federal, and Dannen-
felser of Manning-Mitchell.

Mr. Ward's address follows:

ALTHOUGH the title of this paper is the application
and performance of bottom paints, later I am, going
to say a few words about preparation of surface before
application of bottom compositions and other mariine
coatings.

Since the war's end, there has been an epidemic among
shipping men to try out new developments in bottom
compositions. I refer in particular to the so-called plastic

Arthur Ward.

speaking before

the San Francisco

Society.

Left to right: George Horton, Arthur Ward and Harold Wrigle

bottom paints. The contagion which started the epidemic
resulted mainly from the Navy's cold and hot plastic
bottom paints. These coatings, and in particular the hot
plastic, were undoubtedly of great value to our Navy
during the war, but it remained to be proved that they
could be used with success in the peace-time commercial
operation of ships.

I would like to contrast these plastic coatings with
conventional bottom paints.

An efficient plastic job entails costly sandblasting and
painting under ideal weather conditions. These coatings
generally are supersensitive to dampness either of the
(Please turn to page 69 1

SEPTEMBER • 194

Page 67

Engineer of the Month-Ceorge Barr

George Barr was born in Paisley, Scotland, some time
before the turn of the century. He learned his Marine
Engineering by stiff competition in the apprentice system
and finished his apprenticeship during a time when the
market was glutted with licensed engineers. The only
immediate prospect for Juniors was to sign on for
foreign service. George signed on for four years with
the British India Steam Navigation Company and spent
his time sailing "somewhere East of the Suez." On return
to the homeland he procured a Chief's ticket and a
marriage license; thus he forsook his first love and
started out for the New World in 1907. His first job
was with Fletcher in Hoboken working on the Harrard
and Yale but life in Hoboken was too much of a
change from life in the Orient so he found a job in
Schenectady, N. Y., a little community, far removed,
where young couples could establish a home and settle
down to their mission.

George worked through different stages of advance-
ment in the Turbine Department of the General Electric

(Company and saw the evolution of turbine design, the
introduction of gear propulsion and electric drive. He
supervised the building of the first reduction gear sets
and the electric drive equipment for the collier U.S.S.
Jupiter but his chief work was in erecting and testing
central station turbine generators.

In 1918 he was transferred to San Francisco to super-
vise installation of machinery on 46 destroyers, which
were built at the Union Iron Works. Between the two
wars his time was equally divided between land and
marine installation but at the commencement of the last
shipbuilding program he was assigned to carry out
marine installations and repairs, completing the pro-
gram in 1946.

His present status is consultant in Marine activities.

His greatest relaxation is to lie in a hammock and
supervise the cutting of his lawn.

But he has a hobby that is bringing him fame com-
parable to that of his engineering work. Throwing a
.colored photograph on a wall on canvas, George matches
the colors in paint and comes up with a picture that the
great masters would covet. Who but a Scot would de-
velop a hobby like that one? Who but a Scot would
use only two r's in his name when most people think
there are four?

Words of praise almost beyond number have come
to George Barr but he has also been the recipient of
special awards. In 1946 he received a Coffin Award
from the General Electric Company and in 1948 the
Navy Commendation of Merit for his contribution to the
war effort.

Page 68

PACIFIC MARINE REVIEW

Applicatiun and Perfurmaiice ut Buttuni Paints

(Continued from page 67,;

plating or the atmosphere. It is a well-known fact that
thick paint films, whether hot applied or otherwise, are
definitely more susceptible to cracking than the rela-
tively thinner films of ordinary bottom paints. This is
proven by the fact that almost every plastic job which
has been applied one, two, or three years ago and which
I have examined on the bottoms of commercial ships is
badly cracked down to bare metal, and in many cases
serious detachment and corrosion of the plating has
been in evidence. In many of these cases the owners
have found it necessary to completely remove the plastic
by sandblasting and to recoat with conventional com-
positions.

Early in the game, we were led to believe these plastic
coatings could be applied over old conventional bottom
compositions without sandblasting. If when applied to
sandblasted plating during ideal weather, and sometimes
under careful supervision of our Naval men, these coat-
ings crack and detach within two or three years, what is
to be expected of their application under commercial
drydocking conditions when the old orthodox coating is
merely cleaned in the conventional manner?

Further, the repeated coatings of a ship's hull with
these plastics, is bound to build up a film thickness
where cracking and detachment will be accelerated, espe-
cially after a few drydockings, and with the resulting
exposure to atmosphere. You will then be back with
another sandblasting job involving heavy cost and
ship's time.

Now, I have talked about the tendency of these plastics
to crack and detach. Let us consider the matter of fouling
growth. I seriously question whether more than a fraction
of one per cent of all ships in commercial operation
which are bottom painted with conventional composi-
tions need that painting because of existing fouling
growth or, for that matter, corrosion. They drydock for
other reasons.

We have been told that plastic bottom paints will
keep a ship free of fouling for periods up to three years,
yet I have seen many ships on drydock, coated with
plastics that have been laid up in Suisun Bay for periods
of only a few months, and they have been encrusted
with every form of animal and vegetable life that grows
in that water. You would need a micrometer to test the
difference in diameter of barnacles that grow on the
plastic in contrast with those which would have grown
on a conventional antifouling paint, if subjected to the
same conditions.

Now, let us consider conventional bottom paints. They
are designed to be easy to apply by brush or spray, under
almost any weather conditions, and at an economical cost.
They afford resistance to corrosion and fouling for a
greater period than the average out-of-dryd(x:k period
of a ship in commercial operation.

Conventional bottom compositions, imder normal cir-
cumstances, should not require a sandblasting job in less
than twenty years on a freighter, and perhaps ten years
on a tanker.

I have read through the detailed painting reports of

well over a thousand ocean-going ships which have dry-
docked in the United States, and which have been bot-
tom-coated with conventional compositions. I venture to
say some 20 per cent of these ships are bottom-painted
in the rain, or during freezmg temperatures, or during
intense humidity, or with sweating tanks; yet in the
aggregate resistance to corrosion and fouling remains
excellent.

Unquestionably, one reason shipping men are experi-
ment-minded is bcxause during and after the war, the
shipyards did not have the skilled painters nor the num-
ber of men that they previously employed. Further, the
bottoms of these wartime-built ships, while on the build-
ers' ways, and subsequently, were never given the atten-
tion that would have been accorded them in peace-time.
The result has been a multitude of rusty hulls, which
are only now being brought up to a state of proper
preservation.

My company has spent many years in an endeavor to
develop a so-called plastic bottom paint which will not
crack upon repeated recoating and extended exposure
to the atmosphere while on drydock. I am able to tell
you that developments along these lines are encouraging,
but we do not intend to offer ship owners a coating
which will have to be removed by sandblasting or scaling
within a few years of application.

I cannot too strongly emphasize the necessity for
proper cleaning of ships' bottoms before application of
bottom paints. The shipyards are doing the best job
possible in face of unskilled help, shortage of men, and
labor conditions. If and when these conditions are over-
come, there should be a pronounced improvement in
both preservation and resistance to fouling. Along these
lines, my company is experimenting with a roller shaped
air-driven wire brush with flat spring steel wires, to be
operated on a light tubular handle, from the dock bot-
tom. These brushes, of which some ten or twelve were
built by my company many years ago, performed a most
effective cleaning job by removing all semblance of foul-
ing and corrosion without harming the good adhering
paint. In addition, they removed the high spots on the
surface of the paint, and which grow in size at every
ensuing painting resulting in rough, scaly hulls and in-
creased water friction. However, we were forced to dis-
card these brushes as, although we used the finest tem-
pered spring steel mounted in a vulcanized rubber shaft,
the wires eventually crystalized and broke.

I have examined the results of cleaning ships' bottoms
by dry sand-sweeping and sand-washing. These means
are, of course, in general an improvement and very much
faster than present day methods of cleaning bottoms.
However, I found, in some instances, the sand had
removed well-adhering paint down to bare metal, and
in other cases had noticeably eroded the surface of the
paint, but what these methods do not accomplish is the
evening up of the high spots on the paint, as is done by
the use of proper scrapers or a mechanical brush such
as I have described.

Reverting to the power driven roller-shaped brush,
more recent developments have disclosed a method

(Please turn to page 88)

SEPTEMBER • 194

Page 69

Low Temperature Air Conditioning
For Perishable Cargoes on Ships

( Continued from August issue )

By JOHN F. KDDISTRA

There are a number of factors which offset the air
leaving temperature and should be taken into account
when the plant is originally designed. In the following
pages we will attempt to explain these.

It is assumed that the readers of this article are fami-
liar with the psychrometric chart, and therefore we will
not devote any time to its theory or its development,
except to say that this chart is the basis of all studies
in air conditioning work. It was first developed in 1911
by Willis H. Carrier, one of the founders of and now
chairman of the board of directors of Carrier Corpora-
tion. Although originally developed for a range of tem-
peratures from 35°F to 100°F, we now have available
for our use a high temperature (range 60 °F to 125°F),
a medium temperature (range 35°F to 90°F), and a
low temperature (range — 20°F to 45 F) psychrometric
chart. The latter is shown in Fig. No. 2.

To enable us to understand the relationship between
room dewpoint and apparatus dewpoint, as well as the
effect of coil design upon the differential between appa-
ratus dewpoint and leaving air temperature, we should
define the following commonly used terms, all of which
apply to air conditioning, whether for human comfort,
for industrial processes or for low temperature refrigera-
tion applications.

Sensible heat.

Sensible heat is the heat added to or subtracted from

PSYCMOOMtTOIC CMIBT
FIG 2

a substance causing an increase or decrease in tempera-
ture without causing a change of state. This heat is
perceptible on the thermometer.
Latent beat.

When a temperature is reached at which heat added
or subtracted does not cause a further change in tem-
perature (as at the boiling or freezing points), a change
in state takes place upon further addition or subtraction
of heat. The heat necessary to change the state of a sub-
stance with temperature remaining constant is called
"latent heat." This heat cannot be measured with a
thermometer.
Total heat.

Total heat represents the sum of sensible and latent
heat of a substance.
Sensible heat factor.

This is the ratio of sensible heat and total heat of a
substance. When sensible heat and total heat are the
same, this factor is unity. For all substances which con-
tain moisture the sensible heat factor is less than unity.
Dewpoint

Air always contains a limited amount of moisture
which is expressed in percentage of humidity. When the
air is saturated with moisture, the percentage or relative
humidity is lOCr. This temperature is called "dew-
point." It is of interest to mention that the capacity of

(Phase turn to page 104)

Page 70

PACIFIC MARINE REVIEW

New ConslruLtio 11 — 11 RLn ml itiun ill g — Repairs

A Victory for China -Another First for Bethlehem

The San Francisco Yard of Bethlehem Steel Company,
Shipbuilding Division, has just chalked up another "first"
on its scoreboard of successfully accomplishing the diffi-
cult or unusual in ship repair and conversion. In just
seven working days the yard completely replaced a dam-
aged bow casting on a Victory Ship with a fabricated
stem weldment. This is the first time such an all-welded

steel replacement has been made and installed on this
type of vessel. An indication of the speed with which
this job was performed is seen in the fact that to prepare
the patterns and cast the section would have taken as
long as sixty days.

The vessel on which this unusual job was performed
is the Trinidad Victory, recently renamed the Chunking

Upper left: Picture shows how the bow casting was completely destroyed on the Trinidad Victory. Some of the damage to

the bottom shell plates Is also visible.
Upper right: In this picture the new bow section has been erected, damage to the bottom shell plates has been repaired.

and the ship Is now ready for the water.
Lower left: The fabricated stem section Is shown here prior to being placed in the stress relieving furnace.
Lower right: A general view of the Trinidad Victory on drydock, showing repair operations in progress.

Viclory following her sale to the National Government
of China by the U. S. Maritime Commission.

The vessel was commissioned in September 1945, at
the California Shipbuilding Company in Los Angeles
and placed in operation by the Marine Transport Line
between Pacific Coast ports, Korea, Japan and Alaska.
In September 1946, while running at 17 knots in a fog
off the tip of Adak Island, the Chunking Victory ran
aground. The bow casting was completely destroyed
along with plating and internals in way of the bow and
No. 1 and No. 2 double bottoms.

Following the accident, the Chunking Victory made
San Francisco under her own power and was drydocked
for survey. Because of the extensive repairs that would
have had to be made, the Maritime Commission laid
the vessel up at Suisun Bay. In June of this year, how-
ever, she was redocked and surveyed by prospective
buyers from the Chinese government.

At that time V. A. Christensen, Structural Foreman at
the Bethlehem Yard, stated that the main factors in get-
ting the ship back in service were repairs to the ripped
bottom and the problem of getting a new stem casting.
It was called to the attention of the new owners, as well
as the American Bureau of Shipping, that making pat-
terns for and casting a new stem of the required size
would probably take thirty to sixty days longer than it
would to fabricate the section out of plate and weld it

together by electric welding.

The decision was made to fabricate the stem. The
Yard's draftsmen drew up a set of plans which were
rushed to the ABS in New York for approval. On July 19
the yard was authorized to proceed with repairs as out-
lined in the blueprints. That same day the ship was dry-
docked and repairs to the bottom damage and fabrica-
tion of the stem weldment were started.

In just seven working days the new stem weldment
was lofted, fabricated, welded, stress relieved, checked
for alignment and erected in place on the ship.

The steel plating used in this weldment was U?" and
2" thick, and it is interesting to note that 650 pounds
of welding electrode, of which 5 16" was the predomi-
nate size, was deposited during the process of welding.

The tailshaft was hauled for inspection and reinstalled.
A new spare tailshaft was manufactured by the yard and
stowed aboard the vessel.

Besides renewing, cropping or fairing in place of the
damaged bottom shell plates, as well as fabricating the
new stem section, Bethlehem's job was to put the Chun-
king Victory in operating condition. This included open-
ing up turbines, boilers and reduction gears for survey
and chemically cleaning boilers, piping and the lube oil
system, along with completely rigging the vessel. In
addition, necessary miscellaneous repairs were made to
put the vessel into class.

The Castle Line on the West Coast

There are many facets to the maritime industry, and
foreign steamship lines operating in American ports have
a place which is often overlooked or decried. There is
not sufficient appreciation of the part that foreign lines
play in the intricate affairs of shipping, when "shipping "
is regarded as merely including the operation of Ameri-
can ships. Shipping goes far beyond that and includes
ship building, ship servicing, ship repair, ship loading
and unloading, ship traffic, ship importing and export-
ing, ship insuring and ship financing. There is also
the matter of ship office rentals, and office employ-
ment, and pier rental, and the purchasing of equip-
ment and supplies, and taxes. So competitive foreign
lines represent a very important element in maritime

activities and in the benefits to port cities, without which
such cities would suffer considerably. The West Coast
of the United States is attracting many ships of foreign
registry and offices of many foreign companies. Some
of the latter are represented by American operating
agents.

The Castle Line and Olympic Steamship
Company

The Castle Line has operated a regular service from

New York to the Far East since prior to the turn of the

century, and was the first company to maintain a regular

service on this route through the Panama Canal. Agents

(Please turn to page 97)

The Muneaster Castle

i:jomm€Rciiii

CRflfT

ISM

to

River Towboat

The Western Tninsportation Co. of PortLind, Oregon,
has just completed what is believed to be the first, and
so far the only, conversion of a Navy LSM to a river
towboat.

The vessel, the Peler W.. was cut down 104 feet and
45 feet of new ship shape bow with towing knees was
added, making completed tug 145 feet overall.

The original engine room containing two 1800 H.P.
opposed piston Fairbanks-Morse engines was retained
intact with all auxiliaries.

A 5 H.P. Sperry steering gear from a PC type vessel
was used to replace the two and one-half HP steering
engine originally in the LSM. The larger engine per-
mitted installation of monkey rudders forward of the
wheel which have area equal to main rudders and aid
materially in backing and flanking.

Trial run May 24 proved vessel to liave speed of 1 3
knots running light.

All new quarters were built with showers and lava-
tories on each deck. A large lounge and recreation room
is on forward main deck. Ship is equipped with ship-to-
shore 'phone, hand set phones in pilot house, engine
room, and all officers' rooms, and a public address system.

The two capstans aft and the three forward ones are
electrically operated. The auxiliaries include two iOO
K.'W. generators for this purpose.

Steering is wheel controlled, electrically or trick stanil
controlled, with an emergency hand control.

SEPTEMBER • 1948

Rex Gault, president of The Western Transportation Co.,
named the boat for his son. Peter. Peter really enjoyed
the trial trip but his big thrill came when he found in the
galley a cake modeled to an exact replica of the Peter W.
which he is admiring in this picture.

^age

73

w ^

( i^' in
I

The Frances, flagship of three Columbia River fleets. It
will operate as a survey vessel and personal yacht for
President Leppaluoto, of Inland Navigation Company,
Upper Colunnbia River Towing Company and Columbia-
Snake River Towing Company.

Captain "Slim' and Mrs. Frances Leppaluoto topside c

the Frances. Stack Insignia is that of Leppaluoto's Colun

bia River Towing Fleet.

The Frances A Tug Owner's Yacht

Lake sailors may fail to appreciate some of her fine
points, but to Cap'n "Slim" A. Leppaluoto of Inland
Navigation Company the Francei is nonetheless a yacht.
Most commercial operators will agree she is just the
ticket for an owner's "command" ship, particularly for
Slim's home waters, the swirling waters of the upper
Columbia. She should be at home in these 10-12 mile
currents for she has been picked to match the perform-
ance of the "world's largest horsepower tug fleets"; the
Frances is powered by twin Atlas model 6 HM 1558s,
developing 320 each on an 11 • 2-inch bore and 15-inch
stroke. She is a former 114-foot Army FS, built by
Petrich ( 'Western Boat Building), Tacoma, and revised
to Slim's requirements for a survey vessel and possible
future tug, but maintaining ample quarters for ten adult
guests.

The Frances is of heavy wood construction, the thick-

ness of which is testified by installation crews of Pacific
Marine Supply who had to drill through two feet of
bottom to install her new Bendix Depth Recorder. Other
new electronic equipment includes an Intervox 65-watt
10-channel radio telephone and a Mackay radio direc-
tion finder. Flanking the two Atlases below, are two
6-cylinder Hercules 20-KW diesel generator sets.

After a shakedown cruise to Alaska, the Frances will
join the fleets of Inland Navigation, Upper Columbia
River Towing, and Columbia-Snake River Towing Com-
panies, headed by Leppaluoto, and headquartered at The
Dalles, Oregon. From there they run up to Pasco and
Hanford, 'Washington, and, sixty days a year, all the
way up the Snake River to Lewiston, Idaho. In connec-
tion with the latter. Congress has recently authorized
five dams which would make this stretch navigable
all year.

Roomy pilot house of the Frances has Maclcay Radio Di-
rection Finder over charts (left), a new Bendix 400 ft.,
400 fathom Supersonic Depth Recorder, 65 watt Intervox
Radiotelephone and an amplifier for radio-record playing
and the loud-hailer.

Twin Atlas Diesels of Frances. Vessel also has twin Diesel
generating sets.

Page 74

PACI FIC MARINE REVIEW

UlQllLD
TRflD€

Reg. U. S. Pat, Off.

George Schinitz \m Jr. IVorld Trade Association President

In the election of George Schmitz as president of the
Junior World Trade Association of San Francisco, Wells
Fargo Bank and Union Trust Company's foreign depart-
ment gains an unusual distinction. For the senior World
Trade Association also is presided over by a Wells Fargo
man, W. J. Gilstrap, manager of the foreign department.

Heading up the Junior Association requires a steady
hand and head for it is composed of the livest group in
the industry. George is just the man for the job, and he
already has plans laid out for a busy term. Committee
appointments are listed below.

Born and educated on the "continent" side of San
Francisco Bay, Mr. Schmitz in 1933 became a banker —
in a small way. That was fifteen years ago, and he is
still a banker. The foreign department is proud of him
and of his popularity in world trade circles. But if you
ask George about hh pride and joy, he will start talking
about his four-month-old twins (b. and g. ) and will
swing into a discussion of his other two children (al.so
b. and g. ). A major regret is that we were not around
about the times George was passing out cigars. ( Herb
Porter came through, George.)

Oh yes, tho.se committees:

Membership, Jack M. Weese, Fundi F.dye & Company;
Auditing and Finance, Thomas B. Shaw, Bank of Cali-
fornia; Education and Speakers, Ciiarlcs M. Freeman,
Tidewater Associated Oil Company; Public Relations,
Robert H. Langner, San Francisco Chamber of Com-
merce; Social Affairs, Reno Franceschi, Getz Brothers &
Company; Attendance and Reception, Jo.seph A. Wag-
staff, S & W Fine Foods; Program, Charles M. Freeman;
Roster, Francis Novitsky, American President Lines;
editor of the "Ship's Bell", the Association's publication,
Bruce A. McLelland, Frazar and Hansen, Ltd.

"Tourist expenditures in Canada totalled about S2i2,-
000,000 in 1947, of which all but $12,000,000 was by
United States nationals. Only sales of newsprint sur-
passed travel expenditures as a source of United States
dollar revenues."

SEPTEMBER • I 948

Page 75

Gift From Montevideo To Montevideo

and Robert Ri

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(left)

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Argentm

a.

Materials from twenty-three States and Alaska and
Hawaii as well, were shipped recently aboard the Moore-
McCormack liner Atiieniina to Mayor German Barbato
of Montevideo, the capital city of Uruguay, to be ex-
hibited in his city. Robert Richling, Uruguayan consul,
attended the loading of the shipment.

The shipment, the gift of Mayor H. A. Larson, of
Montevideo, Minnesota, was made in response to the
gesture of the Uruguayan mayor who sent a plaque and
Uruguayan seedlings to the Minnesota city during a
recent fiesta.

The shipment, as delivered to the Argentina by the
International Expediters, Inc., freight forwarders, weighed
495 pounds and included the following: — rice, shelled
and on the stock, from Louisiana; Michigan cherries,
Alaska salmon and crab meat. North Dakota flour, Rhode
Island woolen samples, Colorado stone. South Carolina
clothing. West Virginia pottery, Oregon pine and myrtle
wood, Florida fruit juice, Alabama peanut butter and
peanut oil, Tennessee honey, Minnesota flour, Arizona
stone and minerals, Hawaiian pineapple, Washington
plyboard, and maps and booklets from New York, Mary-
land, New Jersey, South Dakota, Missouri, Idaho and
Iowa and the flag of the State of Utah.

EXPORTS AND IMPORTS, BY COUNTRIES, 1947

SAN FRANCISCO CUSTOMS DISTRICT

r/>LL FIGURES SHOWN IN MILLIONS OF DOLLARS)

AUSTRALIA

I'fd *y re, tht Son F,anc:ico

GRAPHIC RESEARCH Chamke: o/ Comm.^.e

U SWEOEN/KV.^^ "A

PHILIPPINE REP

COT' '*tf '«"" O^t* of Commerce n

Page 76

PACIFIC MARINE REVIEW

Marine Insurance

The London Letter

fly Dur United Kingdom LuiTespandent

Report of United Kingdom Mutual Steam Ship
Assurance Association

m N INTERESTING feature of the annual report of
fl the United Kingdom Mutual Steam Ship Assurance
Association, Limited (Messrs. Thos. R. Miller & Son,
London, managers), is that the Government ownership
or operation of tonnage has not usually meant that
P. & I. cover is considered unnecessary, but rather the
reverse. Eleven different Governments, including those
of the United Kingdom and U.S.A., have entered ships
in the Club. The Canadian Government was given a full
cover for its entire wartime fleet of 170 large vessels.
Moreover, the managers were asked to advise tlie British,
American and Netherlands Governments on P. & I.
matters, and recently they have been rendering special
assistance to the Treasury Solicitor with the .500 life
claims arising out of the tragic collision between the
Queen Mary and H.M.S. Curacao.

Fog, Messrs. Miller state, is still the main cause of
collisions, but most of such accidents "could be avoided
if the Collision Regulations were more strictly ob-
served." The "moderate speed" referred to in Article 1 6
of the Regulations may in bad conditions mean only
steerage way or even stop, the Courts have held. It is
equally important to stop the engines on hearing a
whistle before the beam, and to give no helm orders
until the other ship is seen. Ships today are expensive to
run and their time is valuable. But one Captain who tried
to save a tide on a misty night put his ship in dry dock
for six weeks, while his owners also had to pay the value
of a trawler and compensation to the widows and chil-
dren of ten fishermen.

Modern navigation devices, the report points out, are
no substitute for a good lookout. The Association is con-
cerned in a bad collision involving a Canadian destroyer
and a cargo vessel. The case is sub judice at present,
but evidence was given at the Court of Inquiry to the
effect that the destroyer was navigating in fog at some
25 knots, relying on her radar, and the cargo ship
either did not show up on the radar scan or was nui
reported to the bridge. Incidentally, it is a common
practice not to post a lookout on the forecastle head in
bad visibility conditions. This has been much criticised
by American judges. Masters should "only withdraw the
lookout from forward if satisfied that conditions give a
better view from the bridge."

SEPTEMBER • 1948

Chamber of Shij^ping Representatives on
Committee of Lloyd's Register

For the first time since its inception, 70 years ago,
the Chamber of Shipping of the United Kingdom has
been invited by Lloyd's Register of Shipping to nomi-
nate three representatives to serve on the general com-
mittee of the Register. This is apart from the direct
representation of shipowners in the difl^erent ports. The
council of the Chamber of Shipping have unanimously
agreed to accept the invitation. Of the three representa-
tives now appointed, one is associated with tramp ship-
ping, one is a liner owner, and the third is interested
in the coasting and short sea trades and the operation
of small tankers.

"Chartered Shipbroker" Interpretation

Mr. W. H. Vernall, presiding at the annual meeting
( held at the Baltic Exchange, London ) of the Chartered

(Please turn to page .S'7/

MARINE
INSURANCE

Cargo, Hulls, Motor Transit,

Parcel Post, Registered Mail

and other

Inland Marine Lines

i^THE HOME V

NEW^ YOR K

Cj-<y77^^a>ru/

SAN FRANCISCO LOS ANGELES

EXbrook 2-5600 Michigan 3661

565 Clay St. 639 S. Spring St.

MARINE MANAGERS
Clayton E. Roberts Alberto Martinez, Jr.

Page 77

n E Ul 8 F L e S H E s

e?■*N^«K^o^i^**v^^l^^^^^*«s?v^»*»*«N>s»«*^»w*<^<*©s^^

NAVY CONSTRUCTION AND REPAIR PROGRAM

For detailed list of Naval vessels in this program see pages 52 and 53,
this issue.

:t: :{: :f; :{: :]e

MARITIME COMMISSION TANKER PROGRAM

The so-called Navy tankers, 660 feet long, 20,000 horsepower, single unit,
single shaft, 30,000 tons, will be awarded to private shipyards by the Maritime
Commission after opening of bids on September 10. Present program calls for
twenty ships and there is some hope that Pacific Coast yards will participate.

:{: :{: :t: ^ =!<

DOLLAR DECISION

Decision in the case of Dollar against the Maritime Commission for control
of the American President Lines is expected to be handed down by Federal Judge
Matthew McGuire in Washington about October 1.

EVERETT PACIFIC AWARDED C-2 CONVERSION

The former troopship Young America will be reconverted to a C-2 cargo
vessel by Everett Pacific Shipbuilding and Drydock Company. The reconversion job
is for the account of the Maritime Commision and the Waterman Steamship Cor-
poration and involves nearly half a million dollare. The vessel was towed to
Everett from the Suisun Bay reserve fleet by the Crowley Launch and Tugboat
Company.

*****

MARITIME COMMISSION OFFERS FOURTEEN VESSSELS

Fourteen N3-M-A1 single screw diesel driven propulsion aft vessels are
offered for sale by the Maritime Commission. Four are at Wilmington, North Caro-
lina, reserve fleet is at Suisun Bay, California; and four in the James River.
General specifications are: length — 269 ft. 10 in. ; beam — 42 ft. 6 in. ; draft —
20 ft. 9 in. ; speed — 10'4 knots.

Page 78 PACIFIC MARINE REVIEW

CONVERTING LIBERTY SHIPS IN ITALY

The crowded condition of shipyards in Britain is indicated by the overflow
of shipbuilding to other countries. British interests are converting about
twenty coal burning Libertys, built at Richmond, California, to passenger
vessels with 3900 horsepower Fiat Diesels.

Last month we reported tanker construction in Japan. This also involves
British interests.

:^ :f: :^ :^ :):

NAVY'S HOT AND COLD PLASTIC COATINGS

John Parker, president of the American Marine Paint Company, announces
that the company has obtained exclusive property rights for supplying private
industry with the United States Navy's highly successful hot and cold plastic
underwater coatings.

SUPER TANKER PROGRAM

The private shipyards of the United States have on order or under con-
struction a total of 61 tankers as of Sept. 2, 52 of which are so-called super-
tankers.

The super-tankers will exceed 600 feet in overall length which is more
than 100 feet longer than the typical T-2 tanker and 187 feet longer than a
Liberty ship. The super-tankers will have a beam of 82 to 84 feet compared with
the present T-2 tanker's beam of 68 feet and the draft, loaded, will be 31 to 33
feet as compared with the T-2's 30 feet.

The super-tankers will approximate 26,000 to 28,000 deadweight tons as
compared with the 16,613 deadweight tons of the typical T-2 tanker and will
carry 228,000 to 240,000 barrels of oil as against 141,000 barrels for the T-2
tanker capacity.

BETHELEHEM SPARROWS POINT YARD INCREASING TANKER ORDERS TO TWENTY-TWO

Contracts recently awarded for the construction of eighteen additional
large oil tankers at the Bethlehem-Sparrows Point Shipyard have increased the
current tanker construction program to twenty-two ships totaling 530,000 dead-
weight tons.

The vessels have a contract valuation of approximately |110,000,000. Their
construction will require adding more than 1,000 new employees to the 3,000 now
on the Sparrows Point Yard payroll and will keep the Yard busy through 1950.

Bethlehem's Quincy Yard also has tanker contracts. As of Sept. 1, these
contracts totalled 18.

SEPTEMBER • 1948 Page 79

TODD GETS $600,000 CONVERSION

Todd Shipyard Corporation in Seattle has a $600,000 contract for the con-
version of the former Naval transport Hotspur.

The Hotspur will be converted back to a standard C-2 cargo carrier. She is
among ten vessels on the coast which are to be converted for Waterman Steamship
Company.

^ :i: 4: li: ^

SUN'S TANKER ORDERS

Sun Shipbuilding and Drydock Company had fifteen giant tankers on order on
September 1.

itfi ^ ^ :^ :^

NEWPORT NEWS TANKERS

Newport News Shipbuilding and Drydock Company had eleven giant tankers on
order on September 1.

BETHLEHEM GETS AMERICAN EXPORT LINES ORDER

The Shipbuilding Division of Bethlehem Steel Company has a contract for
two new 20,000 gross ton American Export liners at $23,415,000 each. The ships
are to be 683 ft. long and carry 972 passengers at a 25 knot speed.

NEW YORK SHIPBUILDING GETS AMERICAN PRESIDENT LINES ORDER

The New York Shipbuilding Company, Camden, N. J., was awarded the con-
tract for the construction of three V-2000 round-the-world vessels for American
President Lines, San Francisco The ships are to be 536 ft. long and carry 228
passengers. Price is |10,671,000 each.

FOREIGN SHIP CONSTRUCTION

As of July 1, Great Britain was constructing 94 passenger and passenger
cargo ships plus 457 of other types. Belgium, Canada, Denmark, France, Holland,
Italy, Norway, Spain and Sweden were building 78 passenger and passenger cargo
vessels plus 505 of other types.

CONSTRUCTION AND EXPANSION

Union Oil Company's expansion and modernization of their packing and com-
pounding plant at Oleum, California, is well under way at an estimated cost of

$10,000,000.

*****

The San Francisco Bridge Company is moving to its new 98'/2 acre site in
South San Francisco. This will be an expansion of their operations and the
estimated cost of the move is $610,000.

*****

Atlas Imperial Diesel Engine Company, Oakland, will build new $1,000,000
glass container plant at D and Winton Streets, Hayward.

p^gg 80 PACIFICMARINEREVIEW

BETHLEHEM-BUILT

Harbor Craft

1. OIL DRILLING BARGE

130 X 44 X 10

2. OIL BARGE

230 X 43 X 14 6 '

BARGES WITH A FUTURE!

Want to replace obsolete "horse and buggv" equipment
with modern peak pay-loaders?

Take a tip from profit-wise operators and turn to
Bethlehem for your harbor craft requirements. Designed
and constructed to provide maximum service at minimum
cost, Bethlehem-Built all-welded steel craft are rugged
. . . dependable . . . efficient. They're barges with a dollar-
savings future. Inquiries invited.

(//,//. SaiiiJ and Graivl Ihirgei • Carfloali • Dredges • Oil and Liquid Carrier!,
Diiml> and Ho/iper 'icnus • Oil Drilling and Derrici Barges • Lig/jters

ONVERSION...SHIP REPAIR ... NftVAL ARCHITECTS AND MARINE ENGINEERS

BETH|EHEM

IP8UILDING...SHIP C

(ETHLEHEM STEEL COMPANY

ENERAl OFFICES; 25 BROADWAY, NEW YORK 4, N. Y.

EPTEM BER • I 948

SH/PBUiLD/NG YAROS

QUINCY YARD

Quincy. Mass.
STATEN ISLAND YARD

Staten Island. N. Y.
BETHLEHEM-SPAR'JOWS POINT
SHIPYARD IMC,

Sparrows Point. Md.
BEAUMONT YARD

Beaumont, Texas
SAN FRANCISCO YARD

San Francisco. Calif.
SAN PEDRO YARD

Terminal Island. Calif.

%H\P REPAIR YARDS

BOSTON HARBOR

Atlantic Yard

Simpson Yard
NEW YORK HARBOR

Brooklyn 27th St. Yard

Brooklyn .Sfilli St. Yard

Hoboken Yard

Staten Island Yard
BALTIMORE HARBOR

Baltimore Yard
GULF AREA

Beaumont Yard

(Be.-iumont. Texas)
SAN FRANCISCO HARBOR

San Francisco Yard

Alameda Yard
SAN PEDRO HARBOR (Porl of Loi

San Pedro Yard

Page 81

^CUUtCa^ ^Ci^^^t^

Sevier Appointed Vice President of Matson in San Francisco

Randolph Sevier, formerly vice president of Castle &
Cooke, Matson Navigation Company's general agents in
the Hawaiian Islands, has resigned that position to join
Matson in San Francisco as executive vice president.

Sevier began his career with Matson in 1923 when he
started as a checker on the docks at San Francisco. He
served as freight clerk and purser on Matson ships from
1923 to 1926 and in the latter year became manager of
the Hawaii Transportation Company in Hilo. In 1930
he joined the steamship department of Castle & Cooke
and later became manager of the department. In that
capacity he has been in charge of operations connected
with Castle & Cooke's function as general agent for
Matson in Hawaii.

Page 82

I

'' %

1

-#■

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r — -^

^^^j^^j^^J

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JUi ^

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%.

A^ W^^-

y

RANDDLPH SEVIER

Sevier was appointed vice president of Castle & Cooke
in 1944 and has been president of Castle & Cooke Ter-
minals, Ltd., and of its predecessor, Honolulu Stevedores,
Ltd., since that firm was incorporated in 1936.

Under his direction the terminals, which handles ap-
proximately 90 per cent of the civilian cargo in the port
of Honolulu, has become recognized as having one of the
largest and most efficient stevedoring operations in the
nation.

Sevier was one of the original organizers of the Hawaii
Employers Council and served a term as vice president of
that organization. He is a member of various civic organi-
zations and the Pacific, Commercial, Outrigger, Propeller
and Republican clubs. A native of California, he is a
graduate of the University of California in Berkeley.

PACI FIG MARINE REVIEW

Conference of Diesel Engine Manufacturers' Association

The Diesel Engine Manufacturers' Asscxriation spon-
ors an educational program in universities with the
lope that engineering graduates will have developed a
nore practical understanding of Diesel engineering than
irould be possible through lectures and text. Many
olleges have set up laboratories and shops to produce
his practical type of training and in some of them the
ingineering students have made their own equipment.

On August 16 and 17 the Association conducted its
'acific Coast Educational Conference at the University
if California, Berkeley, and at the California Research
Corporation laboratories at Richmond.

Meeting in the engineering building at the Univer-
lity, the session was presided over by Otto H. Fischer,
jresident of the Union Diesel Engine Company and vice
resident of the Association. Speaking at the session in
iddition to Mr. Fischer were: Roy A. Hundley, chief
ngineer. Enterprise Engine & Foundry Company, who
liscussed "Making an Engineer of an Engineering Grad-

uate"; S. W. Newell, vice president. Union Diesel En-
gine Company, who talked of the challenge offered
young engineers by the Diesel industry; W. G. Nostrand
of the Winslow Engineering Company, who spoke of
the technique of filtering; and Professor Carl Vogt, who
described the University of California's Diesel labora-
tory. The session included a visit to the University's
cyclotron.

The day at Richmond afforded an opportunity for
visiting one of the best equipped commercial labora-
tories, and the time was so well organized that all present
were able to inspect, under able guides, every important
part of the laboratory. Discussions were held on the
relation between fuel quality and engine performance,
the role of modern lubricants in Diesel operation, and
Diesel engine service problems.

The entire conference, typical of many similar con-
ferences to come, was ably managed by executive direc-
tor Harvey T. Hill.

el Engine Manufacturers' Asjoclatlon (left), and Otto

Union Diesel Engine

At ttie conference:
Harvey T. Hill, executive direct
Company.

Left inset: J. P. McArthur. left, and H. P, Henderson, botti of Worlhington Pump i Machinery Company,

Right inset: Left to right: J. P. McArthur. Worthlngton Pump & Machinery Company; H. P. Henderson. Worthlngfon Pump & Machinery
Company Harvey T. HIM; Otto H. Fischer; Prof, Carl J. Vogt, U, C; L. M. C. Boclter, U. C. L. A.; A, H. Batchelder, California Re-
search Corporation- I. Cornet U. C; S. W. Nev»ell, vice president. Union Diesel Engine Company; E, W. Newell, father of S, W. Newell

!SEPTEMBER • 1948

Page 83

West
Winds
Inc.

When Eric C. Johnson was sweltering in the Orient a
couple of years ago, he longed for the cool west winds
of San Francisco. That was when the idea for the name of
his newly incorporated firm, West Winds, Inc., first took
form in his mind. So when Johnson returned from the
Orient he formed the new company, and actual ship
repair work was started in August 1947. Since then many
ships have been serviced by the firm.

West Winds, Inc. is devoted to marine and industrial
repairs. The shop and staff are equipped to complete all
voyage repairs on ships other than dry docking, and their
specialization is in the field of diesel engineering. Vice
president and chief engineer of the firm Joseph C.
Brewster recruited through the war and postwar years a
staff of engineers and former chief engineers of motor
ships who have a wide knowledge of foreign and do-
mestic diesel engines. These men repair or install ma-
chinery, reset, align and re-install as may be required.
The shop men repair or manufacture new parts when
parts are not available from the factory.

Johnson, who is president of the company, is a licensed
engineer and has been engaged in the marine repair
business for the past fourteen years. As shop superin-
tendent for a well-known West Coast firm, he gained a
vast knowledge of shop procedure and technique in the

eph C. Brewster

manufacture and repair of machine parts. Other experi-
ence includes three years as diesel superintendent for the
same firm, and a short period on the yacht Zaca as Chief \
Engineer, and on the Lightning, a large freighter of the ■'
Pacific Far East Line which was powered with Sun-
Doxford engines.

Vice President Brewster also has wide experience in
the installation and operation of marine and stationary
machinery. He worked in diesel plants of Sinclair and
Stanolind Oil Companies in Texas and Oklahoma, and
for a number of years worked for the U. S. Government ;
as District Manager under civil service doing construc-
tion work in Colorado under the Department of Agri-
culture. At the beginning of the war he was employed
by Pacific Bridge Company of San Francisco where he
was foreman of machinery installation for the Navy at
Pearl Harbor.

His assistants are Wainel S. Bratt and Malcolm
Andreasson, both of whom hold chief engineer licenses.
Bratt, formerly with the U. S. Navy, was lieutenant in
charge of repairs on a repair ship in the South Pacific.
Andreasson, formerly chief engineer of M V Panama of
the Johnson Line, has spent twenty years in 'the opera-
tion and maintenance of ship equipment, and has had
many years of training in a diesel factory in Sweden.

rafor sets in the Oakland shop.

Page 84

PACI FIC MARINE REVIEW

IntemationalxKNiKPuiT

SUHIO PROOUCTS

rt Pegg's New Building in San Pedro

One i)f the must modern marine structures in the l.os
viiycles Harbor area, the new building for International
larine Paint and Sumco Products was recently opened
V Manager Arthur Pegg in San Pedro. Conveniently
icated near the waterfront and yards. Art Pegg's new
c.idquarters embrace many up-to-minute features and
inple warehousing facilities. Arthur Pegg, Jr., assists
IS father in the conduct of International and Sumco
tf.urs for the Pacific Southwest. Arthur Pegg, Jr., was
L-ccntly president of the San Pedro Chamber of Com-
lerce, and is a past president ;uid one of the founders
if the Bilge Club.

iatiunal Defense

{Continued from page 36/

n.ible motor vehicles to proceed under their own power
1) the decks above ground level for loading or unloading
vithout their being lifted to the upper levels by elevators,
he latter type of operation has a tendency to slow down
i.uiJling, which results in having vehicles unloaded on the
>)\\'cr decks and then the cargoes are transferred to the
ipptr decks by the use of fork lift trucks or dollies which
re run into elevators and raised to the upper levels. This
.ilK for a greater expenditure of manpower and slows
Ik spotting of cargo on piers for loading into vessels.

II ,1 future national emergency involving actual hostilities

III .1 global scale, it is the considered opinion that man-
Miwur may be the deciding factor. Accordingly, in the
I instruction of any processing plants or transshipping
.iLilities which have to do with our war effort, the most
.iictiil attention possible should be devoted to the plan-
iint; (if these facilities with a view to reducing the num-

. )er of manhours required to process or to handle after
srocessing all essential commodities.
] It is reasonable to give consideration to the possibil-
ties of destruction of certain ports, particularly those
pcated in the highly industrialized areas; and the sub-

At the left— the new building.

Below— Arthur Pegg. Sr. (seated) and
Arthur Pegg, Jr.

sequent use of the less vulnerable port facilities we are
asked whether it be to the best interest of the national
defense if the port operators were familiar with them, in
so far as security permits; further that there be some
means of coordination between the defense agencies and
the ports in their relation to the national defense and
the consideration of ways and means for ports to finance
the necessary construction of adequate port facilities. It
can be stated that planning future operations is a con-
tinuing responsibility of the general staff. Naturally all

I Please turn to page 9S)

Puzzle — Find Uuentin Herwig

Quentin Herwig, president of Marine Service, Inc., is
a big man (6 feet, 8 inches) but get him out in the
warehouse and surround him with 24,000 gallons of
International paint, and he's just about lost as this
picture shows. With him, left to right — he's the extreme
right — are Miss Jessie Thornley, Capt. Ernest G. Heinrici,
Henry Anderson, secretary of the corporation, and Miss
Virginia Spauldig, secretary to Mr. Herwig.

Represented in the huge stock carried by Marine
Service, Inc., are topside and interior paints along with
a huge supply of bottom composition. Marine Service,
Inc., is also the distributing agent for American Cordage,
Bird-Anchor compounds and Gamlen chemicals.

SEPTEMBER • 1948

Page 85

liberty Propeller Shaft Solutions

iCoiniiiiit'il jrum piiKt ill

fabric belt connected to the main shafting. This pulley
follows the torsional vibration of the ratating shaft.
Loosely coupled to the light pulley and an integral part
of the instrument is a heavy inertia mass or flywheel
which rotates at a uniform speed. The relative motion
between the light pulley and the inertia mass, through a
linkage, actuates the pen across the moving strip of paper.

Through a medium of a pen, a clock run by battery
records time on the tape in fifths of a second. The num-
ber of shaft revolutions are recorded by electric im-
pulses, relayed from a trip, set in coordination with the
ship's revolution counter.

Sea trials were conducted July 23 in the channel be-
tween San Pedro and Santa Catalina Island. Tape record-
ings were taken at various speeds in light and loaded
conditions. At the same time, indicator cards plotting
the pressures within the engine cylinders were made.
These cards establish the indicated horsepower of the
engine at various speeds and load conditions and in ad-
dition provide a means for balancing the engine.

Ideal conditions for wind and water prevailed through-
out the sea trial and from preliminary calculations, the
test was successful. The engine was operated at 76 RPM
and there was no evidence of excessive torsional vibra-
tion. There was no evidence of excessive heat in No. 6
main bearing due to the increased bearing pressure from
the added weight of the flywheel.

Final information regarding these tests is being formu-
lated by the American Bureau of Shipping and the U. S.
Navy and will be available after all calculations are com-
pleted.

Picture taken at the sea trial of the S. S. John Goode.
Front row, left to right: Edw. G. Baker, American Bureau of Shipping,
New York; J. C. Huntley. U. S. Coast Guard; H. E. Harper, Chief
Engineer; Mr. Marks, U. S. Customs Office; F. B. Harper observer-
F. P. Miller, American Bureau of Shipping; G. McCarthy. U. S,
Coast Guard; F. Redmond. U. S. Maritime Commission; H. H.
Whitcsel, World Wide Tankers, Inc.

Back row, left to right: E. Miller, Time Oil Co.; Captain Jorgensen,
SS John Goode; S. Brummel, W. H. Wickersham S Co.; Geo. A.
Bradford, Port Engineer, World Wide Tankers, Inc. S. Stein Long
Beach Naval Shipyard; E. Broomall, Todd Shipyards Corporation
A. Waxman, Long Beach Naval Shipyard; R. K. English, Todd Ship-
yards Corporation.

Russ W\M of ^tlas Imperial Diesels

Our reporter had an mterestmg chat recently with
busy Russell J. M iedel, president of Atlas imperial Diesel
Engine Company. A native of Wheeling, West Virginia,
Miedel was associated with the Hazel-Atlas Glass Com-
pany for several years. He has been president of Atlas
for three years.

Russell Miedel is active in many civic affairs and a

iident, Aflas-lmperl

Engine Company.

member of a number of clubs in the Bay area. He is
vice-president of the Alameda County Industries, Inc., an
organization which promotes the growth of industries
and looks after the manufacturers' interests in Alameda
County.

A sports enthusiast, Miedel goes in for fishing, hunting
imd baseball in his spare time.

' '^' ^ " ^

^
W"

Page 86

PACI FIC MARINE REVIEW

' HYET and STRUCK

STANCHIONS

Cut Down
A ccidents
and Repair Costs!

HYET and STRUCK ENGINEERING Co.

Vi

SHIP REPAIRING & MACHINE WORK
EX. 2-3508

425 Folsom Street

San Francisco, California

The Lundon letter

(Continued from pa^e 77)

Shipbrokers' Protection and Indemnity Association, Lim-
ited, said that, in view of the fact that certain shipbrokers
were now fixing aircraft in addition to ships, the As-
sociation had decided that the interpretation of the term
"chartered shipbroker" should be held to include fixtures
of aircraft as being in the normal course of a chartered
shipbroker's business.

Pittsburgh Plate Class Cu., Paint Division

W. Ray Gulp, Arnold J. Hanson and Harold Mesuhr
( left to right, below) motivate the marine selling job in
California maritime districts for Pittsburgh Plate Glass
Company. Headquartered at 7412 Maie Avenue, Los An-
geles, Culp is manager of Industrial Sales, Paint Division.
Hanson is marine representative in the Los Angeles area
and Mesuhr is Oakland marine representative.

Pittsburgh Marine Finishes are distributed by Martin
^: Turner, 1 1 2 North Avalon Boulevard, Wilmington,
and Pedley-Knowles & Company, l.Vi Sacramento St.,
San Francisco.

MOTOR

REPAIRS...

PORTLAND

Replacement Parts for All Types of Motors and

Controls

Electrical

Dynamic

Shipboard

Balancing

Installations

of Rotors

of ell types

and Armatures

lA hour service

MARINE

ELECTRIC

CO.

2121 N. W. Thurctian

7 days a week

Phone BR 6448

Portland 9. Oregon

<E P T E h,1 B E R • 19 4 8

Page 87

Exclusive Distributors for Plant Magnesia
Products

Manufacturers and Distributors of Plant
Packings

Also Distributors for Raybestos Manhattan
and B & W Insulating Firebrick

PLANT

ASBESTOS CO., INC.

Phone UNderhill 1-2874

Phone Ent. 10367

941 - 16th STREET

SAN FRANCISCO

OAKLAND

SAN JOSE

MODESTO

WATER TAXI SERVICE WITH A SMILE!

24-hour service to any point in San Francisco Bay
from Pier 16, foot of Howard Street.

HARBOR TUG & BARGE CO.
Pier 16 • Foot of Howard • GA 1-4364

Application and Performance of Bottom Paints

( Continuc'il from page 69)

of mounting the wires which should overcome their
breakage. If our tests are successful, it is believed a
brush of this type will prove a pronounced improvement
over all present methods of cleaning ships' bottoms, and,
for that matter, aiding their preservation.

I would like now to talk about the application of
paint, that is, particularly bottom paint and boottopping,
which coatings are subject to water friction. I am con-
vinced that in the aggregate better results are afforded by
brush application than by spray. The action of brushing,
itself, assures a better keying of one coating to the other.
Further, correct and uniform film thickness being so im-
portant in the proper functioning of bottom paints, I
would say that, by and large, this is better accomplished
by hand-brushing methods.

Of course, brush application involves higher labor
costs and is frequently difficult to obtain due to lack of
skilled help. Along these lines, some years ago my com-
pany experimented with a pressure-fed brush, the flow of
paint into the bristles being controlled by a trigger grip
valve. Here again, my lack of engineering knowledge
discouraged further experiments. I am still convinced,
however, that pressure-fed brushes could be very effec-
tively used by shipyards and painting contractors, to
lower the cost of ordinary brush application. Aside from
lesser paint spillage, appreciable time might be saved
in that no dipping of the brush in the paint is necessary.
In some drydocks. due to prevalent winds, it is necessary
to confine spraying of bottoms to night-time, partly to
avoid the effect of spray fog on daytime workers. When
skilled shipyard labor is more available, it would seem
likely that pressure-fed brushes could be used during
the daytime without interference with the other dry-
dock workers. I am convinced daytime painting, when
thus made possible, will show a pronounced improve-
ment in ships' bottom painting results.

One practice I have never quite understood is this. On
a new hull or a sandblasted bottom, at least two, if not
three, coats of primer are usually specified, yet on bare
areas, which may appear on subsequent drydockings,
only one coat of primer is frequently used. Considering
the small areas to be touched up, and the nominal cost
of so doing, it would seem to me to be logical to give
these spots the same number of coats of primer as were
required when the plating was new. This alone should
pay for itself in smoother hulls and fuel saving in the
years to come.

Another practice beyond my comprehension is the
failure of ship owners to sandblast at least the bottom
and boottop plating in the building of a new ship to
assure removal of mill scale and permit better adhesion
of priming coats. I have seen a number of recently built
ships which have not been so treated and the detachment
of paint and millscale has been most pronounced. In
some cases, millscale detachment has continued for two
or three or more years, and the need for repriming the
bare plating has probably cost the ship owner almost as
much as if the vessel had been sandblasted on the build-
er's ways.

Considering the cost of building a ship today and the
relatively minor additional cost of sandblasting under-
water plating, I am unable to fathom why this is so
religiously avoided.

I would like to close my remarks by making two more
suggestions. Firstly, in the face of today's painting costs.

Page 88

PACIFIC MARINE REVIEW

due o( a M^ iJmm^, ^

ttU' 1/iem£rulaa6r jnoent lociuW
t^ |(»(aiiiie(i lot tk jUtuAn 0^ Americans most modern port...

each

'^ C A L"^ F O R N I A

I am convinced it would pay ship owners to assign a
man to supervise each painting job. I am sure there are
many marine paint manufacturers willing to train these
men in proper painting procedure. As I recall the past,
and even the present, I have seen some very serious and
costly errors resulting from lack of knowledge of marine
paints. These errors were not the fault of the siiipyards,
who merely did what they were told to do.

The other point I want to make is that the ship owner
should seek and follow the advice of the paint manu-
facturer in the application of his coatings. We have
known many examples where our advice was not sought
or, if given, was disregarded, and with disastrous results.

\m Edition to Sightseeing Fleet

To their present sightseeing Heet of four boats, the
Harbor Tug & Barge Company has now added the
Harbor tourist, new l60-passenger glass-enclo.sed sight-
seeing boat. The company schedules one-hour sightseeing
tours from Pier 41, a service which was started in
March, 1947. A story on the Harbor Sightseer appeared
in the June issue of the Pacific Marine Review.

The addition of the new 64 feet 4 inches long craft
provides the largest boatride sightseeing service on San
Francisco Bay. The fleet of five glass-enclosed boats will
be equipped to carry as many as 500 passengers an hour.

SEPTEMBER • 1948

Safety in Ship Repairs

{Continued from page 64)

planks to the tank top.

Refrigerator vessels present a difficult problem. As you
all probably know, these ships are entirely insulated in
way of decks shell and bulkheads surrounding the cargo
holds. Therefore, before burning or welding it is abso-
lutely necessary to remove the insulation in way of
repairs in its entirety, as it is found that a very small
spark can smoulder unnoticed and break out into a
disastrous fire as much as two weeks after the work
has been completed.

Summarizing, I wish to point out that safety in ship
repairs is not merely the collection of high sounding
phrases — it is not merely an idealistic ideology that
protects men and property simply because .safety signs
are posted. It should be considered as seriously as the
religious would consider a tenet of faith. Our belief in
safety, must be practiced in a truly practical way.

We, at Bethlehem, feel that the success we have had
with our safety program is due to an existing well-
planned safety policy. We hold our safety conferences
and make use of the precautionary measures developed
at these conferences and, last but not least, all the safety
measures I have mentioned arc backed up with definite
orders in writing from the management, comprising
forty-seven articles bound in booklet form and presented
to each workman at the time of his employment.

In Conclusion — May I again repeat the statement of
our president of twenty years ago who said. Accident
Prevention Work Pays Three-Fold Returns.

Page 89

Navy YP Converted to Tuna Clipper

at Long Beach Marine Repair Co.

A Navy YP was converted to a 128 foot tuna clipper by the Long Beach Marine Repair
Connpany. Crew's quarters were changed and many other innprovements were made
... its capacity is now approximately 260 tons of fish. The craft was renamed the
White Sea.

Whatever your repair problem is you'// find the experience, modern equip-
ment, and skilled workmanship at Long Beach Marine Repair is real assur-
ance of a /ob done right. Let us bid on your /ob now.

I. ■. 7-8958 TEi

1409 WIST 7fh ST.

MARINE REPAIR CO.

ION6 BEACH 13, CALIFORNIA
il 4-iai4 L. B. 6-6433

• BERTH 73 (CHANNEL 2)

Mobilgas Cruising Guides

Latest additions tii Socony-
Vacuum Oil Company's series of
Cruising Guides are the guide for
the Great Lakes and the Mississippi
River, and guide for New York
waterways and adjacent Canadian
waterways.

Other available guides are: East-
port, Me. to Block Island, R. L;
Block Island, R. I. to Sandy Hook,
N. J. (including L. L Sound and
New York Harbor); New York
Harbor to Cape Henry, Va. ( in-
cluding Delaware and Chesapeake
Bays ) ; Cape Charles, Va. to Cedar
Keys, Fla. (featuring the Intra-
coastal Waterway ; ; Cedar Kevs, F a.
to the Rio Grande ( featuring the
Bayou Country ) ; the Pacific Coast
( featuring San Francisco and ad-
jacent waters ) ; the Pacific Coast
(featuring Southern California);
the Pacific Coast ( featuring Puget
Sound and Columbia River).

Guides show the location of
lighthouses, lightships, and other
aids to navigation, and are invalu-
able in planning pleasure cruises.
True compass courses and distances
for the more popular cruises be-
tween important harbors are in-
dicated.

Copies may be obtained from
Mobilgas marine service stations.

Texas Company Appointments

Joseph T. Froehlich

E. O. Perkins, General Superin-
tendent of the Terminal Division of
The Texas Company since 1944, has
been appointed Assistant General
Manager of the company's Marine
Department. Joseph T. Froehlich
succeeds Perkins as General Super-
intendent of Terminals.

Born in Emporia, Texas, Perkins
started with Texaco in 1920 as a
stenographer at the company's re-
finery in Port Arthur, Texas. He
was transferred to the Terminal Di-
vision in 19.^1. Froehlich was born
in Brooklyn and began his business
career with The Texas Company in
1929 as a draftsman in the Engi-
neering Department. He became
Assistant General Superintendent of
Terminals in 1944.

Page 90

PACIFIC MARINE REVIEW

Nordberg Miinufacturing Co.. Appoints McCiimiin

The appointment of W. W. Mt-
Camon as sales engineer, for both
Marine and Stationary Diesel en-
gines, is announced by R. W. Bayer-
lein, vice president. Heavy Ma-
chinery Division, Nordberg Mfg.
Co.. Mihv.uikee, Wisconsin.

McCamon received his introduc-
tion to the Diesel engine field with
Hudson Bay Company's first trad-
ing activity in the Western Arctic
25 years ago. In 1924 he joined
Atlas Imperial Diesel Engine Co.
where he did testing, erecting and
field service work on marine and ex-

cavating machinery engines. He left
Atlas Imperial in 1931 and rejoined
that company in 1943 as Central
Division Manager with offices in
Chicago. He was in charge of sta-
tionary, industrial, marine and man-
ufacturing installations. Between
1931 and 1943 McCamon did sales
engineering work in the food proc-
essing and refrigeration industries
and taught Diesel engine courses for
the U. S. Navy.

W. W. McCa

IVatson Elected » Vice President
of Cuast Direct Line

The Pacific Co.ist Direct Line,
Inc., New York, have announced
the election of Donald Watson as a
vice president. Watson has been
associated with the line since 1933,
when its intercoastal service was
inaugurated. He has served in both
traffic and operating capacities and
up until the time of this announce-
ment was Pacific Coast manager.
In his new capacity, he will remain
on the Pacific Coast.

During World War II, Watson
served in the Navy and at one time
was naval aide to Edward R. Stet-
tinius. He also served as northwest
manager for the War Shipping Ad-
ministration towards the end of tilt
war and was recalled to special duty
with Secretary of State Stettinius to
head up all transportation matters
pertaining to the United Nations
Conference which was held in San
Francisco.

De Laval Appoints Greenland

Officials of the De Laval Steam
Turbine Company, have announced
the appointment of J. A, Greenland
as District Manager of the De
Laval Seattle Office. Graduated from
Rose Polytechnic Institute in 1938,
Greenland joined the company in
the same year, and was for some
time associated with its main office
in Trenton. He has been with the
Seattle Office since May, 1940.
Greenland is a member of ASME
and the Engineers Club of Seattle,
Washington.

Lb.

'ADSH^fM

COMPLETE STOCKS
OF MARINE SUPPLIES
DAY AND N/G;-.T SERVICE

HARBOR SUPPLY CO., Inc.

821-825 Folsom Street San Francisco, California

Day Phone EXbrook 2-4500 Night Phone Mission 7-3814

SEPTEMBER • 1948

Page 91

PACIFIC COAST

INSTRUMENT

COMPANY

INCORPORATED

246 MISSION STREET
SAN FRANCISCO 5, CALIF.
TELEPHONE SUTTER 1-2131

Represenfing

Helicoid Gage Division of Ameri-
can Chain & Cable Co., Inc.

Helicoid Pressure and Vacuum
Gages.

Trimount instrument Company

Manometers. Flow Meters. Draft
Gages. Electronic Level Controls.
Tank Level Gages.

Paxton Mitchell Company

Metallic Packing. Pump and Cyl-
inder Liners.

Paxton Diesel Engiieering
Company

Bearing Watchdogs. Valve Spring
Depressors, other Diesel Spe-
cialties.

W. C. Dillon & Co., Inc.

Strain Gages and Dial Thermom-
eters.

Thermometers

A complete stock of Marine, In-
dustrial and Dial types.

Instrument Repairing

All types of Instruments repaired,
calibrated, rebuilt and serviced.
All work guaranteed.

Captain Joseph Lloyd McGuigan, USN

Capt. McGuigan llppointed
by Maritime Commission

Appointment of Captain Joseph
Lloyd McGuigan, USN, as acting
chief of its Bureau of Engineering,
has been announced by the United
States Maritime Commission.

Captain McGuigan, who has been
on detail to the Commission since
December 1945, as chief of the
Division of Small Vessel Sales, suc-
ceeds James L. Bates, whose retire-
ment September 3 as technical head
after 45 years in the government
service, was announced recently.

A native of Wisconsin, Captain
McGuigan was appointed to the
United States Naval Academy from
Oklahoma in 1910 and was gradu-
ated in 1914. After two years of
duty afloat he started a course at
Massachusetts Institute of Tech-
nology in 1916 which was inter-
rupted for duty in World War I.
He completed the course in 1920,

COMPLETE

SHIP CHANDLERY

SERVICE

Prompt Service — Experienced per-
sonnel, offers choice of right
equipnnent for every need on a|l
Deck, Engine & Steward Supplies.

Distributors for
Pabco Marine Paint

111

MARDEN & HAGIST

Complete Ship Chandlery Service
1705 N.W. 14th. PORTLAND 9, ORE.

receiving the degree of master of
science in naval architecture.

Since then Captain McGuigan
has had duty as a naval constructor
in various shipyards, including Nor-
folk, Va.; Mare Island, Calif.; Pearl
Harbor, T. H.; and Cavite, P. I.
From 1931 to 1933 he also served
afloat as force constructor of the
Scouting Force. After a year's at-
tendance at the Naval War College,
1933 to 1934, he was detailed to
duty in the Navy Department for
four years, 1934 to 1938, in mainte-
nance, conversion and new construc-
tion work on battleships, aircraft
carriers and cruisers.

Following a tour at Mare Island i
and until May 1941, Captain Mc- ■
Guigan was industrial manager of f
the Cavite Navy Yard and the l6th i
Naval District. His next assignment
was as supervisor of shipbuilding
during World War II for Tacoma i
(Wash.) and adjacent areas for the
building of small tankers, C3 con-
versions to aircraft carriers, auxili-
aries and Cimarron type hull air-
craft carriers.

Propeller Club Holds Safety Conference Session

A joint luncheon of the Los
Angeles-Long Beach Propeller Club
and the Western Safety Conference
was recently held in Los Angeles.
Principal speaker at the luncheon
was Frank P. Foisie, president of the
Waterfront Employers' Association
of the Pacific Coast, who discussed
"Safety of Maritime Operations."

Panels on maritime safety were
held under the chairmanship of
Rear Admiral Frank Higbee, USCG
( Ret. ) and port warden for Los

Angeles Harbor. Admiral Higbee
served as vice president of the
Western Safety Conference and
chairman of the maritime safety
program. Propeller Club members
who were speakers at the sessions
included William Harrington, Beth-
lehem Steel Corporation (Ship-
building Division); Eloi J. Amar,
general manager of Long Beach
Harbor, and Alvih Allyn, certified
marine chemist and accident pre-
vention engineer.

Page 92

PACIFIC MARINE REVIEW

Iites Retires From
laritime Cummissiun

James L. Bates, naval architect
iid chief of the Bureau of Tech-
ical Affairs of the United States
Maritime Commission since he
ined the agency in 1939, retired
iptember 3 after 45 years in the
;)vernment service.

As a civilian employee of the

lavy Department from 1906 to

)38, Bates was associated with

, te design of both naval and mer-

•«iant vessel types, including many

< the naval vessels in our floating

(ittle force m World War 11, and

■as also responsible for the design

« most of the vessels built under

\e cognizance of the Maritime

■ommission since its inception in

^)36.

i ■ During his employment by the

' 'avy Department he was intimately

volved in the design of seventeen

• fferent classes of fighting ships,

eluding battleships, large cruisers,

rplane carriers, submarines and de-

joyers. He also had a responsible

irt in the designs of about one-

ilf dozen merchant type vessels,

eluding transports, supply ships,

'nkers, tenders and shallow draft

A graduate of Cornell University,
,ites received a degree in mechani-
:1 engineering with specialization

James S. Bate

in naval architecture, in 1903. For
periods in 1902 and 1903 lie worked
on the Great Lakes as a mold lofts-
man and ship fitter's helper. Upon
graduation from Cornell he began
his government career as an em-
ployee in the New York Navy
Yard, and m 1906 became an em-
ployee of the Navy Department. He
was in the Bureau of Construction
and Repair and at various times was
in charge of the Scientific Comput-
ing Branch and the Preliminary De-
sign Branch.

A

Carl Johnson Opens Office

Now available as a consulting
engineer in San Francisco is Carl
Johnson who has opened an office
at 298 Los Banos Avenue. Formerly
employed as consulting diesel engi-
neer ft)r the General F.ngineering
and Dry Dock Company, Johnson
has written articles for this maga-
zine on Diesel Engine Maintenance.
He has had wide and varied experi-
ence in the diesel engineering field.

It is Johnson's contention that
greater savings can be realized in
the operation of marine diesel en-
gines by the use of protective main-
tenance such as he has advocated in
iiis articles.

Johnson's phone number i.s JU-
niper 4-5662.

SEPTEMBER • 1941

MANUFACTURED BY AMERICAN MARINE PAINT CO.
San Francisco • Wilmington - Portland • Seattle

COMPLETE IRIi MAIKTEIMCE . . .

• BOILER CLEANING

• TANK CLEANING

• SAND BLASTING
• PAINTING

• CEMENT WASHING

Tanker RAMAPO
All tanks cleaned by GERST

ONLY AFL SHIPS MAINTENANCE COMPANY
IN SAN FRANCISCO BAY AREA

CiKRST SHIP SIORVICK CO.

Pier 27 DOuglas 2-3026 San Francisco 11

Julian Urntz l\cts for Harrington

Although Industrial Relations is
his forte, substituting as manager of
a large ship repair yard is an easy
transition for Julian F. Arntz, As-
sistant to the Manager and in charge

of Industrial Relations at the San
Francisco Yard of Bethlehem Steel
Company, Shipbuilding Division.
Mr. Arntz has been pinch hitting
for W. A. Harrington. Manager of
the Company's San Pedro Yard, who
is now recovering from a serious
illness. This announcement was
made by W. M. Laughton, District
General Manager for Bethlehem's
■West Coast Yards.

Mr. Arntz, who is well-known in
labor-management circles on the
Pacific Coast, started work at the
San Francisco Yard as a shiphtter
apprentice in 1916. He served a
four-year apprenticeship and later
worked in the estimating, cost con-
trol and contracts and marine sales
departments.

In 1938 he was appointed Man-
agement's Representative. Four
years later he was made assistant to
the General Manager, and in 1945,
was appointed to his present posi-
tion.

Mr. Arntz is a member of the
Northern California Section of the

Ceneral Steamship Corp.
Takes on Delta line

A new point of service is offered
to Pacific Coast shippers by General
Steamship Corporation in their ca-
pacity as Pacific Coast agents for the
Mississippi Shipping Company, Inc.

Mississippi Shipping is a New
Orleans corporation operating the
Delta Line under the American flag
with regular monthly sailings from
U. S. Gulf ports to West African
ports of Dakar, Marshall, Takoradi,
Lagos, Apapa. Matadi, Luanda, Lo-
bito and other ports as cargo offers.

Prior to this appointment, cargo
space, sailing and rate information
was available to Pacific Coast ship-
pers only upon application to the
Delta Line in New Orleans but now
can be had from any one of General
Steamship Corporation's Pacific
Coast offices located at Los Angeles,
San Francisco, Portland, Seattle and
Vancouver, B. C.

Society of Naval Architects and Ma-
rine Engineers, Commonwealth
Club, Commercial Club, The Society
for Advancement of Management,
Mariners Club, and Propeller Club.

He represented Bethlehem's San
Francisco Bay Area Yards at the
Pacific Coast Shipbuilding and Ship
Repair conferences and also at the
National Shipbuilding conferences
in Washington, D. C, and Colorado
Springs, Colorado. During the war
he served as an Industry Alternate
on the Shipbuilding Commission of
the War Labor Board.

Mr. Harrington, who is well
known in shipbuilding and ship re-
pair circles on the West Coast, came
to the San Pedro Yard in 1923 as
Chief Estimator and later was Gen-
eral Yard Foreman and Sales Man-
ager. He was made Assistant Man-
ager in 1944 and Manager in De-
cember 1947.

An article by Mr. Harrington, en-
titled "Safety in Ship Repairs", ap-
pears on page 60 in this issue.

Page 94

PACIFIC MARINE REVIEW

\RNOT PRODUCED

METAL FURNITURE
\DDS LUXURIOUS FUNCTIONAL BEAUTY
TO THE "PRINCE GEORGE"

NEW CANADIAN NATIONAL RAILWAYS LUXURY CRUISE SHIP

DISTINCTIVE FURNITURE BY

>RNOT • Berths • Wardrobes • Dressers
£"ess/ng Tables • Chiffoniers • Desks
l>ckers

HOT & COMPANY, INC.. BALTIMORE, MARYLAND • ARNOT SLEEPER CORPORATION, BALTIMORE, MARYLAND
/4EST0WN, NEW YORK LOS ANGELES. CALIFORNIA BERKELEY. CALIFORNIA WASHINGTON, O.C.

Condensate Purification

The emulsified and free oil from the main

engine and auxiliaries of The Prince George

are purified by

DAVIS CLEAR-FLOW FILTERS

This equipment has been used on U. S. Coast
Guard Cutters for the past several years.

Wrife Dept. PMR for Descriptive Catalog

CLUtFLOW rilTEIS
I

DAV:S FILTRATION EQUIPMENT CO., INC.
149 Broadway, New York City 6

McLennan, NcFeely & Prior, Ltd.

VICTORIA, B. C.

•

Victoria's Leading
Hardware Merchants

Est. 1859

CONTINENTAL'S
BULKHEAD DOORS

INSTALLED

ABOARD

TSS

PRINCE

GEORGE

Built by Ya

For added safety, the Cana-
dian National Steamships in-
stalled these electrically-
ooeraiod - s'iding - water -
tight bullchead doors aboard
the new TSS Prince George.

SPECIFY CECO DOORS
FOR YOUR NEXT JOB

St,ind.:rd sizes of Cast Horizontal
Doors sliOivn at left. Welded Doors
made In any size desired.

Continental Equipment

30 CHURCH STREET

NEW YORK 7

EPTEMBER • 1941

Page 95

INTEROCEAN LINE

Havre-Antwerp-Rofferdam
Express Freight, Refrigeration,
Passengers

WEYERHAEUSER S.S. CO.

Pacific Coast Direct Line, Inc.

Intercoastal Service via Panama
Canal

KNUTSEN LINE

United Kingdom — North Paeific-
Weii Coast, South America
Express Freight, Refrigeration,
Passengers

SALEN-SKAUGEN LINE

Pacific — Orient
Express Freight, Passengers

SALEN-SKAUGEN LINE

Atlantic — Orient

Express Freight, Passengers

INTEROCEAN

STEAMSHIP CORPORATION

Pacific Coast Managing Operators

Head Office — San Francisco, Calif.

Other offices at New York, Baltimore, Los Angeles,

Long Beach, Calif., Portland Ore., Seattle, Wash.

Transport Conversion

CANVAS
TARPS

Rented
Made to Order

"Under the Gun"
or for your nor-
mal canvas needs,
depend on Sulli-
van for Service —

Call C. "Flags" Bennett, Mission 7-3085

' Continue J from page 47)

abreast of number one hatch will be stepped bulkhead.
The forward part of the compartment will continue as
a dry cargo space, while aft of the stepped bulkhead will
be two separate areas, the port side being devoted to
troop toilet facilities and shower rooms, and the center
and starboard sides being converted into a troop recrea-
tion area.

Compartment number two on the second deck will
not be used as a cargo carrying compartment any longer.
The hatch will be cut down to twenty-four foot six by
twenty feet, and will be trunked through the compart-
ment. The port side of the compartment will provide
berthing space for the troops, while passenger staterooms,
transportation agents' office, library and post exchange
will occupy the center section. On the starboard side will
be five staterooms for four passengers each, all to have
adjoining private baths.

Compartment number three, second deck, will be
greatly altered as well, for on the port side a first class
and officers' dining salon, which will seat twenty-two
persons, a troc^p mess with twenty-eight seats, and a troop
galley will be housed. The center part of the compart-
ment will contain the troop scullery and the passengers"
laundry, while the starboard side will afford rooms for
the transportation clerks and the Transport Commander,
as well as passenger staterooms. In the after end of the
compartment, a small hospital, capable of providing for
the needs of both crew and passengers, wiU be located. At
the extreme forward end will be the children's play room.
A watertight door will be cut between this former cargo
area and the adjoining machinery space, this access pro-
viding the vessel's officers with means of entering the
dining salon and the passenger area.

At the hold level, only one compartment, number
three, is affected by the conversion. In this compartment,
additional permanent ballast will be added to bring the
elevation of the hold to a level three feet above the
tank top. Forward of the hatch opening, two refrigerator
boxes will be built in, each capable of handling thirty-
eight hundred cubic feet of refrigerated cargo. On the
port side aft will be storerooms for class "A", dry, and
linen stores, while an engineer's storeroom will occupy
the center after space. On the starboard side, aft, will be
a new auxiliary machinery space, which will be accessible
from the engine room, and which will house new equip-
ment to care for the additional passengers and the addi-
tional refrigerated space which will be carried by the
ships. Among the units this space will contain are a
water purification system for chlorinating and dechlori-
nating the drinking water used on board, and a Heilman
Packaged Boiler, carrying a working pressure of 100 psig
and capable of producing 2,500 to 3,000 pounds of steam
per hour. This unit will be used for heating purposes.
Also to be installed is a new diesel driven three hundred
kilowatt generator set, complete with switchboard, to
handle the new lighting and power requirements of the
vessel; a submersible bilge pump; a fire pump; and two
new refrigeration compressors for the cargo refrigerator
boxes.

Upon completion, each vessel will be able to carry, in
addition to its assignment of passengers, approximately
ninety-six thousand cubic feet of bale cargo in the 'tween
decks, hatch trunks, and holds. 'When the refrigerator

Page 96

PACIFIC MARINE REVIEW

fcxes which were formerly cargo boxes prior to conver-
s n, and which now may be used as cither refrigerated
s res or cargo, are used in conjunction with the new
txes for refrigerated cargo only, then each vessel is
cxibie of transporting twelve thousand cubic feet of
fizen food. This will enable the ships to carry cargo,
siplies, freight, food, and mail to any outports which
t -y might touch.

The two ships will carry a permanent civilian crew of
f y-seven officers and men, and will also have on board
a permanently assigned military personnel, one Trans-
prt Coinmander and one medical sergeant. The lifeboat
cxicity will be upped from eighty-six to two hundred
e;hteen, with additional life floats on board to care for
s ty persons.

At the present time all indications are that the new
\5sels will be completed by the end of the year or early
i m i9. They will be operated in inter-island srvice from
1 ijor overseas ports of embarkation to lesser installations
Mich may be reached only by water. It will be more
onomical for the Army to operate these boats as feeders
r the regular transport lanes than to divert the larger
\vscls to outpost harbors.

le Castle line

(Continued from page 72)

t the company in the United States for the last 43
\ irs have been the Barber Steamship Company under
t.ir own name. Barber Lines, Ltd. The return service
MS operated under the name of Dodwell Castle Line,
ft from now on the service will be operated as the
Ostle Line. The Castle Line is owned by the Lanca-
sire Shipping Company, whose head office is in Hong
l)ng. Their United States agents are the Lancashire
dipping Company, U. S. A., Inc., New York; and
Icific Coast agents, Olympic Steampship Company of
Jattle. F. C. Bentzen is president; J. C. Strittmatter,
tecutive vice president; David M. Gregory, traffic direc-
tr. The Olympic Steamship Company was organized in

Serving the Pacific route are the Muucaster Castle,
i-iiy Stoke Castle and Thurland Castle. During July the
tst vessel of this service called at Pacific Coast ports
;.d provided an opportunity for a West Coast shipyard
t' perform an outstanding repair job. This vessel was
te Muncitster Castle. She is a converted escort carrier
vth new superstructure and cargo handling gear adapted
I, the C-.T hull. This and other vessels of the line will
I try twelve passengers and eventually will have refrig-
(itor space for both cargo and perishables.

Quick Service by Bethlehem

In San Francisco the Mnncaster Castle was brought
ito the Bethlehem San Francisco yard for miscellaneous
'yage repairs but upon opening the forward and after
tarings on the high and low pressure turbines, it was
tund that all bearings were wiped and would have to
1 re-metalled. With Bethlehem's adequate force of
(aftsmen a rush job was started and the ship departed
Ir Manila only one day later than scheduled, a trial run
1 ving been arranged between ports on the San Francisco

iwns With Odd Names

Ash, Kan.; Carpet, Tex.; Shoo, Fla.; Kay, O.; Houdy,
iss.; Fiven, Tenn.; Odear, Me.; and (of special interest
people from Georgia), Ogoo, Ga.

EPTEMBER • I 948

WILL YOU HAVE ENOUGH
SKILLED WORKERS?

For .skilled work on your impor-
tant electrical installations both in
the shipyard and aboard your ships,

use

PRACTICAL MARINE

tLtl/ I Kli/I I Y By S.N. LeCouHt
and H. S. Dusetibery

This book will help you train reliable electrical
workers for your new building programs; will in-
sure better, more intelligent, more skilled work on
ALL of your electrical equipment.

The HOW. WHY and
WHAT-TO-DO on

cabit Installation
generators

pump, winch, windlass
and all other marine elec-
tric motors
welding machinery
all control and switch-
gyro compass, radio direc-
tion finder, automatic
pilot, rudder angle indi-
cator and other navigat-
ing equipment
all lighting systems
tiro detection and alarm
systems

refrigeration machinery,
ventilating systems, fans,
etc.

yard power machinery
testing equipment
and ail other electrical

SUCCESSFUllV USED IN MANV SHiPVARDS

This book is based on the instruction
materials prepared by the authors for
the Moore Dry Dock Co. and widely
used in other shipyards. Written by
practical, experienced men, the book
is clear, simple, easy to learn and
complete. It not only tells how to
install and maintain marine electrical
equipment, but also explains how it
worlcs.

"/ sironglv recommend this hook."
says Jack Wolff, Supervisor of Ship-
yard Training for the U. S. Maritime
Commission during the war. "// is
ohtioiis that practical marine elec-
triiiam hate put into it the specific
thius^ uhich they realize from long
experience that a marine electrician
must have."

"This practical handbook enables the
ship s electrician to work intelHgeritly

any pi(

of

equipment, ' reports .VI
ins & Shipping Retieu

Engineer-

150 lllus., wirine diagrams, etc.

SEE IT FREE. convinced that copies of this book win
save you much time and expense in the training of workers
and in the actual work done, we want to send you a copy on
10 days' approval, without obligation on your part. Just send
in the coupon below.

e Macmillan Co.. 60 Fifth Ave.. New York H. N. Y.

Please send me a copy of PRACTICAL MARINE ELEC
TRICITY (Si.OD) on 10 days' approval, with the under
standing that my bill will be cancelled if I return it.

Signed -
Address-

Page 97

OHM

SHIP SERVICE
COMPANY

^ MAINTENANCE

^ BOILER CLEANING
if TANK CLEANING
^ SHIP PAINTING

Ben Ohm, Owner
Phones — GA 1-5215 - 5216 - 5217

Ohm Ship Service Company

SHIP SCALERS

t TOWNSEND STREET
SAN FRANCJSCO 7. CALIFORNIA

NOW in Our

NEW PLANT

Expanded Manufacturing Faciliiies

Specializing in Panel Boards, Switch Boards
and Generator Control Boards

COLUMBIA
ELECTRIC MANUFACTURING CO.

275 Steuart St., San Francisco
Phone: GArfleld I-6I0I

Submarine ^aval Architecture

iCoiiliiuiC'J from paf;e 55)

m;irine is done after submerging the ship, observing the
weights on board, and preparing an equihbrium diagram
from the data so obtained. From this diagram the re-
quired changes in ballast are determined.

Since the weight of a submarine must equal its total
displacement when submerged and the center of gravity
must be below the center of buoyancy, the weight sum-
maries made during the design are made for the sub-
merged condition. The surface displacement and trim
are obtained by deducting the weight and moment of the
water in the main ballast and fuel ballast tanks. The dis-
placement and trim so obtained are those of her normal
surface condition and can be changed only by changing
the capacity or center of gravity of the main and fuel
ballast tanks. Without a major operation on the ship,
such changes can be made, in effect, only by partially
flooding the tanks or by completely flooding some of
them, since it is the unflooded part that determines the
actual surface displacement and trim. The effect of carry-
ing fuel in fuel ballast tanks is to reduce the main ballast
tank capacity and cause the ship to have greater surface
displacement. Deducting the capacity and moment of the
unfilled ballast tanks is a convenient method of determin-
ing the surface displacement in any condition in which
fuel is carried in some or all the fuel ballast tanks. It is
interesting to note that it makes no difference in the
surface displacement or trim whether a fuel ballast tank
contains fuel or sea water, even though the two differ
considerably in density. This is because water ballast must
be carried in the variable ballast tanks to make up in both
weight and moment for difference between the weight of
the fuel and that of salt water.

At some stage during the design of a submarine, it is
customary to calculate the displacement and position of
the center of buoyancy of the total volume of the ship
which is always buoyant. The displacement so obtained
is equal to that in the normal surface condition and the
longitudinal position of the center of buoyancy is the
same as the longitudinal position of the center of buoy-
ancy in the surface condition. This condition is some-
times called the "surface displacement submerged", and
serves as a fairly easy check on the accuracy of the regular
displacement and ballast tank calculations.

iThis article tiill be completed in the October issuei

I^iational Defense

( Continued from page 85 )

transportation facilities receive appropriate considera-
tion in the development of such plans. Whether ports
located on the East Coast, the Gulf Coast, or on the Pacific
Coast are receiving attention depends, of course, on the
plan being processed. For security reasons granting per-
mission to any one other than authorized military per-
sonnel to have access to these plans would be impracti-
cable.

Regarding the use of less vulnerable ports, even the
smaller ones may have to be utilized in any future con-
flict if we ever have one.

Page 98

PAG! FIC MARINE REVIEW

Stop Rust. . . and Save with

RUST-OLEUM

Rust-Oleum slashes maintenance costs 3 ways.
It's enduring protective coating seals metal
against rust-forming elements. Nothing equals
it as a positive, low-cost rust preventive I

. »^ '^ AblastinO °\ Quick

V'^^^'^e blisters, dv ■^

seal®' — . —

EE: Npw Ru

showing colors and
appUcat.ons. Wr.le
us or your supply
distributor fodov.

JAMES R. BOREN

BOX 134
TEMPLE CITY, CAL.

STANDARD A. S. A.

and ACID RESISTANT

FLANGED FITTINGS

CALL YOUR DEALER FOR STOCK LIST

(Fittings Sold Thru Dealer! Only)

THE

WARMAN

PLANT

LOSK&OuU^;

MEMBER ALLOY CASTING INSTITUTE

SEPTEMBER • 194:

^^^g

<^ ^^r^f/^ y Xy^' ^^^^^^M

uiHf)

to HAWAII 1

\^U

and AUSTRALIA |

^--- i^

Now operating on express

via SOUTH SEAS

freighter fleet of 15 C-3's,

4 C-2s and 3 liberties, pro-

viding on Express Freighter

/xT V j^

Service between ports over

J^ ^'~~---— -T--^

1. Son Fronclsco ond Howoii

'66 Years in the South

2. Los Angeles and Howoii

Pacific Trade

3. Pocific Northwest ond Hov

oil

4. Atlantic Coost & Gulf port

s ond Howoii

5. Pacific Coast and Austrolic

via South Seos

Co// ony Molson I

nes office for schedu/e

of sor/ingj or

other information

MATSON NAVIGATION COMPANY ■

THE OCEANIC STEAMSHIP COMPANY |

OfFice!. Son Francisco ■ Los Ang

ales • New York • Chicago • Seattle ^M

4 FEDERATED Tirsts"
give you

Babbitt satisfaction

Isf in Babbitt Variety . . . "XXXX Nickel" and "Therm-
odyne," tin-base for heavy bearing loads; "Merit" and
"Record, ' lead-base for lighter loads; "S" and "S,"
lead-base for precision bearings and special properties
... all from one source, first In the field . . . Federated.
Jst in Uniformiiy , . . Strict lab control to meet
nationally standardized specifications assures uniform-
ity in the composition of the bearing metals you buy.
Jsf in Technical Service ... 50 years of metallurgical
and bearing metal experience to help you in your prob-
lems . . . experienced service engineers when you need
them.

1st in Facilities ... II Federated plants and 25 sales
offices, 7 of them right here in the West.

For babbitt, or tor he/p in bearing
mefal problems, call or write —

'^e^H^j^ZatecC METALS DIVISION

AMERICAN SMELTING AND REFINING COMPANY
San Francisco • Los Angeles • Portland
Seattle • Soil Lake City < Butte • El Paso

Page 99

SERVING THE ORIENT

with fasf, regular refriger-
ator and dry-cargo service

PACIFIC FAR EAST LINE'S modern
fleet of dry-cargo and refrigerator
vessels provides frequent, regu-
larly scheduled sailings betweert
California — Philippine Islands
North and South China — Hong
Kong^Japan — French Indo-Chino
Korea Deep Tank Facilities.

LIMITED PASSENGER ACCOMMODATIONS

NEW YORK 4, N. Y. SAN FRANCISCO 4, CALIF.

JfBroodway 3IS Col. lo'nio Sneer

tOS ANGELES WASHINGTON

DETROIT CHICAGO

Coble Add'esit PACFAREAST

Slu
VVlainL

e nance

lervice

• TANK CLEANING

• BOILER CLEANING

• CHEMICAL CLEANING

• SAND BLASTING

• PAINTING

INTERNATIONAL
SHIP CLEANERS

INC.

863 Harrison St., San Francisco 7
Phone: SUller 1-3293

Republic Supply Appointed
Goodyear Distributor

The Republic Supply Company
of California has been appointed as
state-wide distributors of the com-
plete Goodyear line of mechanical
rubber products.

For over eight years The Repub-
lic Supply Company of California
has been a successful jobber for
Goodyear in the San Francisco Bay
area and it is felt that through the
extension of Republic's distributor-
ship, the combination of Goodyear's
production facilities and Republic's
sales and service coverage will com-
bine to provide California consum-
ers with the type of service they de-
sire and require.

Due to increased sales resulting
from their new relationship with
The Republic Supply Company and
the ever-increasing market in the
west for mechanical rubber goods,
Goodyear expects to expand the
production of its Los Angeles plant
to include several new lines. In the
near future the Los Angeles Good-
year plant contemplates production
on flat transmission belting and
'V-belts. This will be in addition to
their present production of the larg-
er sizes of hand built and mandrel
built hoses, molded rubber goods,
and rubber lining of tanks and pip-
ing.

Tank Tests

to Predict Speeds

A series of model tests being run
at the Experimental Towing Tank
of Stevens Institute of Technology
for the American-Hawaiian Steam-
ship Company, will aid in settling
fair compensation for ships lost dur-
ing World War II. The purpose of
the tests is to find the operating
speed of certain full size ships.

The unique feature of these tests
is that all the ships involved were
sunk in action, after having been
requisitioned by the Government
and operated by the U. S. Maritime
Commission.

The model tests will furnish vital
information, as the allowance made
by the U. S. Maritime Commission
for the value of each ship is deter-
mined by the vessel's operating
speed as well as its tonnage. The re-
sults of the Towing Tank tests will
be presented to both the U. S. Mari-
time Commission and the operating
company.

Tests are being run now on mod-
els of the 415-foot S. S. Coloradan
and the 471 -foot S. S. Texan.

The American -Hawaiian Steam-
ship Company lost a total of twelve
ships by enemy action during the
war.

I\lew Power Truck

A new power industrial truck
combining a low-lift platform and
a crane is announced by Elwell-
Parker Electric Co., Cleveland, O.
The crane can pick up a load from
floor level and lift it to a hook
height of eight feet, within a radius
of 45 degrees either left or right
from base.

The truck's platform can lift and
transport loads weighing up to three
to five tons, depending on size and
model. Lo.^ds may be piled directly
on truck's platform or on skids
under which the platform can ma-

Thc Elwcll-Parker era

neuver after loading.

Crane and platform are operated
independently of each other, so that
the crane may be used by itself at
any point any length of time. The
boom, eight feet long, is of box
girder construction, light and strong.
Its foot is pivoted on a non-friction
bearinged turntable base mounted
on the forward end of the truck
directly back of the lift platform.

Crane's load-lifting capacities
range from 1,000 to 2,000 pounds,
depending on model.

and out of use.

Page 100

PACIFIC MARINE REVIEW

VIC KNUDSEN

SHIP RIGGERS

Wire Rope Pilot Ladders

Wire Rope Cargo Nets and Save-alls

All Types of Splicing

134 Sacramento Street SUtter 1-1362

San Francisco 11

GENERAL MACHINE

and REPAIR WORK

Representatives for

TODD COMBUSTION EQUIPMENT, INC.

(TODD OIL BURNERS)

IDHCHIOE
UIORKS

L. K. Siversen, Owne

'"l.';«f BERKELEY, CALIF, c'll',:;!..

MOORE-McCORMACR

A>1EK14'AX lli:i*l ltlJ< S IJIS'E

l'"rci"lil and Passenger Service between the East
Coast of United Stales and the countries of

Bi{v/.ii> • iiucavv • ar<;i:ntina
PA4 IFI4 IIEIM ItMrS IJ.XK

Freight an<l Passenger Service between the West
Coast of United States and the countries of
BRAZIL . URUGUAY • AR(;ENTINA
AMEKU A.X SI ANTir LINE

Freight and Passenger Service between the East
Coast of United States and the countries of

NORWAY
POLAND

k^rmn \\:.rl llnrl.ur „.

I -J n.n. \l„„r,.M.I ..mm

' ""- "/•■■'■""' ■"■■"'

ill,,, I ir,ii sh,,,^. i„^i II

DENMARK
FINLAND

SWEDEN
RUSSIA

,./s. I,.,„.,.;'lr.l

'"•'-■■'■" / '

,,i,,,,;l .il.lKlJII '""

oJ„,., ,.„>,.. h..l,..h.„

su,h r,-si,.„,-,l.,l,n, .

Mprchuni A/..M„. ,„usl
heftt str/titfi III /"■,,'•■

"1 For complete injormation apply

MOORE - McCORMACK

140 CALIFORNIA STREET

San Franciico II, Calif.

530 WEST SIXTH STREET

!.<» Angeles 14, Calif.

DE.\TER-HORTON HUII.DINC

Srallle 4, Washington

BOARD OF TRADE BUILDING

Portland 4, Oregon

744 HASTINGS ST. WEST

Vancon.er. B. C.

Ogicea in Principal Citiei of Iht World

*-\

\

I

from

ot^d »'eo'

i\i«en»

.nv^ef'^^'*

r.no\ '"^P'

jclio"'

Gte<=

^

i

„GteO« ^

,,arWon

every "

%

/GREAT I

^\

if^r.\ ?5

GREAT WESTERN CORDAGE

Mills at Orange, California
LOS ANGELES • SAN FRANCISCO • PORTLAND • SEATTLE

SEPTEMBER • 1941

Page 101

CATALINA ISLAND
STEAMSHIP LINE

steamer Service to Catalina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Bertli 82, San Pedro, California
Telephone Numbers: Terminal 2-429:: Terminal 2-4293; Long Beach 636-563

WHISTLE CALL FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3802

Member — American Waterways Operators

Westinghouse Appoints McDaniel
Manager of Technical Press Service

Hobart C. McDaniel

Hobart C. McDaniel has been ap-
pointed Manager, Technical Press

Service in the Public Relations De-
partment of Westinghouse Electric
Corporation, Pittsburgh, Pa. Mc-
Daniel will be responsible for the
Company's publicity in the technical
and trade magazines. He will suc-
ceed Carl E. Nagel who has resign-
ed to Join McGraw-Hill Book Com-
pany in New York as editor of mail
sales books for the engineering and
industrial fields.

McDaniel was graduated in Elec-
trical Engineering from Oregon
State College, Corvallis, Oregon, in
1926. He went with the Westing-
house Lamp Division in Bloom-
field, N. J., as commercial engineer
in 1939 after working with Pacific
Power and Light Company, Port-
land, Oregon and Central Illinois
Public Service Company, Spring-
field, Illinois, as a lighting sales en-
gineer. In 1943 he joined the Tech-
nical Press Service in the Pittsburgh
office.

^y^eauQuarterA at Hie ^J^aroor I

-/>

COFFIN PUMPS

THE GARLOCK
PACKING CO.
"On Deck and Be/ow"

IF<;itF rn ) P'«"ur« R«qulatmq VaUes
LtiLIt l„U. j •Tyfon" Whittles

ATLAS MARINE PAINTS

MARINE ELECTROLYSIS ELIMINATOR
CORP.

NEW YORK
CO.— Ai,

BELTING
Fire W,

ind PACKING
ler and Ste«-.

rODD COMBUSTION EQUIPMENT CO

TUBBS CORDAGE COMPANY

J & L STEEL CORPORATION, Wire Rope

ALLENCOTE REFRACTORY COATING

DIAMOND POWER CORP.

KOMUL Ant;-Corrosive Coating

PAXTON MITCHELL Metallic Pa
ENSIGN Products

:ltlno

J. M. CosTtLio Supply Co.

MARINE SPECIALTIES

221 No. Avalon Blvd., Wilmington, Calif. Phone Terminal 47291

Standard-Vacuum Oil Appoints
l\ssistant Manager

John M. B. Howard has been ap-
pointed assistant manager of Stand-
ard-Vacuum Oil Company's marine
department.

A graduate of the United States
Naval Academy, Howard had ex-
tensive experience with Jersey
Standard's world-wide marine oper-
ations prior to joining Standard-
Vacuum. Starting as a deck officer
on tankers in 1933, he later re-
ceived his master's papers and went
on to occupy important shore posts
at New York, Baltimore, Baton
Rouge, Houston, Caripito, Aruba
and other well-known oil ports.

His most recent assignment was
in London, as assistant general man-
ager of Esso Transportation Com-
pany, a Jersey Standard affiliate. In
his new connection he will assist
Mr. W. F. Dunning in handling
the owned and chartered tankers
which fly the "Stanvac"flag through-
out the Far East.

Five \m Diesel-Electric Harbor
Tugs for Moran Towing Co.

The Moran Towing and Trans-
portation Co., Inc. has contracted
for immediate construction of five
105-foot, steel-hulled, Diesel-electric
harbor tugs.

Described as embracing latest de-
velopments in shipbuilding, engi-
neering and post-war maritime
practices, the new tugs will be pow-
ered with Model 278- A, l6-cylinder
General Motors engines developing
1,780 brake horsepower, with main
propulsion generators supplying
1,200 kilowatts.

Tams, Inc., New York naval archi-
tects, working with Moran pilots
and engineers, developed and per-
fected a design for the vessels, which
will be constructed by the Leving-
ston shipbuilding Co. at Orange,
Texas.

"These tugs have been especially
designed for docking, undocking
and transporting ships in New York
harbor," Rear Admiral Edmond J.
Moran, president, said. "The ac-
quisition of five such extremely
high-powered units will place the
company in a better position to
meet the ever increasing require-
ments of both domestic and foreign
shipping, which will be mutually
beneficial. We expect deliveries to
begin in December of this year."

Page 102

PACIFIC MARINE REVIEW

OVERHAULED, TESTED

AND SET WITH STEAM FOR —
ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

Thomas i Short Company

245 Frer.ont Street
San Francisco

YUkon 6-0294

World Shipping

AMERICAN PACIFIC LINE

Italy . . . North Africa . . . Palestine

FRENCH LINE

France . . . Belgium . . . Holland

PACIFIC MEDITERRANEAN LINE

Mediterranean Ports

PACIFIC AUSTRALIA DIRECT LINE

Australia

PACIFIC ORIENT EXPRESS LINE

China . . . Japan . . . Philippines

PACIFIC ISLANDS TRANSPORT LINE

South Seas . . . New Caledonia

WESTFAL-LARSEN COMPANY LINE

South America, East and West Coasts

INDEPENDENCE LINE

Central America . Colombia . Venezuela

CHARTERING DEPARTMENT

Sale . . Purchase . . Charters . . Bunkers

WORLD WIDE TRAVEL SERVICE

General Steamship Corp.. Ltd.

465 California St., San Francisco 4
Los Angeles Portland Seattle Vancouver

^ ;.,. S:ft|||i|i^^

Long Beacli,Calii.'^^^32-81

aia f MEAT ptCHANOEBS

rORSTER SHIPBUILDING CO., INC.

SHIPBUILDERS • ENGINEERS • MARINE WAYS • REPAIRS
All types of diesel and hull repairs

CONSTRUCTION OF ALL TYPES FISHBOATS

PLEASURE CRAFT AND BARGES

WOOD OR STEEL

TErminal 2-4527 • Ferry Street

P. O. Box 66, Terminal Island Station

SAN PEDRO. CALIFORNIA

Los Angeles Harbor

Formerly
Garbutt & Walsh

Low Temperature Air Conditioning

(Coiiliii/ied from page 70 1

air to hold moisture drops off as the temperature drops.
Air at 70°F and 100' v humidity (70°F dewpoint), for
instance, contains considerably more moisture than air
at 35 °F and 100^ c humidity (35°F dewpoint). From
this it may be readily seen that condensation must take
place when by means of refrigeration the dewpoint of
the air is lowered, or conversely when moisture is added
the dewpoint rises. For any given condition of air
{ point "A" in Fig. No. 2 ) expressed in dry bulb tem-
perature and relative humidity, the dewpoint may be
established by drawing a line horizontally to the satura-
tion or dewpoint line, (point "B").
Apparatus dewpoint.

This is the dewpoint of the air leaving a cooling ap-
paratus and supplied to a refrigerated space to main-
tain the desired compartment conditions of temperature
and relative humidity. Generally the apparatus dew-
point is lower than the dewpoint of the air in the com-
partment to compensate for moisture absorption from
the product. The differential between compartment air
dewpoint and apparatus air dewpoint is a function of
the ratio of sensible heat and total heat of the product
load. Referring back to Fig. 2 we established room con-
ditions for citrus fruit at 32 °F and 85% R.H. (air
dewpoint 281/4 °F). If the sensible heat factor (SHF)
of this product load were 1, the apparatus dewpoint
would be 28V2°F. Under these conditions no latent
heat gain or moisture absorption would take place, and
consequently the dewpoint of the air remains constant.

For a product load such as citrus fruits, the SHF,
however, would be around .85 and a certain amount of
moisture absorption is expected. To compensate for this
the supply air must be at a dewpoint temperature lower
(contain less moisture) than the compartment dewpoint.
If the cooling requirement is properly calculated, the
exact dewpoint differential can be established and the
conditioned air will absorb just the amount of moisture
given off by the product to raise the dewpoint to the
compartment dewpoint.

By means of a simple chart. Fig. No. 3 —
the apparatus dewpoint may be readily established for
any given condition when room temperature, humidity
and sensible heat factor are known.

In our example of citrus storage, room conditions
were 32°F— 85% R.H. (301/2° W.B. and 28.4° D.P.)
If the sensible heat factor is assumed to be .85, we find
that the apparatus DP is 27i/2°F, or one degree below
the room dewpoint. If the sensible heat factor hap-
pened to be .75, which means that the latent heat gain
in the compartment is larger, the apparatus DP would
have to be lowered to 25°F if we were trying to main-
tain 32° and 85% R.H. in the compartment.

(This article will be completed in the October issue)

"A battleship of the Iowa class uses 1,800,000 feet of
electrical cable. As much as 400,000,000 feet of finely
woven galvanized steel wire is used to protect these
cables." — Steel in the War.

Manufacturers of

WATERTIGHT

FIXTURES

AND FITTINGS

Ask for Our Catalog No. 3

Edison G. E. Appliance Company

MARINE ELECTRIC

CO.

195 FREMONT STREET . SAN FRANCISCO, (

CALIFORNIA

Telephone EXbrook 2-6312 — Established

1886

PUGET SOUND
BRIDGE & DREDGING COMPANY

SINCE 1889

Shipyard Division

SHIP REPAIRING AND CONSTRUCTION

COMPLETE FACILITIES

DRYDOCK AND GRAVING DOCKS

1500 FT. DOCKAGE, WHIRLEY CRANES

AND ALLIED SHOPS

STEEL FABRICATORS AND ERECTORS

GENERAL CONTRACTORS

ELiot 2072
2929 • 16th Ave. S.W. Seattle 4, Wash.

PACI FIC MARINE REVIEW

(•; condensatio
Htan<:(- to i-lit
' irck.s iiii<l<-r ma

of moisture.

KOMUL is a H.ll-,.r»ve.l

A|>|ili<'ati<iii l<> (lamp siir-
I'ai't's lirsl i'ci'oiiiiik-ikU-iI it
for lis,' ill spacos siilijiit
Its coiitiniioiis film ami re-
als refoninu-mU'il it for use on sleel
• ite. Siinplieity of upplieatioii has iiiutie
ariiie men want it for hard-to-jiet-at spaces.
Teeliiii<all>. KOML L is an irreversible eniiilsioii of coal-
r-pili'li, retaining all the protective characteristics of
tell ill an easily-used form.

An illustrated folder and a sample on a steel panel . . .
r the askiiif;. The panel you can twist or bend as you
ill and you can dig at the coating to prove KOMl'L's
Ihesion and toughness.

SELBY, BATTERSBY & COMPANY

5235 Whitby Avenue, PHILADELPHIA «. PA.
J. H. CORDES J. M. COSTELLO SUPPLY CO.

4 Davis Street. S,in Fiancisco 11, Calll. 221 N. Avalon Blvll , Wllmlnjttin, CalH.

Southern CALIFORNIA'S Largest

SHIP DISMANTLERS

LIBERTY SHIP EQUIPMENT

• MAIN ENGINE PARTS

• CONDENSERS

• REFRIGERATION

DIESEL GENERATORS

20, 30. 60, 75KW DC. 1 00, lOOOKW AC.

TURBO-GENERATORS

60, 75KW DC. 1 50, 200KW AC.

DIESEL ENGINES

225. 900. 1700, 1800HP— GM & FM.
450HP twin, 900HP quad.

LST & LSM TYPE VESSELS

Suitable for cargo

Attractively Priced — Immediate Delivery

NATIONAL
METAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND, CALIF.

LOS ANGELES: NEvada 6-2571

Cable: NACOR

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA

S. S. SANTA FLAVIA
S. S. SANTA LEONOR

These C-2 fast freight vessels, equipped with refrigerator
space, and limited passenger aeeomniodations, together
with modern chartered tuiiiiage, supply frequent service
between —

BRITISH COLUMBIA
OREGON

and

Mexico Central America

Ecuador Pern

WASHINGTON
CALIFORNIA

Panama
Bolivia

Colombia
Chile

SEATTLE SAN FRANCISCO LOS ANGELES
White Building 2 Pine Street 523 W. Sixth

SEneca4300 SUtter 1-3800 Michigan 7811

VANCOUVER

991 Hastings St., W.

PAcific 7271

PORTLAND

738 Mead Bldg.
CApitoI 1013

VIKING ...onu^Ouit^^n^
^tAc DESIGN THAT MADE

ROTARY PUMPS FAMOUS

^eft

i9<va

Dependable

Service

by experienced engineers
from the . . .

"HOUSE OF MAGIC"

Chemical Products for

Power Equipment

"MAGIC" Boiler Preservative
"FLO-RITE" Dual Fuel Oil

Conditioner
"TAKE-ALL" Scale Solvent
"FLUFF-FOE" Rust Eradicator
"CARBI" Carbon, Scale and

Slag Remover
"HI-HEAT" Refractory

Preservative
Write for descriptive bu/letins

GARRATT-CALLAHAN
COMPANY

of California
148 Spear St., San Francisco 5

Warehouse stocks

Portland • Seattle • Los Angeles

Peopfe Who Know
USE DEVOE

WALL ROPE

B & L BLOCKS

GETTY
HARDWARE

WEEKS-HOWE
EMERSON CO.

Ship Chandlers

EXbrook 2-2681
255 MISSION STREET
SAN FRANCISCO 5

KEEP POSTED

New Equipment and
Literature for Yard,
Ship and Dock

Crane Co. Announces ^ew Eine
of 600-Pouni) Steel Gate Valves

To meet a demand for small,
compact valves in the 600-pound
class, Crane Co., Chicago, has an-
nounced a new line of union bonnet
600-pound cast-steel gate valves.

The new XW valves are recom-
mended for superheated or satur-
ated steam, hot or cold water, ordi-
nary air, natural gas, fuel oil, gaso-
line, low-viscosiry oil such as is used
in hydraulic systems, butane, pro-
pane, and for fluids that are non-
lubricating and relatively non-cor-
rosive; top temperature recommen-
dations are 850 F. The X valves are
recommended for oil and oil vapor
at temperatures up to 1000 F.;
these valves are not recommended
for steam of other non-lubricating
fluids, because the ExeUoy-to-Exelloy
seating faces have a tendency to
gall in such service, particularly if
the seating loads are unusually high.

The new line of union bonnet
valves does not replace Crane 600-
pound small steel bolted-bonnet
valves, which Crane will continue
to manufacture.

C-O-Two Motion Picture
Film Available

An interesting industrial film has
recently been released by the C-0-
Two Company. It explains the man-
ufacture and demonstrates the use
of C-O-Two fire-fighting equipment.

This film will be sliown before
interested groups, without charge,
by Ets-Hokin & Galvan, California
C-O-Two distributors. Reservations
may be made by calling any of the
seven Ets-Hokin & Galvan branches
in California cities. The film is en-
tertaining as well as instructive, and
has already been shown before Coast
Guard Auxiliary groups, the Port
Engineers Society, and other marine
groups interested in safet)' at sea.

KEEP POSTED

The defails of new equipment or the new jiterafure announced In this departnnent will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansome Street ... San Francisco
Send me descriptive data of the following new equipment or literature as reviewed in

NAME

(Identify by name of

manu

facturer and catalog)

BUSINESS

ADDRESS

Page 106

PACIFIC MARINE REVIEW

GENERA L VO YA GE REP A IRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Complete Welding Facilifies

„, CAVANAUGH MACHINE WORKS

11 FRANK CAVANAUGH - GENERAL MANAGER

220 East B Street, WILMINGTON. CALIFORNIA Phones: TErminal 4-5219. TErminal 4-52)0

MARINE SPECIALTIES

ALLENITE SOOT ERADICATOR

ALLENCOTE REFRACTORY COATING

BUHERWORTH TANK CLEANING SYSTEM

COFFIN PUMPS

FLEXITALLIC GASKETS

FRANCE METALLIC PACKING

KOMUL ANTI-CORROSIVE COATING

LESLIE REGULATORS & TYFON WHISTLES

MULSIVEX, OIL & GREASE REMOVER
SANDUSKY CENTRIFUGAL CAST LINERS
1 SCALETEX, WATER SCALE REMOVER
|j SEA-RO PACKING

1

HOUGH & EGBERT CO.

311 CALIFORNIA ST. • DOoglas 2-1860 • SAN FRANCISCO

Representing

WALTER KIDDE & COMPANY. INC.

Rich Smoke Detecting System

Lux Fire Extinguishing System

Selex-zonit Fire Detection System

AMERICAN ENGINEERING COMPANY

Steering Gears • Deck Machinery

Vapor Car Heating Company Service

HOUGH Patent Boiler Feed Checks • LANE Life Boats

SCHAT Davits

CORDES BROS.

4 Dovis St. San Francisco 11, Calif. .OArflold l-USS

CONSULTING ENGINEERS • MARINE SURVEYORS

SURVEYORS TO BUREAU VERITAS

MARINE DISTRIBUTORS FOR SHEKOUTE PRODUCTS

FOR NAT-LEA-KENNEDY ASSOCIATES

The Isherwood Systems
of Ship Construction

There is an Isherwood System for every type
of mercantile vessel

Eminently suitable for Oil Tankers ....

Designers and Specialists in Hull Construc-
tion and Reconversions

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED
4 Lloyds Ave.. London E.C.3 17 Battery Place. New York

SHIP REPAIRS-COmSIONS

MAIN 3122 'ser"";

Two places to serve you

PIER 66, SEATTLE 1, and WINSLOW
NO JOB TOO SMALL — NO JOB TOO BIG

COMIIERCIAl SHIP REPAIR

J. J. Fedfherstone E. A. BUcIc

Propeller Design

• Save Fuel

• Increase Speed

• Eliminate
Vibration

Send us your prob-
lems ... we special-
ize in propeller de-
sign.

WILLIAM LAMBIE. Naval Architect
216 East C Street Wilmington, California

LAMBIE PROPELLERS

Morrison & Bevilockway

ESTABLISHED IN I8W

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&6 Fremont St.

Telephone DO 2-2708-09 San Francisco

At NIghf Call Jordon 7-2252— Bur/ingome 3-S7I2

$PTEMBER • 1948

Page 107

M. J. GIGY & ASSOCIATES

I 12 MARKET STREET, SAN FRANCISCO

MARINE AND INDUSTRIAL ENGINEERING AND EQUIPMENT

Representing

ALDRICH PUMP CO.
M. L. BAYARD & CO.. INC.
HYDRAULIC SUPPLY MFG. CO.
LAKE SHORE ENGINEERING CO.

Tel. YUkon 6-2803 & 6-2031

PIEZO MFG. CORP.

STRUTHERS WELLS CORP.

THE VAPOR RECOVERY

SYSTEMS CO.

BEEBE BROS.

TURK PRODUCTS CORP.

TREGONING INDUSTRIES. INC.

FRED S. RENAULD CO.

Nights, THornwall 3-4212

Ronaflex Design improvement

Increased convenience for the
user and substantial reduction in
flexible tubing parts inventory are
now possible through a design de-
velopment announced by Ronaflex
Tubing Co., Inc., of Philadelphia.

Ronaflex Assemblies, the flexible-

ample, are interchangeable with
IV2" and 2" nipples. Thus, a
limited number of sizes of Rona-
flex Assembles will fit a wide vari-
ety of nipple sizes. Only a relatively
few sizes of Ronaflex Assembles
need be stocked to fit all sizes of
nipples from 1./' to 2".

p^iimtl
r^<ipm|

u

1

h| ronaflex i
HtubingI

H

NIPPLE 1

sH

f^^^^M

■<^

I^^H

as-rubber, tough-as-steel tubing
with snap-on couplings, are inter-
changeable on various nipples. As
illustrated, the ^-'s" Ronaflex coup-
ling body fits V4", 58", and V2"
nipples. The '4" and V2" bodies
also fit aU three nipples.

The degree of interchangeability
varies with the type of coupling and
with the size. The iVe" and 2"
regular coupling bodies, for ex-

Devoe and Raynolds Squires
Bishop -Conklin Company

Elliot S. Phillips, President of
Devoe & Raynolds Company, Inc.,
announces the acquisition of the
Bishop-Conklin paint company of
Los Angeles, California. In addition
to enlarging the present production
facilities of the Bishop-Conklin
Company, a new synthetic resin
plant will be constructed and should
be in operation in late October.

The Bishop - Conklin Company
will preserve its identity and operat-
ing policies as a separate division of
Devoe & Raynolds Company, with
its entire personnel continuing
under the guidance of Emerson C.
Bishop and William H. Conklin.

Quaker Qua -Flex
Fire Hose Tested

Operating tests of their new Qua-
Flex Fire Hose were recently con-
ducted by the Quaker Pacific Rub-
ber Company of San Francisco. One
75-foot length of Qua-Flex Fire
Hose was brought from 0 pressure
to 300 pounds pressure. One 50-
foot length of Qua-Flex was burst at
385 pounds pressure. The couplings
did not slip or shift in any manner
and there was no evidence of any
leakage.

Cotton rubber lined Qua-Flex
Fire Hose is a great development in
fire protection hose. It is said to be
the only cotton rubber lined hose
manufactured in 75-foot lengths
which will fold and fit in conven-
tional linen hose racks. It is a 300-
pound test pressure fire hose and
eliminates water damages normally
incurred in using unlined fire hose.
Lightweight — a 75-foot length only
weighs 19^ 2 pounds — it has been
approved by Factory Mutual Labo-
ratories and leading national, ma-
rine and industrial firms. It is manu-
factured in 1' 2", 2" and 2' 2" sizes
and in 75, 50 and 25-foot lengths,
and is available for immediate de-
livery from any Quaker branch or
Quaker distributor. A descriptive
folder may be had on request.

Present at the operating tests of
the new fire hose were Lieutenant
Commander de Soball, United States
Coast Guard; C. MacCarthy, Presi-
dent, American Elkhart Company;
H. Albro, Vice President and Gen-
eral Manager, American Elkhart
Company; Messrs. James T. Moore,
Max Moore, James T. Moore, Jr.,
H. P. Anderson, George Kerska, E.
L. Valente, Bill Squires, Mike
Coonan and Jim Flaherty, all of the
Quaker Pacific Rubber Company.

At the operating tests of Qua-Flex Fire Hose. Left to
right: E. A. Raines, Hose Tester, San Francisco Corporation
Yards; J. T. Moore, Jr., Vice President, Quaker Pacific
Rubber Company; George T. Kerslta, Manager, Engineer-
ing Division, Quaker Pacific; Max Moo e. Executive Vice
President, Quaker Pacific; Hal Hoskier, Manager, Marine
& Export Division, Quaker Pacific; James T. Moore, Presi-
dent, Quaker Pecific; James G. Flaherty, Sales Representa-
tive, Quaker Pacific.

Page 108

PACIFIC MARINE REVIEW

OCTOBER, 1948

ftRm£ Revieiu

i

^^'^^c^.

J^JS^^J

I Lnbfkanb

'^^^'-^- These .""^''^^^'on Enl ' ^^'^^

MARINE OILS AND ENGINEERING SERVICE

^

m

.^

tow

»

i MINES

Publisher

DeROCHIE

OUGLAS MacMULLEN

Edlfor

||L FAULKNER

Advertising Manage

, DeROCHIE. Jr.

Asslitant Advertising
Manager

DROTHY GRAVES

>1«s/5fon* to
Editor

/ID J. DeROCHIE

Los 4nge/es
Advertising-Fublicity

l)S ANGELES OFFICE
4:Wilshire Blvd., Beverly Hills
•bhone— BRadshavf 2-6205

SAN FRANCISCO
leptione— GArfleld 1-4760

ci Marine Review is Indexed
jurly by Engineering Index,

TABLE OF CONTENTS OCTOBER, 1948

Ascription rates:

)rJ year, $2.00; 4wo years,
i.h fhree years. $5.00; for-
Icji $1.00 additional per year;
ln|s copies, 25c.

Japanese Shipping Editorial By T. Douglas MacMullen

The America Transport ......

Harbor Radar — Liverp)ool Gets First Installation

Radar Guides Through Dust Storms ....

The George Washington ......

Operation, Control and Maintenance of Marine Turbines

Speed Control and Efficient Operation of Turbines By George Barr

Operation Procedures on Electric-Drive Vessels By H. W. Ogilvie

How to Maintain and Repair Gate and Globe Valves By R A. Hendrickson

Submarine Naval Architecture By A. I. McKee .....

Pacific World Trade ........•••

Marine Insurance ........•■••

Magnetic Mines
Pilferage
With the Port Engineers ......■••

Port Engineers of the Month: Ira B. Chapman, Dan Dobler
San Francisco Meeting
Los Angeles Meeting
Your Problems Answered By "The Chief" ......

The Exponent
Coast Commercial Craft ..........

"Alaska Standard" Back in Service
Quadruple Launching

On the Ways

Dredge "New Orleans" Overhauled by Todd
Bethlehem Completes Conversion of M.S. "Balla"
Navy's Super Aircraft Carrier .....

News Flashes ......■•••

Vessels Under Construction or Under Contract, Building to American Bureau
of Shipping Classification .......

Running Lights ...........

Low Temperature Air Conditioning for Perishable Cargoes on Ships

By John F. Kooistra ........

Keep Posted .........•••

35
36

44
45
46

47

50
54
55
59

60

62
63

66

68
70

73
76

79
91

PURLISHED AT 500 SANSOME STREET

SAN FRANCISCO 11. CALIFORNIA

CyOy\^

like gold, the pure manila
fibre you get in famous Columbian Tape-Marked
Rope is the standard of matchless qualHy.

From the leading fibre-producing plantations
of the Philippines, Columbian buys only the
choicest fibre.

It's thoroughly cleaned. It's graded and classi-
fied .

^"* \ \ TL • /• I

\ \ There is no finer rope!
Blue—. \ \ '^

Columbian experts examining and grading newly arrived
la fibre before shipment to the States.

fied by Columbian's own inspectors. It's rigidly
inspected by government officials. Then — and
only then — is the fibre sent to the Columbian
Mills at Auburn, N. Y.

From fibre to Tape-Marked Columbian Rope
. . . every step is quality-controlled for your
sotisfaction.

COLUMBIAN ROPE COMPANY

400-90 Genesee St., Auburn, "The Cordage City," N. Y.

Page 34

PACIFIC MARINE REVIEW

Japanese Shipping

IT WILL COME as a terrific shock to most of the maritime industry that now under consid-
eration in Washington is a plan that would permit Japan to restore its merchant fleet to its
complete prewar tonnage of four million gross. American shipping is indebted to the National
Federation of American Shipping for publicizing this fact, and will want to support it to the
limit in its opposition to the plan.

Among all American industries the shipping industry fought the longest, suffered the
most, and gained the least from the domination of Japan on the seas, and now an apathetic
country is not only lagging in rebuilding its own merchant marine but is actually consider-
ing letting the enemy (for a peace treaty is a long way off) return to compete with its low
cost fleet. The wartime and postwar expectation that Japan would never again be able to
swarm over the oceans of the world with ships that were far cheaper than ours to build, and far
cheaper than ours to operate, and in addition w;re subsidized in the building and operation by
the government, seems in danger of proving as ephemeral as were the assurances of peace.

The 4,00(),0()0-ton figure represents a fleet that carried 65 % of Japanese overseas ex-
ports and imports, 92'^ of nearby foreign trade and 100% of domestic commerce, at a time
when American ships were carrying less than .30% of American total exports and imports.
And there is no justification, — practical, theoretical or altruistic, — for any such tonnage, even
if American sentiment were not completely opposed to any restoration whatsoever.

In the first place, Japan's shipping never did account for more than 7/10 of 1 % of her
national income and even against this figure there were offsets. For instance, fuel oil had to
be purchased abroad. In the second place, Japan is not likely to reach her prewar export
position for a long while, for all possible industrial production will be needed in restoring home
economy. She no longer has access to Manchurian iron and coal. Why then such a fleet? It
can only be used in destructive competition on the Pacific. Surely those who are aiding in
the establishment of a stable nation over there could concentrate on channels of production
that are more essential to the well-being of the Japanese people. The building of ships for
domestic service or Asiatic mainland .service is within reason. Those listed by the American
Bureau on another page of this issue could come within that classification.

It is to be hoped that the opiate of victory will not dull our senses to the need for a lively
interest in what is going on in other parts of the world. We have an interest in Japanese ship-
ping that is just as vital as it was in 1945.

OCTOBER* 1948 Page 35

E

J) CL -t >

CO

2 i •- °
-^ * ii, ft

() "O ^ -

•".: V

10 .-

«o E

-^ C

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VAc

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me^uc^

RECENT PURCHASE and placing in operation of the
America Transport focuses attention once more on
the successful progressive development of Pacific Trans-
port Lines into a major U. S. steamship company since its
organization slightly more than two years ago.

The America Traiispart. modification of the standard
C-3 type vessel, represents the best m heavy freighter
design of the American Merchant Marine from the point
of view of speed, cargo capacity, cargo-handling equip-
ment and stowage. The work was carried out at the yard
of the Moore Dry Dock Company, whose noteworthy
conversion jobs have been the subject of many recent
feature articles in the Pacific Marine Review. The ship
has unusually fine modern accomnn>dations for twelve
passengers, pursuant to the company's interest in this
development in freighter operation.

The ship was built in 1941 under contract for Matson
Navigation Company by the Federal Shipbuilding &
Drydock Company. Her specifications are: length over-
all, 490' 8^8"; length between perpendiculars, 465' 3";
beam moulded, 69' 6"; depth to shelter deck 42' 6 ";
load draft, 28' 7%"; displacement to load draft, 17,615
tons; gross tonnage, 7,771; net tonnage, 4,562; dead-
weight, 12,328; bale capacity, 709,245 cubic ft..

The most apparent departure from the -standard C-3
\essels is the flush forecastle deck, instead of the cus-
riimary raised forecastle. This gives an exceptionally
i.k-ar main deck for stowage of deck cargo.

The vessel has five hatches, double-ganged at each
hatch, providing twenty sets of gear, btxjms and winches.

She is equipped with four deep cargo tanks in No. 2
hold with a total capacity of 1733 tons. Cargo is condi-
tioned with forced ventilation, and of especial interest
are six special cargo lockers of 23,482 cubic feet located
between decks in No. 2 upper hold. These lockers are
built of heavy expanded metal fastened to channel iron
fr.imes and are used for carrying bonded and similarly
valuable shipments.

Propulsion equipment includes DeLaval turbine with
double-reduction gear drive, normal shaft horsepower of
8500, with propeller diameter 21' 8"; 80 revolutions per
minute. There are two Foster-Wheeler D-type watertube
boilers ( H. S. 16494 ) with 465 pounds working pressure.
Two new C^offin feed pumps were installed, in line with
the latest developments in boiler water control. Her
speed is 18 knots.

OCTOBER • 1948

Richard A. McLaren, president,
Pacific Transport Lines.

Safety at sea, as well as future maintenance, were
factors guiding the architects.

Her navigation equipment includes Sperry Gyro-pilot,
Sperry Gyro Compass, and associated equipment, includ-
ing conventional tele-motor steering gear. She has two
new Welin lifeboats, 70-man capacity, complete with
the Welin gravity type davits.

The smokestack has a special nozzle fitted to the
inner casing and extending two feet beyond the outer
casing to eliminate soot from the midship section of the
ship.

Crew quarters are unusually large and well-appointed.

But as in all the conversion jobs carried out by Moore
Dry Dock Company, the woodwork and joiner work was
outstanding. Moore officials expressed the belief that this
complete job was one of the finest of their achievements,
and Port Engineer A. J. Ederer and Operating Manager

Pago 37

"America

Pictures of vessel being conver+ed
ger cargo vesel by Moore Dry Do
Lines.

Part of lounge and stairway during
conversion.

Left and below: Main deck forward,
looking aff from bow.

I

Transport'

from troop transport to C-3 passen-
ck Company for Pacific Transport

Mdin deck looking forward from radar
mast.

New Passengers' lounge during
conversion.

1.

-i
-I
•1

. i iM lit.

4t

■ -1

■i

:La:

1 li'i

iiii^'

Maitland S. Pennington
Vice President

James O. McM
Operating Manag

Hiram V. Walker
General Traffic Manager

Stanley G. Coppel
Asst. Operating Manage

same time, Pacific Transport will maintain its own
office in Chicago and will continue current agency ar-
rangements with Williams, Dimond & Company at Los

Deck plans and Inboard profile of the America Transport.

Top to bottom: Shelter deck, second deck, third deck, tank

top, profile.

Down the side of the page: Wheelhouse top, bridge deck,
boat deck, cabin deck.

Angeles, Portland and Seattle, as well as with the J. H.
Schaefer Company of Detroit, Michigan.

Headquarters of the Line are at 244 California Street,
San Francisco. Other company offices are located in
Los Angeles, Washington, New York, Chicago, Detroit.

Foreign agents include Jardine, Matheson & Company,
Ltd., in China and Hong Kong, and Everett Steamship
Corporation in the Philippines and Japan. A. H. Laidlaw,
who has been active in Far East shipping circles for
more than fourteen years, is owner's representative in
the Orient for the line.

Joseph A. Moore, Jr., president, Moore Dry
Dock Company, and Joseph A. Moore, chair-
man of the Board.

OCTOBER • I 948

Page 43

^an&<n '^i^daft

^cuc%Jko<d (det^ 'pi^Kit ^ti<itciUeitc<m

THE WORLDS FIRST specially-designed port radar
system for harbor supervision was officially put into
commission on July 30 at England's great port of Liver-
pool.

Although another British port, that of Douglas, Isle
of Man, was actually the first port to use radar for the
supervision of ships entering and leaving harbor, the
radar set employed is an ordinary ship's set. This installa-
tion is adequate for ports such as Douglas, where the
approaches offer few pilotage problems and the docks are
adjacent to the sea, but is totally inadequate for a major
port such as Liverpool, with its great traffic density. The

Liverpool radar equipment is in fact a complex machinery
that gives a complete picture of the twelve miles of
narrow tortuous fairway between Bar Lighthouse and
dock. Costing between £30,000-£40,000 (Sl20,000-
Sl60,000) it was designed, tested and built in only 18
months — a very notable achievement in the opinion of
harbor authorities. The manufacturers were the Sperry
Gyroscope Company, of Great West Road, Brentford,
Middlesex, England.

The new radar installation has uses beyond the ability
to direct ships safely into dock in foggy or bad weather.
In the first place, it ensures that more vessels can use a

LIVERPOOL BAY

Left: Daytime sketch of Liverpool Bay showing
markers in the channel.

Below: The same area as It appears in the rada
scope. Heavy white marking^ Indicate high struc
tures and hills along the channel.

Page 44

PACIFIC MARINE REVIEW

channel at one time, thus providing quicker turnaround.
Second, it will reduce delay costs — the delay of one hour
may easily extend to the loss of tide, which would cost
an average vessel some £400 (S1.600). Installation will
furthermore afford Port authorities exact continuous ob-
servation of all shipping within the Port area and ap-
proaches up to twenty miles range. It will also enable
them to check the positions of all floating navigational
marks — in place of the previous method of a physical
check every few days — and it will give instantaneous
information of any shipping casualty or any dangerous
obstruction in the Channel approaches.

The complete radar installation — which is based at
the northwest corner of Gladstone Dock — consists of a
15-foot wide rotating scanner mounted on top of an
80-foot ferro concrete tower, similar in appearance to a
lighthouse.

The building adjacent to the base of tlie tower con-
tains radar transmitter and receiver equipment and all
other services necessary to operate the system. As the
tower is built on the shore 20 feet above sea level, the
height of the scanner is 100 feet above sea level. From
this position the scanner has an unrestricted view cov-
ering the whole of Liverpool Bay and about three miles
up river (as far as the Princes Landing Stage). The
scanner has special heaters built in to prevent icing and
has been stressed to resist wind velocities up to 100
m.p.h. It is driven by a 6 h.p motor at 10 r.p.m. During
six seconds rotation, it obtains an echo of every object
within 20 miles and these echoes are reproduced on six
screens in the Radar Display room. The drive mechan-
ism of the scanner is housed in a weatherproof room at
the top of the tower, which will enable personnel to
carry out maintenance work under shelter.

Two main units in the Radar Control room are the
display console and the cupboard containing transmitter-
receiver equipment. Intricate, complicated radar devices
are all housed in a gleaming white cabinet. Each of the
six display units is constructed separately in order to
simplify repairs and maintenance. If one set should go
out of action, the unit is merely removed and replaced
with a spare.

One of the six display screens shows a small-scale true
plan view of the whole of Liverpool Bay, giving the
normal maximum range of 13 miles. If desired, the oper-
ator can switch the display up to the maximum range of
20 miles out to sea. The next four displays each show
a view of a sector of the channel on a scale four times
greater than that of the general display. These enlarged
scale displays are of a new type which .shows a precision
picture of a selected part of the channel, and give a true
plan presentation without distortion. The areas covered
by these displays slightly overlap each other, so that a
continuous large-scale picture of the whole approach
channel and estuary is given. The sixth, known as the
"wandering display", gives a large-scale plan picture of a
sector which can be moved to cover any part of Liver-
pool Bay. This is particularly valuable, as it can be
switched to 22 different positions and can be used to
provide additional cover of any area where congestion is
severe.

A number of countries are showing considerable in-

terest in this new Safety Harbor radar supervisor. The
Ports of Basra and Antwerp, for example, are already
studying specifications with a view to installing similar
equipment. Installation of this equipment would be
simple in any part of the world, as the set now based in
Liverpool has been designed for universal application. It
is expected that many other major ports in the United
Kingdom, including the Port of London, will be similarly
equipped in the near future.

Kfidar Ouidcs Thruugii Dust Storms

HILLCONE STEAMSHIP COMPANY

311 California Street

San Francisco 4

U.S.A.

S.S. Cornell
Suez, Egypt
July 23, 1948

Sperry Gyroscope Company, Inc.

,S1 Willoughby Street

Brooklyn, New York, U.S.A.

Gentlemen:

Knowing that you are interested in the performance and
capabilities of Sperry radar. I am submitting the following for
your information. If you wish to use any — or all — of this data
you are welcome to.

This vessel for the past three voyages has been operating in
the Red Sea, Arabian Sea, Gulf of Oman and Persian Gulf
making such ports as Ras Tanura in Saudi Arabia and Abadan
in Iran. Shore lights and other aids to navigation are few and
far between along these routes, sand and dust storms frequent
and visibility often cut to one mile, or less, for prolonged
periods. Numerous islands lay along the route, as well as capes
and shoals to be cleared. Dust and haze make celestial naviga-
tion impossible for days at a time and when positions are
obtained they are subject to large errors.

With our Sperry radar we have been able to take all this in
our stride, no time has been lost by the vessel arriving at, or
sailing from, dust shrouded ports, collisions have been averted
during very poor visibility by wide margins, islands safely
passed and shoals avoided. On two occasions we have made Ras
Tanura in one mile visibility due to sand and dust, picking up
the route beacons which are but three pile beacons, at a distance
of 15 miles with out Sperry radar. Last voyage we sailed from
Ras Tanura in a dust storm and had it not been for our radar
we could not have done so — at least 12 to 18 hours was saved
for the vessel. This is but one instance where Sperry radar has
saved the vessel valuable time.

We have had our radar about a year and during that time it
has helped us to navigate the Straits of Magellan, Mozambique
Channel, Gulf of Suez, Straits of Gibraltar plus areas previously
mentioned. Our Sperry Loran brings us in from the wide open
spaces and our Sperry radar takes over from there. I cannot speak
too highly of both installations.

Very truly yours,

S.S. Cornell
/%/ V. P. Marshall, Master

OCTOBER • 1948

Page 45

The George Washington

7<& (deon^ TiJ^AAc«t^^t<m

fOW IN PASSENGER SERVICE in a big way is the
Alaska Transportation Company of Seattle, v/ith ten-
day sailings of the 5,134-ton George W ashington along
the "Totem Route" to Ketchikan, Juneau, Haines, Sitka
and Skagway. Reconditioned from war use by the Puget
Sound Bridge and Dredge Company, the 375-foot vessel
is now the pride flagship of the AT fleet, and if opera-
tions this season are successful, the company has a com-
panion vessel, the Empire Consequence standing by in
Lake Union for conversion to similar service.
Machinery
Not to be confused with the 23,000-ton George of
the same name nor with the United States Lines' Wash-
ington, the George Washington was originally built at
Newport News Shipbuilding in 1924 for Eastern Steam-
ship's New York to Bermuda run; she later ran from
Norfolk to New York and Boston. Her Curtis turbines,
built by Newport News, have been brought out and
overhauled "to the last valve," as was most of the engine
equipment. Her Babcock & Wilcox boilers were given
refinement in the form of Diamond Soot Blowers, in-
stalled by Consolidated Services, Seattle. There was re-
bricking and some retubing and casing repairs. Prob-
ably the biggest engine room job was installation of a

1 50 kw Worthington steam turbine driving a Westing-
house generator, more than doubling the vessel's gen-
erating capacity. A Wallace-Tiernan chlorinating sys-
tem has been installed, and Walter Kidde's Zonite sys-
tem was extended to completely cover the ship.

Todd's Hoboken yard prepared the ship for her jour-
ney from the East Coast and Puget Sound Bridge and
Dredge won the bid over Eastern yards despite her lying
on that coast at the time.

Passenger Accommodations

Passenger quarters were refurbished on the George
Washington, and all public rooms were redecorated in
modern tones. All furniture is new, with new draperies,
rugs and built-in settees. There is a large lounge (music
room ) forward and a maple-floored pavilion aft, adjoin-
ing the smoking room and bar. There was no hot water
in passenger quarters previously so this was a substantial
( and not easy ) part of the reconditioning job. New
rubber tiling was installed and some bunking space was
adjusted. The passengers' pantry and galley were changed
considerably and a new oil stove was custom-built into
the existing structure by Lang Manufacturing of Seattle,
who also fitted in an electric bakeoven. New paneling,

(Please turn to page S3)

Owner's stateroon

Operation, Control and Maintenance

EDITORS NOTE
At the October 1 meeting of the Soci-
ety of Port Engineers, San Francisco.
Goerge Barr and Hughes Ogilvie of
General Electric Company addressed the
members on the highly technical sub-
ject of operation, control and mainte-
nance of marine turbines. These talks
have been approved by the General Elec-
tric Company for publication in the
Pacific Marnif Reiieu .

of Marine Turbines

Speed Control and Efficient
Operation of Turbines

By GLQHGt; BAHH

THE 6000 and 10,000 HP Electric Drive turbines are
similar in general construction to ordinary land gener-
ating sets with the exception that speed control is vari-
able whereas on land units speed as a rule is constant and
other special features are incorporated for marine use.

The governor on Marine types has been designed to
operate eflfectively through a broad range. Actually from
15 per cent of normal speed to 110 per cent normal
speed. And when a desired speed has been established
by the watch engineer, the governor will automatically
control the speed of the prime mover whether the
propeller is submerged or breaking surface in a sea way.
When hand valves are provided they are adjusted to
normal speed and the governor set as a pre-emergency
governor.

The governor may be described as a fiy-ball type, at
least the principle is the same. The sketch shows the
governor, in section, stripped to its bare essentials. The
weights are spring opposed and both weights and springs
are designed to give narrow regulation through a broad
range of speeds. The governor is driven by the turbine
shaft through a worm and gear. Its only effort is to move
a balanced pilot valve for admission or drainage of oil
pressure to or from an hydraulic cylinder.

The pilot valve bushing is movable and is connected
mechanically to the speed lever on the control panel;
therefore, moving this bushing to open or close oil ports
is all that is done manually to increase or decrease speed
of the prime mover.

The control valve is opened by hydraulic pressure and
closed by an opposing spring. This valve moves in
response to the governor during automatic operation
(Please turn to next page)

OCTOBER • 1948

Operating Procedures
On Electric-Drive Vessels

By H. W. DGILVIE

Introduction

THE FIRST important application of turbine electric
drive was on the Collier U. S. S. Jupiter, commissioned
in 1913. This ship, reconverted as an aircraft carrier and
renamed the U. S. S. Langley, was the first aircraft carrier
to be put into the service of the U. S. Navy. Up until the
time she was lost, the Ltiigley held the record for low
maintenance costs on propulsion machinery. It was the
highly successful operation of this mstallation on the old
Jupiter that paved the way for the adoption of turbine
electric drive by the Navy for its battleships.

The U. S. S. New Mexico, a quadruple screw ship of
28,000 shaft horse-power, the first of the electric drive
battleships, was commissioned in 1918 and was closely
ft)llowed by the well-known battleships, California, Mary-
land. Tennessee, Colorado and IFw/ Virginia. The air-
plane carriers Saratoga and Lexington, completed in 1927,
were each equipped with a turbine electric propulsion
system normally rated 180,000 shaft horsepower. These
two ships held the distinction of being the highest pow-
ered ships ever to be built in the United States until
the construction of the U. S. S. loiva in World War II.
The Saratoga was one of the fastest and most reliable
capital ships of the U. S. Navy until the day of finish at
Bikini.

The U. S. Coast Guard adopted turbine-electric drive
for its cutters Ta?npa, Haida, Mojare and Modoc in 1921
and was the first to use synchronous propelling motors.
Although several freighters constructed as part of the
World War I building program were equipped with
electric drive and a few installations were made on pri-
vately owned ships during the period from 1920 to 1927,
< Please turn to page 49)

Page 47

ipeed Control and Efliiient

Operiition of Turbines

( Continued from preceding page)
and in response to the speed lever while maneuvering
or changing from one speed to another. The action is
simple. Oil pressure of 50 lbs. is admitted to the hy-
draulic cylinder 'by the pilot valve if additional steam
flow is to be admitted to the turbine; on the other hand,
the same oil pressure is drained from the hydraulic cyl-
inder if steam flow and speed has to be reduced.

Emergency Governor and Tripping Device

Limiting speed of the turbine generator is done by a
very simple device. On the 6000 HP sets, a spring op-
posed plunger which is carried in a hub on the turbine
shaft remains inoperative at all speeds below 20'^c over-
speed. In case the turbine should overspeed, the spring
force is overcome by centrifugal force and the plunger
throws out and strikes the trip finger which releases a
latch on the throttle valve which causes the throttle to
close instantly. The plunger normally remains clear of
the trip finger by 1/16" but it moves out 5/16" while
in action.

The tripping device is so arranged that the throttle can
be tripped by hand at regular intervals and it is standard
practice to test the trip by actually over-speeding every
time the turbine is being shut down in port.

The emergency governor on 10,000 HP units is of the
ring type; that is, a ring is used in place of a plunger

but the operating principle is exactly the same. The ring
type, however, has one advantage; it can be tripped by
purposely admitting oil to a pocket in the ring. This un-
balances the ring and causes it to trip the throttle at nor-
mal or below-normal running speed.

Steam Seal Regulator

Automatic controlled sealing of turbine glands is a
great improvement over manual operation where hand
adjustments had to be made for every change in load.
The steam seal regulator is made to hold a constant
pressure of 2 lbs. gauge on the high pressure and low
pressure packing casing regardless of the internal pres-
sures while maneuvering or running under way. The
action of the regulator is very simple and once ad-
justed to operate at the correct pressure the need of re-
adjustment is quite remote; in fact, these regulators
might safely be made so that the original setting could
not be altered. When service is called for on these reg-
ulators, they are often found to be completely out of
adjustment, and correction is made by resetting the valves
to the original position, which, by the way, is tram
marked. The common reason for upsetting the adjust-
ment is to provide additional sealing steam when there
is difficulty in raising vacuum in port or in a loss of
vacuum underway. Additional sealing steam does not
improve matters. The loss is invariably due to air leak-
age or fouled strainers in the radojets or from a number
of other causes, but for some reason the turbine glands
are suspected of causing the trouble and the regulator
setting is changed.

There are other features on electric drive turbines
but these are secondary to the automatic control. Such
features as the load limit device, and hydraulic extrac-
tion valves. A few words will be said on the more im-
portant subject of maintenance on ships where steam
condition is constantly maintained on a high level.

Maintenance cost on turbines is very low; in fact the
{Please turn to page S3)

Left: The governor referred to in Mr. Barr's article.

The steam sea! regulator.

5TCAM jCAL PK'JLATC«?

Page 48

PACIFIC MARINE REVIEW

Operating Procedures
On Electric-Drive Vessels

CoiHiiiiitJ from page 47)
the application of turbine-electric drive to Merchant
Ships took place largely after 1927.

The first large passenger ship to use tubine electric
drive was the S. S. California, completed in 1928, and
her two sister ships, the S. S. Virginia and S. S. Penn-
sylvania, were launched soon after.

These ships, which in recent years were renamed the
Uruguay, Argentine, and Brazil, are still giving reliable
service as modern passenger liners.

The outstanding performance of these vessels caused
other shipping companies to follow suit in the powering
of their new liners and in the ensuing years, such well-
known ships as the Santa Clara, Oriente, Morro Castle,
President Hoover, President Coolidge, Talamanca, Peten,
Antiqua, Veragua and Quiriga were launched. At the
same time, much interest was shown in turbine-electric
drive in Europe. Such ships as the Normandie. Viceroy
of India. Strathnaver. Strathaird and Rangatira were
constructed using turbine electric propulsion.

It was on all these ships and the other turbine electric
vessels built during the years mentioned that the electric
form of speed reduction proved itself to be better than all
other types. Such qualities as flexibility in installation
and operation, maneuverability, reliability, quiet opera-
tion, and unidirectional turbines made turbine electric-
drive the favorite among shipowners and operators alike.
During World War 11 turbine electric drive was called
upon when it became necessary to build ships on a mass
production basis. A large fleet of electrically propelled
ships were constructed, incorporating new engineering
developments that improved reliability, simplified opera-
tion, reduced its size and weight, and lowered first costs
and operating costs.

However, these new developments in the field of
electric propulsion were not sufficient to put turbine-
electric drive out in front. The shipbuilding program
today indicates that turbine gear drive is again the most
popular form of ship propulsion in the United States.
Nevertheless there remains a large fleet of turbine-
electrically propelled ships that must be operated. Gaged
by present day standards, it cannot be said that the handi-
cap that turbine electric drive now has in regards to
weight, space, and efficiency is sufficient to put this form
of propulsion out of the race. Electric drive is being
used today for a large number of diesel-electric vessels.
The alternating current electrical system of turbine
electric drive considered as a unit which consists of the
generator, propelling motor, and control apparatus is not
complicated from an electrical standpoint nor is it difficult
for the average person to understand. The alternating
current generator which is used to supply power to the
propelling motor is simpler in construction than the
standard DC generators with which all operating engi-
neers are familiar. The voltage of the generator is ad-
justed by changing the field strength manually with a
field rheostat or automatically with a voltage regulator.
The power is transmitted from the generator to the

motor by means of three conductors and reversal of rota-
tion is made merely by interchanging two of the three
phases by means of contactors located between the gen-
erator and motor. The control board consists of the oper-
ating levers for controlling the turbine speed, the open-
ing and closing of the field circuits, and the reversing
contactors. Also located on the control panel are the in-
struments for measuring the generator and motor out-
puts, temperature indicating ecjuipment, and equipment
protective devices. The operating levers are all me-
chanically interlocked so that they must be operated in
proper sequence.

The propelling motor is the synchronous type with
induction motor starting. Since a synchronous motor
cannot be started from standstill, the motor has built
into its rotor an induction motor squirrel cage winding.
This winding provides torque at standstill or reversal and
maintains this torque until the speed of the motor has
reached its slip speed as an induction motor.

The main requisites in the handling of electrical ap-
paratus are cleanliness, proper ventilation, lubrication,
tight connections, overheating, and prevention of mois-
ture accumulation.

Operation of Control Levers

Space does not permit a detailed discussion of all the
elements of the electrical system on turbine electric pro-
pelled vessels so it is the purpose of this paper to dis-
cuss only the operating control as applied to the T2-SE-
Al and A2 tankers, the P2-SE2-R1 troopships and the
P2-SE2-R,i passenger cargo vessels. What happens elec-
trically by operation of the control levers will be ex-
plained.

Figure 1 shows schematicaUy the bare essentials of the
power and excitation circuits. The reversing lever is
shown in the off position and consequently the line and
field contactors are open. The propulsion generator is
turning at idling speed. However, it is generating no
voltage as the field circuit is open. It will be noted in
this diagram that one lever operates both the reversing
and field contactors which is the T2 tanker system of con-
trol. The P2 installations use the three lever system of
control in which the reversing contactors and field con-
tactors are opened and closed by means of separate levers.
In the discussion that follows, the two lever systems will
be described as the same functions are attained in proper
sequence in either case.

Figure 2 shows what happens when the reversing and
field lever is moved to the number one position ahead.
On the P2 vessels this is accomplished by moving the
reverser lever to the ahead position. Contactors 1, .i, 5
close and connect the motor to the generator electrically.
It should be noted, however, that in this position no
electrical power is yet transmitted to the motor since
field has not yet been applied to the generator.

Figure .1 shows the reversing and field lever in the
number two position. On the two lever systems the cor-
responding condition would find the field lever in the
number one position. At this point the generator field
contactors close and the generator is excited to about
250 per cent of normal. The resulting high generator
voltage gives the motor a high starting torque and the
(Please turn to page 81)

OCTOBER • I 948

Page 49

HOW TO Mkmm m mm

By R. A. HENDRICKSDN
Manager, Oil Sales, Crane Company

GOOD VALVE SERVICE consists of proper selection
and instalJation followed by prompt maintenance and
repair of leaking or damaged valves. Even the best valve
cannot be expected to function properly and stay on the
job if it's incorrectly installed. Nor can it be expected to
stand up very long after it develops a seep or a leak.

After valves have been properly selected and installed,
their maintenance can be reduced by a surprising amount
through periodic inspection. Service conditions and fre-
quency of operation will determine the frequency of
inspections. But once the interval of valve inspection has
been established it should be made regularly and system-
atically. When routine valve inspection discloses leakage,
steps should be taken immediately to correct the trouble
before the valve is damaged beyond repair.
Stuffing Box Leaks

Stuffing box leakage is one of the most common
troubles encountered in valves. It usually happens when
improper packing is used or when packing is worn.

Leaks may be evidenced by steam "flags", by unaccount-
able presence of moisture on piping or valve bodies, or by
outright dripping. Leaks should be attended to immedi-
ately when discovered. Don't hesitate to break into in-
sulation if a leak is suspected underneath. Such hidden
leaks are especially damaging to bolts, pipe and flanges.
All leaks are conducive to corrosion.

If it is necessary to hunt a leak under pipe insulation,
it is suggested, for a minimum of damage to the insula-
tion, that a puncture be made with a wire at the point
of suspicion, permitting leakage to escape. Another prac-
tical method is to insert a pipe nipple through the in-
sulation at each flange joint. Drainage from the nipples
will indicate leakage in the line.

Neglected stuffing-box leaks will eventually damage
valve stems. Most stuffing-box leaks can be stopped
simply by pulling up the packing bolts, or by tightening
the valve gland nut. Be sure to tighten bolts evenly. If
tightening the packing gland does not stop leaking, it is

Page 50

PACIFIC MARINE REVIEW

a simple mutter to replace the packing. To repack, loosen
all stuffing-box parts and remove the old packing, using
a bent wire or other hook to clean the box thoroughly.
Insert the new packing and tamp it well into place. Add
a few drops of oil between layers to help work in the
new material. If ring packing is used, be sure to stagger
the ring splits, so that they are not all in line.
Gasket Leaks
If a leak is allowed to continue at a bonnet joint or a
flange joint, it is not just the gasket that suffers. The
joint faces are soon ruined. If bolt take-up does not cure
a joint leak, replace the gasket immediately. The type of
gasket material to be used is important. Gaskets are of
three general types; flat ring gaskets which cover the
face of the flange to the inside of the bolt holes, full-face
gaskets through which the flange bolts pass, and metal
rings of elliptical cross-section fitting into machined

grooves in flanges. Gasket materials comprise rubber,
asbestos composition and soft metals. Rubber gaskets
are generally used for low pressures at normal tempera-
ture. As pressures increase, and for hot service up to 750
degrees F, asbestos compositions are frequently used.
Metallic gaskets are extensively used when steel valves
are installed.

Variations in gasket materials are so wide, however,
that manufacturers' recommendations should be con-
sulted before the material to be used is selected. Various
types of gaskets take different treatments before they are
inserted in the joints.

Repair of Seat Leaks

If a valve cannot be shut oft tightly, the cause of the
trouble should be investigated without delay. If a leak is
neglected, the seating surfaces may be soon damaged to
the extent that replacement of parts or of the complete

CTOBER • I 948

Page 51

Illustration I A

Illustration 2A

valve may be necessary.

When a leaky gate valve is discovered, remove the
bonnet and examine the disc and body thoroughly to
determine the extent of damage to body rings and disc.
(Illustration #1') If corrosion has caused excessive
pitting or eating away of metal as in the case of guide
ribs in body, it may be impractical to attempt repairs.
A complete check-up and servicing of all parts of valve
is recommended. Remove the stem from the bonnet and
examine it for scoring and pitting where the packing
contacts the stem. Light polishing with fine emery cloth
is all that may be needed to put the stem in good con-
dition. (Illustration #2)

Remove all packing and thoroughly clean the stuffing
box. ( Illustration # 3 ) At the same time clean inside of
valve bonnet and other parts to remove all dirt, scale.

corrosion, etc., so that the interior of valve will be free
of all foreign particles. If valve has a flat gasket it should
be removed completely and replaced with one of proper
material and size. ( Illustration #4 )

If ring type joint is used, the oval or octagonal metal
ring can be cleaned, and if not pitted, can be used again.
After completing the cleaning and examining of all parts
and it is found possible to repair the valve by refinishing
disc and body seat rings or by replacement of body seat
rings, proceed as follows:

Place disc in vise with seat face up. (Illustration #5;

Wrap piece of fine emery cloth around a flat tool and
rub or lap the entire bearing surface, ( both sides of disc)
to a smooth even finish. Remove as little as possible. The
usual cuts and scratches found on body seat rings can
also be repaired by lapping. Use an emery block small

Illustration 3A

Page 52

PACIFIC MARINE REVIEW

■ ^

f^mi^

^^^V '^^^^^HH

, fl ^-^

WW'

. * *)

^^W?^

enough to permit rubbing of se.it ring facts all around.
( Illustration #6)

Work carefully and watch closely. Avoid removal of
too much metal to prevent disc seating too low. When
seating surfaces (discs and body seat rings) seem to be
properly lapped, coat face of disc with Prussian Blue
and drop it into the body to check the bearing. When a
good continuous contact is obtained between the disc
and body seat ring face, the valve will be tight and is
now ready for reassembly. When assembling, insert stem
in the bonnet. Install new packing. Assemble other parts
including gland and gland flange, and then attach the
disc to the stem. Replace bonnet gasket, and place the
complete assembly in the body. Lift the disc off the body
seat ring face so that the bonnet can be properly seated
on the body before tightening the bolts. Pull bonnet bolts

Illustration tA

up evenly in pairs diametrically opposite each other.
Good practice suggests testing repaired valve before
putting back in service. This assures that repairs have
been properly made and stuffing box is tight.

When body seat rings in gate valves must be replaced,
they can be removed and replaced best with a power lathe.
Chuck the body with rings vertical so that seat faces will
be parallel with face plate. Use a steel bar across the bcxiy
ring lugs to unscrew them. Removal of rings can be
accomplished by hand by means of a cold chisel or hack
saw to split the ring and then collapse it. Extreme caution
should be taken so that the body ring threads in the body
are not damaged. New rings must be pulled up tight
against the shoulder on the ring sci that leakage will not
occur around the body ring. To tighten, place a steel bar
I Please turn to page 82)

Illustration 2B

CTOBER • I 941

Page 53

Su&4n(Z%mc ^MAoi ;4%cActectun.e

{Continued from September issue)

by A. I. McKee

Stability

In the surface condition, a submarine is a surface ship
and there is nothing unusual about her stability except
that she has very little freeboard and a pronounced tumble
home, neither of which is conducive to a good range of
stability.

In the submerged conditions there is no waterplane, so
the only way stability can be obtained is by keeping the
center of gravity below the center of buoyancy. It is not
surprising to find that the GM in this condition is so
small as to be measured in inches rather than in feet.
This low position of the center of gravity gives a very
satisfactory range of stability in the surface condition in
spite of the unfavorable shape of the above water body.

The longitudinal metacentric height is ordinarily not
a matter of much concern to a naval architect. He cal-
culates it, of course, in order that he may determine the
trim of the ship in various conditions. But when a sub-
marine is submerged and the water plane disappears, the
longitudinal metacentric height also almost disappears. It
is this lack of longitudinal stability that makes it neces-
sary to be so careful about the longitudinal position of
the center of gravity and to provide means for full com-
pensation for the longitudinal moment of changes in
weight.

As stability is so dependent on a low position of the
center of gravity of the ship, the lead ballast mentioned
above is always placed as low as practicable in the ship.
Usually it is not possible to use all the lead to compensate
for permanent increases in weight, for the removal of all
of it to compensate for weights added higher in the ship
would reduce the stability to an unacceptable degree.

While a submarine is submerging or surfacing, there is
a large free surface in the ballast tanks and the stability is
greatly reduced. On many submarines the GM has become
negative. This is of no importance while the ship is sub-
merging for it lasts only 10 or 15 seconds and the ship
has no time to take a list. In surfacing, however, the free
surface lasts for 15 or 20 minutes and negative stability
requires that some means for controlling and correcting
list during this period be provided. There is no advantage
in making the vertical keel watertight in an attempt to
separate the two sides into two separate tanks, as the main
ballast tanks have large flooding holes in the bottom and
are always connected together through the sea. The vents
can be separate, however, for each side. Then the two
sides are cross connected only through the air lines while
the water is being blown from them. By providing a list
control valve in the air lines the ship can be kept balanced

Page 54

in an upright position, even though she is actually un-
stable. In the past, however, we have had some submarines
on which instability was troublesome although not dan-
gerous. One that I remember could not be brought to the
surface without assuming a large list.

Strength Calculations

The Submarine Naval Architect must give a great deal
of thought to the transverse shape and strength of the
ship in order to enable it to withstand an external pres-
sure of several hundred pounds to the square inch. He
makes every effort to make the transverse sections of the
part of the structure which is subjected to sea pressure
circular in shape. This not only gives the greatest ratio
of strength to weight, but it also gives the designer a
happier feeling, for he can predict the strength of a
circular section with much greater accuracy than he can
that of a non-circular section. The non-circular sections
require elaborate calculations whose accuracy depends
on the correctness of certain assumptions which must be
made even though some doubt exists as to whether the
assumptions are strictly accurate. The designer prefers to
provide some margin in the structure of these frames,
rather than to use only the minimum of material which
the calculations require.

When a change in the type of structure or a material
change in scantlings is contemplated, it is customary to
make and test to destruction one or more models of the
structure. The models are of limited length and have
been built to various scales from full size to 3/40 size,
always geometrically similar to the part of the ship under
study. Once the scale factors had been established with
certainty, it became possible to make the models of very
small size and to make the tests at small cost and with
complete confidence in the data obtained.

Because of the high water pressure to which the ship is
subjected, it is necessary to calculate very carefully the
strength of bulkheads, hatch trunks, and all fittings which
must withstand sea pressure. The formulae used for bulk-
heads have been derived from tests of generally similar
structures, both in full size and to reduced scale.

On the other hand, the longitudinal strength requires
serious thought only in the case of very large submarines.
No calculations of longitudinal strength are ordinarily
made for submarines of the size we have been building
in recent years.

Diving

It has been mentioned that when a submarine is operat-
ing on the surface, her displacement and trim must be

iPleam turn to page 86 1

PACIFIC MARINE REVIEW

LD
TRHD€

RCK, U. S. Pat. Off.

Imports kiM for Strategic Stock Pile

A list of 30 strategic materials, essential to stockpiling
for the nation's military securit)', was made public
August 24 by Earl Bunting, Managing Director of the
National Association of Manufacturers, which is cooper-
ating with the Munitions Board in accelerating the stock-
piling program.

On the list, not necessarily in order of importance, are
rubber, lead, castor oil, cadmium, coconut oil, copper,
manganese, palm oil, quinidine, shellac, zinc, cordage
fibers, mica, asbestos, bauxite, beryl, bismuth, chromite,
columbite, corundum, industrial diamonds, graphite,
kyanite, monazite, nickel, pepper, talc, tin, tungsten and
vanadium.

Under an industry-assistance plan, formulated by
Thomas J. Hargrave, Munitions Board chairman, and
Mr. Bunting, prixurement of the critical items will be
stepped up through the cooperation of industries which

import, produce or process the needed materials. These
industries are being asked to obtain for the government
a certain percentage in excess of their normal supply.

While a total of 67 materials are included in the
"Group A " list of stockpile items, the Munitions Board
requested industry action at this time only on the 30
items announced. "Group A," according to the Munitions
Board, comprises those strategic items for which stock-
piling "is deemed the only satisfactory means of insuring
an adequate supply for a future emergency."

Strategic and critical materials grouped as "B" and
"C" are recommended for stockpiling only under certain
conditions, governed in part by adequacy of supply and
practicability of storage. The Munitions Board notes that
"materials in all three groups are subject to constant
surveillance and review."

Changing Conditions in Colombia

At a recent meeting of the Junior Foreign Trade As-
sociation of Southern California, Robert Gildred of
Cilco Trading Company, spoke on Colombian affairs,
based on his personal experiences through dealing with
this important South American country over a period
of many years.

Gildred has just completed a survey of this area, and
states that prior to the war business was conducted on a
"fiesta and siesta" basis, whereas now there is a distinct
reversal of this custom, and in addition to requiring
immediate action on transactions, there is universal un-
rest, dissatisfaction and conflict. This has been brought
about by the institution of rigid import controls, highly
inflated costs, political conflicts within the government,
strikes and labor problems, and the inadequate results,
from their viewpoint of the Pan American Conference,
culminated by the Communist inspired revolt of April 9.
Mr. Gildred believes that it will require a minimum of
two years before we can expect any semblance of a return
to normalcy or improvement in the internal Colombian
situation.

New Type [\port License yopted

Immediate adoption of an entirely new type of export
license which reduces the possibility of counterfeiting to
a minimum was annoimced recently by the Department
of Commerce through its OIT.

The new license incorporates .several protective fea-
tures in design, preparation, validation, and use. The key
to the series of safeguards being put into effect is a
unique forgery-proof paper. Its adaptation in the new
type export license, together with the specially designed
validating machines which were recently put into use,
provides a considerable measure of insurance against
illicit dealings in forged and duplicated documents. The
new license will be prepared in its entirety within OIT,
in a specially designed and distinctive type face.

Use of the safety paper license (Form IT-628) will,
for the time being, be restricted to authorizations for the
export of items on the positive list. The familiar Form
lT-419 license will continue imtil further notice to be
u.sed when authorization is granted for shipment of non-
positive list commodities to destinations in Group R. All
license applications, however, will continue to be made
on Form IT-419 in duplicate, and must be accompanied
b) the standard acknowledgment card. Form IT- II 6.

OCTOBER • 1948

Page 55

New Applications for Foreign Trade Zones

Los Angeles

The long fight for establishment of a Foreign Trade
Zone at Los Angeles Harbor is nearing a climax in Wash-
ington, D. C, since the formal application for its estab-
lishment has been completed and forwarded to the De-
partment of Commerce in Washington, D. C, for action
by the departments Foreign Trade Zones Board.

Signed by Arthur Eldridge, general manager of the
Los Angeles Harbor Department, in the presence of
four of the five commissioners, the application and its
three-inch book of supporting briefs seeks establishment
of the so-called 'Tree Trade Zone" in the port at Pier
No. 1, at the entrance to Main Channel from Outer
Harbor.

It is expected that favorable action will be taken
within live months.

According to the brief, berth 60 will be used for the
Foreign Trade Zone. The wharf and shed at berth 60
and an eastern tier of rooms on the first floor of ware-
house No. 1 will be utilized for the free zone. A water
area 75 by 682 feet in front of berth 60 will initially be
set aside for the zone.

A free zone survey, dated October 15, 1947, compiled
by Charles T. Leeds and Gerald C. Fetzergerald, Los An-
geles consulting engineers, was based on replies to ques-
tionnaires sent to 2022 importers, exporters, bankers,
manufacturers, merchandisers, steamship operators, ware-
housemen, customs brokers and trade associations.

Seattle

Formal application for a Seattle Foreign Trade Zone
was mailed August M to the Federal Foreign Trade Zone
Committee in Washington, D. C, by the Port of Seattle
Commission.

With only three zones now in operation in the United
States, at New York, New Orleans and San Francisco,
the Port application represents two years of intensive
survey and analysis to determine the economic feasibil-
ity of establishing such a zone in Seattle.

A special survey was conducted by Charles J. Miller,
professor of marketing at the University of Washington
and chairman of the Chamber of Commerce's Foreign
Trade Zone Committee. Started during the war years, this
report was published jointly by the Port of Seattle and
state Department of Conservation and Development. It
has drawn increasingly heavy support of the zone from
local and area-wide industry.

According to J. A. Farley, president of the Port of Se-
attle Commission, the Port anticipates a wait of approxi-
mately three months for federal approval of the appli-
cation. He added, however, that the proposed zone has
already won favorable comment from federal ofiicials and
ultimate okay is expected to be a formal routine.

Proposed site of the zone, where dutiable imports may
be landed and processed before going through customs,
is a section of the Port of Seattle's East Waterway
Terminal.

Four oi the five Los Angeles Harbor Commissioners smile
their approval while Arthur Eldridge, General Manager,
formally signs the application of the Port of Los Angeles
for a Foreign Trade Zone to be established at the $!,-
500,000 Municipal Warehouse No. I situated at the en-
trance of the main channel. Left to right, Commissioners
Harold W. Tuttle, Roy Beaton, Kenneth Chantry and
President of the Commission, C. S. Sampson.

Port of Seattle files application for a Foreign Trade Zone
on the Seattle waterfront. Inspecting presentation ac-
companying the application are, seated: J. A. Earley,
president of the Port of Seattle Commission; standing,
left to right: E. H. Savage, Vice-President of the Port
Commission: Charles J. Miller, professor of marketing at
the University of Washington and chairman of the
Chamber of Commerce's Foreign Trade Zone Commit-
tee: and A. B. Terry, Port Commission secretary.

Page 56

PACIFIC MARINE REVIEW

latin American Credit Collciitiuns

Tlie San FraiKisco othce ot the Department of Com-
merce reports a slight improvement, on the whole, in the
promptness of American export collections paid by Latin
American countries. This was the first indication of any
improvement in Latin American collections since last
Februar}-.

Of the total number of collections paid to the twelve
reporting banks during August, 49.7 per cent were
prompt as against 47.6 per cent in July, and 20.6 per cent
were over 90 days slow, compared with 27.5 per cent in
July. The dollar value of outstanding collections had
fallen at the end of August to 1 li million dollars, a de-
crease of 5 million dollars from the previous month-end
and of 29 million dollars from the end of May 1948.

The most noticeable improvement in the promptness
of collections occurred in Chile. Other Latin American
countries that showed some improvement during August
were Brazil, Costa Rica, Ecuador, Paraguay, and Peru.
Brazil and Costa Rica, however, still lead in the slowness

lUOl^LD
TRflDf

of payments with 62.5 and 77. .t per cent, respectively, of
their J5a)(qients in the "over 90 days slow" category.
Nevertheless, both of these countries have been steadily
reducing the backlog of their outstanding collections
during the past few months. No clear evidence of the
effect of the devaluation of the Mexican peso on draft
collections in Mexico was visible during August.

These statements are taken from a release of the Fed-
eral Reserve Bank of New York in accordance with
information collected from twelve large New York City
banks.

I\lew U. S. Ships Stimulate Trade on Mrican Run

In a volume that is steadily increasing, a wide variety
of cargoes including asbestos and zebras, gold and ivory
tusks, cocoa and chrome, are shipped to this country
from Africa.

Assisting in the growth of this trade are American-
flag steamship lines that serve three direct routes to South,
East and West Africa from Atlantic and Gulf ports.
American ships on these routes have been responsible
for cutting the transit time from ^0 days to 17 days and
for tripling the number of sailings, according to the
American Merchant Marine Institute.

One of the few trade areas where U. S. imports are
greater than exports, Africa is important to American
economy and industry because it is a chief source for a
number of essential products. From Africa's steaming
Gold Coast comes most of our cocoa while East and
South Africa are the foremost suppliers of valuable
chrome ore. Other highly useful imports are manganese,
wool, copper, tin and hides and skins of all types.

The war has brought many changes to Africa. Today,
war-built landing craft of several varieties serve as feed-
ers to huge freighters which can berth only at the few
good harbors. These LCT's also help distribute incoming
cargoes to hundreds of out-of-the-way inlets and settle-
ments.

The importance of Africa to our standard of living and
defense has been substantially heightened as a result of
the war. Indicative of this is the increased number of
sailings scheduled by the Maritime Commission for its
three "essential" trade routes to Africa. Whereas 25
ships of slower .speed sufficed in 1939, 45 of the newer,
faster types are now operating.

There are plans for four passenger vessels to handle
the greatly increased demand for space by travelers and
business men. Two C-.3 vessels are to be converted, each
to carry 61 while two 8,000 gross ton liners of 19 knots

OCTOBER • 1948

with a capacity of .lOO each, are contemplated by the
Maritime Commission. At present, freighters with ac-
commodations for 12 furnish the only passenger service.

WhalAfrka Sends Us

Page 57

00 -Ion Engine for E\port

A 60-ton diesel engine, nnanufacfured by the Union
Diesel Engine Company of Oakland being loaded at the
Ninth Avenue Terminal of the Port of Oakland for ship-
ment to the Orient. The engine, which was sold to the
Base Metals Corporation of America, was transferred
from the dock by a giant Haviside derrick barge. It was
one of several diesels being delivered to companies in
the Orient for installation in large ocean going tugs.

Making K\ Shipments

Plans for placing stars and stripes emblems on recov-
ery goods shipped to Europe imder Economic Coopera-
tion Administration financing were announced by the
EGA. Designed to emphasize to peoples of the nations
participating in the European Recovery Program that
recovery goods are being supplied by the United States,
the emblem bears the phrase:

FOR EUROPEAN RECOVERY
supplied by the
UNITED STATES OF AMERICA
The phrase will appear, wherever practicable, on ship-
ping cases, boxes, crates, barrels, bales, bags and other
packaging as well as the goods themselves. The emblem
design is a shield composed of four white stars on a blue
background above 13 vertical red and white stripes. The
lettering appears between the stars and stripes.

4uf
TRflD€

Indies Exports ^ow Exceeding Imports

Exports from Indonesia for April and May 1948, ex-
ceeded imports by approximately 2,600,000 and 3,000,-
000 U. S. dollars respectively, according to the latest
figures released by the Department of Economic Affairs
of the Provisional Federal Government of Indonesia.
The figures were released through the Netherlands In-
formation Bureau's Western Division.

Subsequent figures indicate the continuation of the
trend in the increased ratio of exports over imports.
Last January the trade balance was unfavorable with a
deficit estimated at some 52,500,000.

The United States has received the largest share of
Indies products next to the Netherlands.

Following are major May and June Indies exports in
quantities and value:

Long Tons

us dollar

Long tons

us dollars

Rubber

22,637

10

27,558

10

Copra

23,621

6

26,574

7

Petroleum Prod.

323,805

7

292,310

7

Tin — tin ore

4,331

5

3,691

4

Palm oil

2,715

1

Sugar

4,572

0.6

7,567

0.8

Tea

984

1

446

0.7

Kapok

719

0.4

704

0.4

Port of Eong Beach Booklet

The Port of Lung Beach, California, has published an
illustrated booklet covering all activities of the Port. The
booklet is divided into six sections: Story of the Port;
Value of the Port to the Community; Petroleum Activi-
ties of the Port; Map of the Port; Oil and Operating
Revenues of the Port; Facilities of the Port.

Story of the Port includes a resume of the Port's
colorful history dating back to 1542, the Port as it stands
today, and plans for its future development.

The pictorial brochure, which contains 53 photo-
graphs, charts and illustrations, outlines future develop-
ments which will cost approximately SI 00 million when
completed. Among projects contemplated for the future
are a grain elevator and a refrigerated warehouse, two
facilities which do not exist at present in Southern Cali-
fornia ports. Provision will be made for a minimum of
85 large ship berths, 36 modern transit sheds, 12 ware-
houses, plus large area of shipside open storage space.

Little development of the port took place until 1938
when the port first began to derive revenue from munici-
pal oil wells located in the Harbor District. Since that
time, in the short span of only ten years, the port has
developed rapidly and now has some of the finest ship-
ping facilities available, with 85,280 linear feet of exist-
ing deep water frontage including municipal, federal
and private with a 40-foot minimum depth of water at
low tide. All permanent utilities systems in the Outer
Harbor are underground, eliminating danger to high
cargo handling equipment. There are 22 miles of munici-
pal railroad trackage with a classification yard in the rear
of Pier A with a capacity of 200 railway cars. For truck
cargoes, wide paved highways lead to all piers and transit
sheds.

Page 58

PACIFIC MARINE REVIEV^

Marine Insurance

Magnetic Mines

The Merchant Marine Council announces that since
the end of World War II, more than 250 ships of all
nations have been sunk or damaged by mines. Of this
number, 43 United States ships have been affected. It
is estimated that sweeping operations in Europe and tiic
Far East will take at least another year. Authorities arc-
agreed that no guaranty can be given that even after all
the sweepers have ceased operations, a mine will not
pop up from time to time in the next 20 years. In July
of 1947 a World War I mine was reported off Cape
May, N. J.

Information has recently been released indicating that
the life of British magnetic ground mines laid during
the war is in excess of the 3!-4-year period which has
been accepted to date. It appears that a life of 8 to 12
years will now have to be allowed for these mines, and
as a result the following policy has been approved. Ship-
ping is to continue to use swept buoyed channels until
it is considered that all mines have become inactive due
to age. Annual trial sweep will be conducted of a
chosen area to find out when mines become inactive due
to age. Certain routes and channels will be amended and
widened as may be possible with available minesweeping
forces.

Just recently a small Danish coastal excursion vessel
was destroped in the Kattegat, with a reported loss of
200 lives, as a result of a floating mine. Statistics re-
leased by a New York war-risk insurance authority re-
veal that a total of 251 ships of all nationalities have
struck mines since VE-day in the Atlantic and Mediter-
ranean and since VJ-day in the Pacific. Of this number,
116 were either .sunk or declared a total loss.

Although the danger from mines has not yet been
eliminated, an international effort by all nations with
naval minesweeping facilities has been undertaken. Swept
channels are thus established and maintained and are
marked with buoys.

All mine information for the Pacific area is gathered
and distributed by the Branch Hydrographic office at
Honolulu while similar information in the European
and Atlantic area is centralized in London and is dis-
tributed through an international committee known as
the International Routing and Reporting Authority. In-
formation on mines and mined areas is broadcast by radio
and is given wide distribution.

In most cases of casualties reported, the ships had
strayed from the limits of swept channels or had entered
a minefield through which no safe channel had yet been
swept. Section 62.27a, General Rules and Regulations
• for Vessel Inspection, Ocean and Coastwise, is quoted
for information: "Due to existing mine field dangers.
all licensed masters, officers, and certificated seamen on
United States vessels shall comply strictly with the rout-
ing instructions issued by competent naval authority.

OCTOBER • 1948

Failure to comply with such routing instructions shall
be deemed misconduct within the meaning of R. S. 4450,
as amended (46 U. C. C. 239). Nothing herein shall be
construed as relieving the master of the responsibility
for the safety of his vessel."

Pilferage

Pilferage shows no sign of a decline. The University
of Liverpool, which is carrying out an investigation into
the extent of pilferage and methods for its prevention,
has asked for the co-operation of public departments,
commercial interests and the business community in gen-
eral in making available more precise information than
it has hitherto been possible to obtain. In this factual
inquiry the co-operation of the Chamber of Shipping
of the United Kingdom has been sought. In addition,
the Ministry of Food is setting up committees in the
main centres to examine the question of pilferage of
I Please turn to page 96 1

MARINE
INSURANCE

•

Cargo, Hulls, Motor Transit,

Parcel Post, Registered Mail

and other

Inland Marine Lines

*

i^THE HOMEiv

f^^Z<JC

C^''

NEW YOR K

SAN FRANCISCO LOS ANGELES

EXbrook 2-5600 Michigan 3661

565 Clay Sf. 639 S. Spring St.

MARINE MANAGERS
Clayton E. Roberts Alberto Martinez, Jr.

Page 59

--With The

Ira B. Chapman

Port Engineer of the

SAN FRANCISCO

IRA R. CHAPMAN

Of American President Lines

A licensed marine engineer since 1929, Ira B. Chap-
man first joined American President Lines in March
1942 as First Assistant Engineer on the Cape Perpetiia.

and later was advanced to Chief Engineer of the same
vessel.

Chapman also w-as Chief Engineer of two other APL
ships during World War II. In August, 1944 he directed
the Engine Department on the Sea Partridge and in
June, 1945 was assigned to the Marine Cardinal.

On July 12, 1945 Chapman came ashore as assistant
port engineer for APL at San Francisco, a position he
still holds. He served first under John Jacobsen and now
serves under George Jackson, successor to Jacobsen when
Jacobsen retired.

Chapman was born in Alameda, Cal., March 19, 1905
and still resides there. He is a small boat enthusiast.

San Francisco Meeting

At the September meeting of the San Francisco Soci-
ety, Mr. George Barr and Mr. Hughes Ogilvie spoke on
the operation, control and maintenance of marine tur-
bines. A review of their talks may be found on page 47
of this issue.

Below, leff to right: Hughes Ogilvie, Phil Thearle
and George Barr.

Page 60

PACIFIC MARINE REVIEW

(Port Engineers-

Mr. C. C. Moore, Union Oil Company Research
Supervisor, presented a lecture on turbine lubrica-
tion at the Los Angeles Society's September meet-
ing. Above picture shows some of the members at
dinner and picture at lower left shows Mr. Moore
presenting his talk.

Lower right, left to right: Roy C. Ingram. Union Oil
Company: Robert Ingram; Tommy Ott, Union Oil
Company (retired); C. C. Moore. Union Oil Com-
pany, speaker.

Port Engineer of the Month

LDS ANGELES

IIAN DDBLER

flf The Texas Company

Born in Dubuque, Iowa, where he could view the
scenery of three states, Iowa, Wisconsin and IlUnois,
and the Mississippi River, Dan served his apprenticeship
as an embryo marine engineer in the local railroad shops.

The lust of travel in his blood, the Yukon River
beckoned him for a few years, then the oceans, and he
finally acquired a Chief Engineer's certificate for all ton-
nage, steam and diesel. Following two years as inspector
for the U. S. Shipping Board in Seattle after World War
I, he went to sea again, and later came ashore in New
Orleans as marine surveyor for the U. S. Bureau of Sur-
vey, then as port superintendent for the Tampa Inter-
Ocean Steamship Company for a period of eight years.
The lure of the Golden State resulted in his employment
with the California Petroleum Steamship Corporation in
February 1927, continuing to the present time. He is
now marine superintendent.

Dan served as chairman of the Board of Governors of
the Los Angeles Society when it was organized last year.

Home gardening and ships are his special interests.

OCTOBER • 1948

Page 61

Uou^ fh(rvum& Cln&wVitcL

by "The C/i/ef"

"The Chief's" department welcomes qpestions — Just write "The Chief," Pacific Marine Review.

APPLIED MATHEMATICS

THE EXPONENT

THIS department is devoted to the interests of the
marine engineer and many conferences and much
thought has been given as to what shall go into the
column. It is agreed that the most valuable things we
could give to the marine engineer are experience, feel
for machines, and engineering know-how. Only the job
and responsibility can develop these characteristics.
However, the next in importance is the ability to think,
analyze and reach conclusions that are logical and rea-
sonable. There is no better method of developing logic
and analytical powers than mathematical reasoning. It
is pure logic, and mathematical logic is something that
can be covered in these columns. The value of a man to
his ship, himself and his future is in direct proportion
to his ability to reason, analyze and make correct logi-
cal hard-headed decisions. The Chief believes he can do
more good for his engineering readers by encouraging
them in mathematics.

In introducing the subject of exponents, it is not with
the idea that the Marine Engineer will have use for them
on the job. He will, however, be interested in the fact
that many of the facts and tabulations that he does use
are founded on the mathematical conclusions derived
from the exponential expression. The following are only
some of the useful things given us by the theory of the
exponent:

— Wire size tables and gages.

— Logarithms and tables used in navigation.

— A system for expressing large numbers.

— The decibel system of ratios.

— The slide rule for quick calculations.

— The log and log-plotting scales for curves.

— A new language without which innumerable com-
mon engineering procedures and conclusions would
be hopeless.

We therefore propose to introduce, in succeeding
articles, the several uses of this branch of mathematics.

We use numbers, letters m the English and Greek
alphabet, and other symbols such as #, S, &, *, (« , '. ",
and so on to express ideas. These are a part of our writ-
ten language. But even if we never had to write any-
thing down we would stiU need symbols to express
ideas. This is because we think in symbols. The sign
language used between people who do not understand
each other's language can be used only because there
are things which naturally symbolize ideas. Some of these
are the sun to express a day and the moon to express a
month or the night time. By explaining and agreeing on
symbols in advance we can express ideas as complicated
and advanced as we can comprehend. We can go to the
limits of our minds to understand. This process of
symbolizing between teacher (or author) and student
is the process of education.

The number 7 symbolizes something in the reader's
mind but it is not specific. This is true of all numbers
and letters as symbols. This number 7 reminds the wipers
in the engine room perhaps of a lucky (or unlucky)
turn of the dice in a crap game. The bartender thinks
of a lime flavored mixer. To each of us it means some-
thing different. Symbols, therefore, have no meaning
unless a meaning is assigned to them, usually objects or
dimensions such as units of length, weight, or time.

The mathematician, however, shows us how to com-
bine these non-specific symbols together to obtain new,
interesting, useful and valuable conclusions which are
true. These new conclusions, however, are not specific
nor useful until the symbols and numbers are assigned
meanings, and furthermore it is imperative that the
same meanings are used throughout the entire mathe-
matical process. This process of assigning dimensional
meanings to all the symbols in a line of mathematical
reasoning is called dimensional analysis. Thus the volume
of a cylindrical tank L feet long and D inches diameter
I Please turn to page SS)

Page 62

PACIFIC MARINE REVIEW

mcRcmi

CRflfT

llaska Standard'' Back in Service

Left: Two General Electric technicians wood wedging the
s"^ two 300 HP armatures, before soldering the armature bars

to the commutator risers.

Below: Technician setting up commutators in 60-inch
lathe, prior to turning and grinding.

dynamically balancing the combined

B

ACK IN SERVICE again after its first major over-
haul in 24 years of supplying southeastern Alaskan
ports and canneries with petroleum pnxlucts, the Alaska
Standard has been stepped up both in speed and power.
The original electric propulsion equipment, which
powered the ship through nearly a milli(jn nautical miles
of service, has undergone a complete overhaul and
reconditioning in General Electrics San Francisco
Service Shop.

The unusual 21()-foot "floating service station," one
of the best known and most popular of ships in Alaskan
waters, has been keeping families and industries of the
area in heat, light and power since its commissioning

taken in General Electri
Service Shop.

OCTOBER • 1948

■"age

63

The Alaska Standard
leaving Sifka, Alaska. A
ship-to-shore radio sim-
plifies and speeds deliv-
eries. A control rheo-
stat gives "pilot house
control" of tanker's G-E
diesel electric propul-
sion.

in 1923.

Shut off from the rest of the world by high mountain
ranges, uninhabited flatlands and miles of ocean, Alaska
is largely dependent for its supplies on waterborn vessels
which represent its major contacts with the world
"outside."

Large supply depots have been established at Juneau,
Ketchikan, Seward and Dutch Harbor by Standard Oil
of California, but the single-screw Alaska Statidard is
the "peddler" that provides the personalized service to
many Alaskan ports and canneries.

Supplying Alaskan petroleum users is not a simple
task. The seafood canneries that line the coast use large
quantities and various types of petroleum products for
continuous operation during fishing seasons. Fishing
boats keep their engines turning over day and night with-
out stop when the salmon are running, and oil stoves are
often in use for months at a time during the long arctic
winter. Trucks pushing forward over the Alaskan and
Richardson Highways need gasoline and diesel fuel. On
top of these vital needs is the constant demand for
special fuel for pressure lanterns, fly sprays, starting
fluids, greases and rust preventatives. All of these are
part of the Alaska Standard's stock in trade on its regu-
lar trips into the bays and inlets. They are sold on the
dock to the fishermen, trappers, storekeepers and mis-
sionaries by the oil salesman who travels on the tanker
in the summer.

After nearly a quarter of a century of this service, the

Alaska Standard, powered by diesel-electric drive, re-
cently put into the Moore Drydock Co. at Oakland,
California for its first major overhaul. G-E marine service
engineers went aboard to supervise reconditioning of
its two 245-kw, d-c generators, two 300-hp motors and
other electrical equipment.

Motors and generators were removed and sent to the
G-E Service Shop where they were dismantled and the
generator shafts removed. Propulsion armatures were
cleaned, rewound, rebanded and modified to increase
speed and horsepower ( 265 to 315 rpm). The armatures
were then dipped, baked and pressed on new shafts and
dynamically balanced. Coils were stripped, cleaned, re-
wound and reinsulated with mica-glass. Copper bars
were cleaned and retaped, the commutators were turned
and polished and the slots were undercut. Brush holders
were reinsulated and chemically cleaned. New collars
were installed on both the field and commutating coils
and were sprayed with Glyptal lacquer.

On board the ship, marine service engineers cleaned
and completely overhauled the propulsion switchboard
and field rheostats. When the motors and generators
were reassembled they were lowered back into place
through the engine room hatch.

Dock trials and sea trials were passed with flying
colors, and with a final swing to square away its compass,
the Alaska Standard headed back into the Arctic to
continue its vital service.

Society of hn\ Architects Will Meet

On October 26 the combined Pacific Coast Sections
of Naval Architects and Marine Engineers will hold an
all-day meeting at Mare Island Navy Yard, Vallejo, Cali-
fornia. Members of the Society and their guests will have
an opportunity to see the very latest practices in the
art of shipbuilding and ship repair. Four outstanding
papers will be read and discussed, covering the subjects
of naval architecture and industrial management as per-
taining to maritime interests.

The day's schedule includes a tour of the Shipyard and

visit to specific shops, lunch at the Officers' Mess, meet-
ing of the Society at which the four papers will be read,
and a showing of special motion pictures in the evening.
The pictures to be shown are "Silent Service ", a color
sound film showing action scenes of the submarine serv-
ice during the war; "The Atom Strikes", black and white
sound film showing Hiroshima and Nagasaki after drop-
ping of the atomic bombs; and "Sea Power in the
Pacific", black and white sound film showing the role
of the Navy in the Pacific War.

Page 64

PACIFIC MARINE REVIEV/

Mexican musicians took part in the color,
ful ceremonies at the simultaneous launch-
ing of four shrimp trawlers at National
Iron Works.

Quadruple Launching

In a scene reminiscent of wartime shipbuilding activi-
ties, the first multiple launching m the history of San
Diego harbor took place at the National Iron Works
shipyards on Saturday, July 24, when four vessels were
launched simultaneously.

The vessels, 48-foot shrimp trawlers, were built for
Products Congelados, Guaymas, Sonora, Mexico, and
are scheduled to go into immediate service in Mexican
waters, according to Hernandt) De Cima, general man-
ager of the Mexican concern, the largest shrimp ship-
ping firm in the southern Republic.

The trawlers will catch shrimp for two huge freezer
plants in Guaymas, Sonora; and Reform, Sinaloa, De
Cima said. They represent a total investment of ap-
proximately $150,000.

The new trawlers (the Juan Francisco, the Santa
Clara, the Barca de Oro, and the Argonauta) are of
welded steel construction and are powered by Lorimer
6-cylinder Diesels. The engines operate at 600 rpm to
provide 100 bpm, and also drive 2" Fairbanks Morse
bilge pumps.

The vessels are ice refrigerated and have 4" of Fiber-
glass in bottoms, sides and on extreme forward and
after ends of ice holds, and 6" of Fibergla.ss under the
deck.

The trawlers have a molded beam of 16' and a molded
depth of 7'4". Shell plating is 3 16" steel and engine
room floors are of \(\" steel plate. Other floors are
3/16" plate. A l"x6" steel bar keel is provided.

Each of the welded steel trawlers have accommoda-
tions for a crew of six men, with, four being housed in
the main deck and two in the fore peak.
BRIEF SPECIFICATIONS
Length, Overall 48'— 0"

Molded Beam 16'— 0"

Molded Depth .. 7'-^"

Cruising Range 2,000 miles

Total Ice Capacity 18 tons

Fresh Water Capacity 400 gallons

Lubricating Oil Capacity 65 gallons

Fuel Oil Capacity 1,500 gallons

Crew's Quarters:

A men in deck house and two men in fore peak.
Pii?nps:

1 - 2" Fairbanks Morse bilge pimip driven by main
engine.
biMilation:

'i" of Fiberglass in bottoms, sides and on extreme
forward and after ends of ice holds, and 6" of Fiber-
glass under deck.
Main Engifie:

Lorimer 6-cylinder Diesel, single acting, reverse gear,
4-stroke cycle, 61,2x812. 600 rpm, to provide 100
bhp. A flexible coupling connects the engine to the
propeller shaft.
Electric Service:

32 volt battery system with one 250 watt generator
on main engine and one 600 watt g.i.soline driven
generator set.
HhU:

Shell plating is 3 16" steel. Floors are constructed
of 1/," steel plate in the engine room. Other floors
are 3 16" plate. A 1 "x6" steel bar keel is provided.
Traul Winch:

Blume Company 3 drum model 10 deck winch.
l'rot>t4ler:

Doran (Company 36" diameter, designed especially
for the Shrimp Trawlers by William I.ambie.

OCTOBER • 1948

Page 65

0(€ t^ TiJacf^

New Construction — HecDnditiDiiing — Repairs

Dredge lew Orleans"
Overhauled By Todd

The U. S. Army Engineers' dredge New Orleans is
undergoing a thorough stem-to-stern overhaul at the
Todd Hoboken shipyard which should virtually make it
a new vessel. Built in 1911. the veteran dredge ship has
been assigned for nearly its entire career to dredging the
Delaware River along a 50-mile stretch out of Phila-
delphia.

The major step in rehabilitating the 315-fcot vessel
is the repowering of its two operating engines. The two
old propulsion engines with their bearings, shafts, con-
densers, air pumps and other operating equipment have
been removed from the ship and are being replaced by
two (Skinner Unaflow Vertical) 3-cyl. steam engines,
supplied by the Corps of Engineers. Also, new (Kings-
bury) thrust bearings, (Allis Chalmers) condensers,
(Dean Hill) turbine-driven circulating water pump,
(Chicago Pump) vertical condensate pumps and new
lubricating systems are being installed. At the same time,
they are doing away with two 25 kw generators which

are being replaced by a pair of 60 kw ( Westinghouse)
units.

Besides the engine-room refitting, the 30-foot, 85-ton,
drag ladder, through which silt is sucked from the river
bottom, is being cleaned, painted, getting new trunions,
and having its defective steel plating renewed. The gates
and bins in which the silt is stored until dumped else-
where, are also being put in A-1 condition. There are
to be two new propellers, with a 9'6" pitch, together
with new stern tubes; its anchor chains are being ranged,
scraped and painted. Approximately 350 new rivets are
being renewed, caulked or welded in the hoppers, and
250 feet of seam caulked or rewelded. The walls of the
four boilers are being rebricked; the drag engine house
completely rebuilt, and bathroom facilities for the officers
and crew enlarged and modernized.

Finally, the vessel's hull is being wet sandblasted and
completely repainted.

The New Orleans show
drydock at the Todd
boken Shipyard.

Page 66

PACIFIC MARINE REVIEW

Bethlehem Completes Conversion
Of M.8. "Balla"

The Norwegian motorship Bulla stood out for foreign
shores recently after an extensive conversion, which in-
cluded rebuilding of her stern from a twin to a single
screw unit, by Bethlehem Steel Company's Staten Island
Yard.

The conversion work, which necessitated installation
of new main engines and auxiliaries, modification of two
lower decks and a sweeping changeover in most of her
machinery, took approximately nine weeks.

Built in 192.1, the trim freighter has an overall length
of 297 feet 7 inches, beam of 43 feet 9 inches, depth of
21 feet 5 inches and gross tonnage of 2,565.

Faced with the necessity for extensive repair of the
25-year-old vessel, her owner, Th. Brovig, decided after
investigation that it would be more economical to con-
vert the craft to a single screw unit than to renovate the
original equipment, much of which had become obsolete.

Charles N. Boylan, manager of the Staten Island Yard,
said that conversion of the motorship to a single screw
basis will entail no loss in sea speed of the Bulla. He re-
vealed details of the conversion and disclosed that he
had been informed that owners of the Bulla had decided
to have the work done in the United States because
foreign yards generally demanded at least six months to
do the job — almost three times that required by the
' Staten Island Yard.

Complete modification of the stern was necessary to
convert the craft to the single screw unit, Mr. Boylan
pointed out. The entire stern section below the water
line was removed to a depth of approximately 25 feet
inward from the original stern. A new cruiser-type stern
was built to replace the twin-screw unit.

The changeover necessitated replacement of much of
the original machinery and equipment. Installations, for
instance, included a new Lima-Hamilton main motor of
approximately 2,000 S.H.P., two new Atlas Imperial
diesel generators with coolers and sumptanks, with 75
KW A.C. generators, three A.C. switchboards, a Hastis
electric-hydraulic steering gear, new sterntube, stern-
frame, rudder, propeller, propeller shaft and intermediate
shaft, a new lubricating oil tank, two lubricating oil cool-

It ers, a fresh water cooler, a seawater cooling pump and
\ two fresh water cooling pumps.

' In order to install the new main motor a 9'xl2'

opening was burned out in the forward engine room
bulkhead. All pipe lines, grating ladders, etc., had to be
disconnected and the old engines removed from the

ship. The original main motor foundations were burned
out and a new foundation plate .lO'xS'xlVs" put into
place and then the new engine installed. A new auxiliary
motor replaced the original unit.

Conversion of the original stern required the making
and installation of new keel plates which were joined
to the new stern frame.

In general, the vessel was brought up to tip-top
shape. The entire hull was tested and repairs and re-
placements made. Extensive repairs and renewals were
made to cargo handling gear, and the saloon, captain's
office and quarters of the captain, chief mate and chief
engineer were refurbished.

The overall job was the most extensive in the vessel's
iwenty-five years at sea and when she left the yard her
crew members proclaimed her "as good as new."

Stern of the Norwegian freighter M. S. iaWa already

has been converted from a twin to single screw unit

in this view, which shows installation of a new

propeller.

OCTOBER • 1948

Page 67

'Ttaotif,^^ Su^ien, ;40icn/z^ (^vUex

The Navy has released an artist's conception of the
65,000 ton aircraft carrier scheduled to have its keel laid
late this year or early in 1949 at the Newport News
Shipbuilding and Dry Dock Corporation in Newport
News, Virginia. This new vessel will cost an estimated
SI 21,000,000.

The super carrier, as yet unnamed is designated as
CVA-5<S. It is the result of normal development and
planning for air-sea power.

Design studies on the new carrier have been under
way since October 1945 and some 78 different designs
were made before acceptance. The suggestion for a large
flush-deck carrier came originally from the late Admiral
Marc A. Mitscher, USN, whose brilliant record com-
manding task forces in the Pacific during the last war
gave him a keen knowledge of carrier requirements.

The artist's drawing of the new 1030 foot long vessel
depicts a totally clean deck operating area for its planes,
minus the usual "island " on the starboard side. The flag
and ship bridges, formerly on the island, will be tele-
scopic on the new vessel.

The drawing of the new vessel shows the elevators,
used to transfer planes between the hangar and flight

decks, located along the sides with a larger elevator at
the after part of the flight deck. The CVA-58 drawing
also includes four catapults for planes, one on each side
launching to the side and two on the bow. By so in-
creasing the number of catapults, the launching interval
will be shortened.

The new CVA-58 is one of several U. S. warships
whose design does not allow passage through the Panama
Canal. Her waterline beam will be 1 30 feet, with a maxi-
mum fixed width above the waterline of 190 feet.

The new design, calling for 65,000 tons, is a normal
development in carrier history whereby each class has
increased by about one-half the displacement of its prede-
cessor.

The need for this increase is portrayed by the history
of the Saratoga. When she was completed in 1927, jet
propulsion and heavy fighting planes were unthought of,
yet the Sara in her twenty years, saw twenty years of
aviation development. Her first planes weighed less than
3,000 pounds with a combat radius of possibly 100 miles.
When the ship was stricken from the Navy records after
the Bikini A-bomb tests in 1947, she was able to handle
planes with a fighting weight of more than 18,000

This is an artist's drawing of the U. S. Navy's 65,000 ton flush deck aircraft carrier. Though the basic design and
maior characteristics of the ship have been fixed, the location of certain structures, such as the stacks, elevators
and the telescopic bridge, is still under study. This artist's conception reflects the Navy's present plans for the car-
rier When completed, the actual appearance of the ship may diflfer somewhat from this interpretation of the basic
plans. The largest U. S. Naval vessel to be constructed so for, the flush deck carrier will measure 130 feet longer on
the waterline than the 45,000 ton Midway class carriers. Her overall length will be 1,090 feet. Including tempo-
rary structures which may be hinged up or down, the maximum width of the carrier will be 236 feet. Speed will be

about 33 knots.

pounds and a combat radius five times as great as her first
air groups.

This factor of "six-times-as-large" for the size of its
aircraft through the life of one carrier, indicates that the
new CVA class should be capable of operating an air-
plane of well over 100,000 pounds, providing this growth
in plane size continues. The operation of such aircraft
with their increased range will greatly reduce the car-
rier's chance of discovery by the enemy and greatly in-
crease the probability of surprise attack.

Foreseeing the operation of such an aircraft, the car-
rier from which it operates must afford:

( 1 ) Deck strength for impacts as high as 500,000
pounds.

(2) Stability for high top side weights.

(3) Increased flight deck area.

(4) Room for increased supplies of fuel, munitions,
and added personnel.

(5) Additional armor and armament.

(6) High speed.

These requirements mean increased displacement and
increased beam with a proportional increase in deck
length as dictated by modern shipbuilding practice.

The lengths of carriers have increased an average of
about 100 feet for each new class in the development of
these vessels. The Yorktoun and Evierprise had a deck
length of about 810 feet. The Essex class carriers are
about 880 feet, while the last big carriers to be built,
the CVE class, are about 980 feet. The new design, with
its 1030 foot length (actual greatest length topside
counting hull and flight deck is 1090 feet), is thus a
normal increase as the new CVA becomes the longest
warship in the world.

yCNT lCNCTh i.MC

LATEST CAMtieil

Evolution of U. S. Navy carriers shows progression to larger,
heavier ships. This corTiposite silhouette ot the classes of U. S.
Navy aircraft carriers shows the consistent progression to larger
and heavier ships, in ratio to the increased size and weight of
Naval carrier aircraft. The first carrier to be built as such from
the keel up was the USS Ranger (CV-4). Built by the Newpot
News Shipbuilding and Drydock CorTipany, of Newport News,
Virginia, the Ranger was commissioned on June 4, 1934. Pre-
vious carriers had been converted from other types. For instance,
the Lexington class ships were built on battle cruiser hulls. The
new CVA-58, 65,000-ton carrier, is to be built by the same ship-
yard which constructed the Ranger.

Bunting Company Completes Western Market Survey

^uw

M. A. Hamman, assistant sales manager of Bunting
Brass & Bronze Company, Toledo, Ohio, manufacturers
of electric motor bearings, industrial bearings, bronze
bars and other bearing metals, has recently completed an
extended market survey of Western potential to gather
first-hand knowledge of rapidly expanding West Coast
industries.

Facts and figures obtained from personal visits with
leading industrialists, according to Hamman, indicate a
growing need for closer cooperation and greater aware-
ness of their material needs by Eastern manufacturers.

"The good-will of these men, which Bunting enjoys
today," reports Hamman, "can be attributed in part to
I he fine job of customer relations which has been carried
on by their Western distributor, Tri-State Supply Cor-
jioration, who maintain offices and warehouses in Los
Angeles, San Franci.sco and Seattle."

M. A. Hamman, assistant sales
Bronie Co., Toledo, Ohio, con
officials. West Coast distributoi
right: C. R. Grundy, Tri-State r
A. Hamman; and G. M. Eickmey
dent, San Franc

nanager. Bunting Brass &
ares notes with Tri-State
for Bunting. From left to
inager, San Francisco; M.
'yer, Tri-State vice presi-

OCTOBER- • 1948

Page 69

n [ Ul S FLASHES

WATERMAN CONVERSIONS

The Waterman Steamship Corporation has added eleven C-2 cargo vessels to
its fleet, each to carry twelve passengers. One of these is undergoing con-
version at their own yard. The other ten are on the Pacific Coast and will go
into Pacific Coast yards. The average cost exceeds a half million dollars.

The YOUNG AMERICA and the GOLDEN CITY go to Everett Pacific.

The HOTSPUR and the JOHN LAND go t o Todd, Seattle.

The TYPHOON goes to Todd, San Francisco.

The WAR HAWK goes to Todd for drydocking and the Puget Sound Bridge and
Dredge for conversion.

The DASHING WAVE will go to either Todd, San Francisco, Triple AAA or
Puget Sound Bridge and Dredge.

The WINGED ARROW will go to either Everett Pacific or Bethlehem, San
Francisco.

The HERALD OF THE MORNING will go to either Everett Pacific or to Moore's.

The DELSANTOS announcement will come later.

All of thme above vessels were surveyed at General Engineering and Dry-
dock, Alameda, at a total cost of about |600,000.

:{c :}: H( :^ :}:

LUCKENBACH'S CONVERSIONS

Surveys have been completed and specifications are under preparation for
seven C-3s for Luckenbach. All are on the Pacific Coast and bids will be called
for when the Maritime Commission approves final specifications. Three of the
surveys were made at General Engineering, two by Bethlehem, San Francisco, and
two by Todd, Seattle.

Two of the vessels, the SEA STAR and the SEA BARB are at Seattle. Five
others, SEA FLYER, SEA RUNNER, SEA BASS, SEA CAT and SEA DEVIL are in San
Francisco Bay.

Six of the above were built at Western Pipe & Steel and one at Ingalls.
Surveys were made by M. J. Ryan.

:{: :)c :4: :t: :t: '

BIG TANKERS

In addition to the 26,000 and 28,000 ton tankers now under construction
in Eastern yards, and the 30,000 ton tankers in the "National Defense" program,
six vessels are in the works rated at 32,000 tons. Three are for Atlantic

Page 70 PACIFICMARINEREVIEW

Refining and three for Gulf Oil. Opening of bids on National Defense tankers
extended to October 11.

FOURTEEN NEW FERRIES

The Washington Toll Bridge Authority is planning a fleet of new auto
ferries for operation on Puget Sound. They are to be 300 ft. long and 66 ft.
beam. Three are to 'be 100 car, 1200 passenger; two, 60 car, 500 passenger;
nine, 60 car, 100 passenger. W. C. Nickum is the architect.

INTER-ISLAND AUTO VESSEL FOR HONOLULU

The Inter-Island Steam Navigation Company, Honolulu, is planning an auto
and passenger vessel similar to the $2,000,000 "Chinook" of the Puget Sound
Navigation Company. The Chinook is 318 ft. long and carries 100 cars and 900
passengers.

AMERICAN BUREAU FIGURES IN P.M.R.

Approval has been granted by the American Bureau of Shipping for the pub-
lication of the Bureau's monthly report on ship construction. It will be found
immediately following "Flashes".

BETHLEHEM STEEL GRANTS FUNDS FOR ATOM STUDY

The University of Chicago has announced that the Bethlehem Steel Company
had invested |100,000 in the university multi-million dollar program of atomic
and metal research. Bethlehem is the thirteenth industrial organization to
support the research program sponsored by the university's Institute of Metals,
Institute of Nuclear Studies and Institute of Radiobiology and Biophysics.

MARINE OFFICE OF AMERICA IN NEW QUARTERS

The Marine insurance firm. Marine Office of America, and its affiliate,
S. D. McComb & Co., have moved to beautiful new offices at 140 Sansome St., San
Francisco. Fred Galbreath is manager.

GENERAL STEAMSHIP CORP. BUYS BUILDING

The building at 432 California St., San Francisco, has been purchased by
General Steamship Corp. and will be occupied in about six months. The company's
Los Angeles offices will be moved to the new General Petroleum building at 724
West Sixth St. when that building is completed.

JAPAN MERCHANT FLEET BEING SALVAGED

A good portion of the Japanese merchant marine which was sunk by American

OCTOBER»l948 Page 71

planes and submarines during the war is being brought to the surface by exten-
sive salvage operations, according to a statement by the Japanese Maritime
Safety Board.

Since 1946, when operations began, Japanese divers have raised 980 vessels
totaling 317,000 tons. Most of these are small ships but 76 large vessels have
been salvaged and are already in operation, carrying freight and passengers.
The Maritime Board estimates that about one-sixth of the war losses have been
replaced by salvage.

*****

MODERNIZING TUGBOAT FLEET

A program for modernizing and rehabilitating its tugboat fleet, including
acquisition of a new vessel, was announced by the Socony-Vacuum Oil Company,
Inc.

A net effect of the program, according to Frederic R. Pratt, manager of
the company's Maritime Transportation Department, will be an increase in the
fleet's total horsepower, with no vessel having less than 900 horsepower.

Two vessels in the So conoy- Vacuum tug fleet will be converted from steam
to diesel with 1000-horsepower at the shaft, compared with 600 horsepower steam
engines with which the tugs are now equipped. The conversion will be started
about January 1.

$250,000 TUNA CLIPPER

From Alex Robinson of Long Beach Marine Repair Co., Long Beach, Cal., we
learn that work is progressing on 105' all brine tuna clipper; 25' beam; 12'
depth; 170 tons. Engine is to be 600 horsepower diesel.

STANDARD ACQUIRES NEW JERSEY OIL REFINERY PLANT

Standard Oil Co. of California has exercised its option to purchase the
minority interest in California Refining Co. held by the Barber Oil Corp.

California Refining operates a refinery at Perth Amboy, New Jersey, and
will now become a wholly-owned subsidiary of Standard Oil Co. of California.

ARMY ENGINEERS DREDGE TO BE REPOWERED

Bids will be received until November 2 by the Corps of Engineers, 74 New
Montgomery St., San Francisco, for the repowering, altering and general repair-
ing of the U. S. Seagoing Hopper Dredge, A. MACKENZIE. The dredge is now at
Sausalito on San Francisco Bay.

*****

The railroads' "navy" comprises nearly 2,000 units, consisting of car
ferries, tug boats, car floats, barges and lighters, and other marine equipment,
largely used in harbor and ferry operations.

Page 72 PACIFICMARINEREVIEW

Vessels Under Construction

And or Undiir Cuntrad September Ist, 11)48

BUILDING TO AMERICAN BUREAU OF SHIPPING CLASSIFICATION

BuihUr

SAGGING

3ethlehem-Sparrows Pt.
Shpyd.. Sparrows Pt., Md.

do

do

do
do
do
do

I do

I

iBethelehem Steel Co.
j Shipbuilding Division
Quincy, Mass.

do

I do

\

Canadian Vickers, Limited
Montreal, Canada

ulfport S.B. & D.D. Corp.
Port Arthur, Texas

Hull
No.

4463 to
4465

4466

4467
4468

4469

4470
4471
4472 to
4475
4476 to
4479
4480 to
4484
1607 to
1610

1611

1618-
1619

Type-Size
Name

Power

Harima Dockyard
', Oh, Harima, Japan

jngalls Shipbuilding Corp.
Pascagoula, Miss.

do

(Ingalls Shipbuilding Corp.
• Pascagoula, Miss.

Kawasaki Heavy Industry
Co., Ltd., Kobe, Japan

;Mitsubishi Nagasaki Dock-
i yard, Nagasaki, Japan

Newport News S.B. & D.D.
Co.. Newport News, Va.

j do

I do

VNew York Shipbuilding Corp.
Camden, N. J.
do

CTOBER • 1948

Oil Tanker Turbine

524'x68'x37'6" 6050 HP.

"Olympic Games" — Hull 4463
Keel Laid i-5-48 — Launched 8-2^-48
"Atlantic Prince" — Hull 4464 — Keel Laii
Hull 4465— Keel Laid 6-14-48

Oil Tanker Turbine

524'x68'x37'6" 7^00 H.P.

Keel Laid 7-26-48
Oil Tanker Turbine

595'x84'x44' 1 3,750 H. P.

Hull 4467— Keel Laid 7-19-48

Oil Tanker
595'x8-i'x44'
Oil Tanker
595'x84'x44'
Oil Tanker
595'x84'x44'
Oil Tanker
487'6"x68'x37
Oil Tanker
595'x84'x44'
Oil Tanker
595'x84'x44'

Hull 1607-
Hull 1608-

-Kcel Laid 8-2-48
-Keel Laid 9-1-48

Turbine
13,^50 H. P.
Turbine
13,750 H.P.
Turbine
13,^50 H.P.
Turbine
■',700 H.P.
Turbine
13,750 HP.
Turbine
13,^50 H.P.

Oil Tanker Turbine

595'x84'x44' 13,750 H.P.

PassenMer & Cargo Turbine

632'x89'x53' 55,000 H.P.

P3-S2-DL2 Twm Screw
972 Passengers

Cargo Vessel Turbine

424'x59'x29'2" 6600 H.P.
"Loide — Uruguai" — Keel Laid 3-1-4"-

Hopper Dredge Unaflow

221'x44'x2r 3,260 H.P.
"Mariano Ospina Perez" Twin Screw
Keel Laid 4-2-48

Owtie

Foreign Interests

Foreign Interests

Gult Interesrs

New York, N. Y.

Foreign Interests

Gulf Interests

New York, N. Y.
Olympic Oil Lines,

Panama, S. A.
A-C Tankers, Inc.

New York, N. Y.
Foreign Tankship Corp.

San Francisco, Cal.
The Texas Co.

New York, N. Y.

Foreign Interests

American Export Lines
New York, N. Y.

Lloyd Brasileiro

Rio de Janeiro, Brazil
-Launched 7-;7-48

Republic of Colombia

443

Cargo Vessel

Turbine

Sanko S.S. Co., Ltd.

37-'4"x53'6"x29'6"

2300 H.P.

Osaka, Japan

"KB 1"

516

Cargo Vessel

Turbine

Lloyd Brasileiro

424'x59'x29'2"

6600 HP.

Rio de Janeiro, Brazil

"Loide-Equador" — Keel Laid V-7-4"-

-Launched 1-8-48

520-

Cargo Vessel

Diesel

Mmistry of Public Works

521

215'5"x42'6"xl5'6"

^00 H.P.

Argentine Republic

Twin Screw
"M.O.P. 943" (520)— Keel Laid 1-1
"M.O.P. 944" (521)— Keel Laid 1-2

9-48— Launched 5- 7-48
1-48— Launched 5-21-48

526

Oil Tanker

Unaflow

The Texas Co.

385'x62'6"x2r

2800 H.P.
Twin Screw

New York, N. Y.

848

Cargo Vessel

Turbine

The United Ocean

367'x52'6"x29'6"

2400 H.P.

Transport Co., Ltd.

"KB 3"

( Daido Kaiun

Kabushiki Kaisha)

Cargo Vessel

Turbine

The First Shipping Co.,

374'x53'l>/2"x29'6"

2400 HP.

Ltd., Kobe, Japan

"Pacific Maru '

4^5-

Oil Tanker

Turbine

Standard Oil Co., (N.J.;

4-8

6()0'x82'6"x42'6"

13,-50 HP.

New York, N. Y.

Hull 4-5— Keel Laid "

--48

4-9

Orl Tanker

Turbine

N. G. Livanos

600'x82'6"x42'6"

13,750 HP.

New York, N. Y.

480 to

Oil Tanker

Turbine

Standard Oil Co., (N.J.J

485

600'x82'6"x42'6"

13,750 H.P.

New York, N. Y.

482 to

Oil Tanker

Turbine

484

625'x85'x45'

18,000 H.P.

485 to

Passenger & Cargo

Turbine

American President Lines

487

5()0'x"'3'x49'
P2-S1-DN1
228 Passengers

13,750 H.P.

San Francisco, Cal.

No. of
Vessels

(3)

Est. ' •

Gr. Tons

D.W.Tons

10,750 ea.
1 8,000 ea.

10,750
18,000

16,750 ea.
28,000 ea.

16,750
28,000
16,750 ea.
28,000 ea.
16,750 ea.
28,000 ea.
9,900 ea.
16,500 ea.
16,750 ea.
28,000 ea.
16,750 ea.
28,000 ea.

16,750
28,000
20,500 ea.
1 2,000 ea.

5388
7850

4,950
6,500

5408

7870

1123 ea.

1134ea.

4,300
7,800

4,550
6,500

4,825
6,500

16,750 ea.
26,000 ea.

16,750
26,000
1 6,750 ea.
26,000 ea.
19,540 ca.
32,000 ea.
12,660 ea.
10,600 ea.

Page 73

Sun S.B. & D.D. Co.,
Chester. Pa.

566

do

567
569

Sun SB. & D.D. Co.,
Chester, Pa.
do

570 to
576

577-
578

Welding Shipyards, Inc.
Norfolk, Va.

24-
25

GREAT LAKES

American Ship Building Co.
Lorain, Ohio

MISCELLANEOUS— STEEL

* Avondale Marine Ways 2^5

Wesr«'ego, La.

do 276

277
do 278

Bethlehem Steel Co.
Shipbuilding Division
Statcn Island, N. Y.

8121-
8122

do
do

8125-
8126
8127 to
8132

Bethlehem Steel Co.,
Shipbuilding Division,
Staten Island, N. Y.

8133

do

8134

Bethlehem Steel Co.,
Shipbuilding Division,
Beaumont. Texas

6508

do
do

6512 to

6517

6526

Calumet Shipyard & D.D. Co.
Chicago, 111.

do

Defoe. Inc.

420

Shipbuilding Division

Bay City, Mich.

Dravo Corporation

2749 to

Neville Island, Pittsburgh,

Pa.

2758

do

2806 to
2810

Dravo Corporation 2812 to

Neville Island, Pittsburgh. Pa. 2822

do 2827 to

2836

do

2837 to
2841

do

2842 to
2849

Equitable Equipment
Madisonville, La.

Co.

455 to
458
462 to
466
501

Oil Tanker Turbine

6,00'x82'6"x42'6" 1 3,750 H.P.

Hull 566— Keel Laid 5-1-48
Oil Tanker Turbine

600'x82'6"x42'6" 1 3,750 H.P.

Hull 567— Keel Laid 7-8-48
Oil Tanker Turbine

600'x82'6"x42'6" 13,750 H.P.

Oil Tanker Turbine

600'x82'6"x42'6" 13,750 H.P.

Oil Tanker Turbine

615'x84'x43'9" 17,500 H.P.

Hull 24— Keel Laid 5-1-48

Standard Oil Co., (N.J.;
New York, N. Y.

(2)

1 6,750 ea
26,000 ea

Gulf Oil Corp.,
New York, N. Y.

(2)

16,750 ea
26,000 ea

Tankers Navigation Co.,
New York, N. Y.

Standard Oil Co., (N.J.)
New York, N. Y.

(7)
(2)

16,750 ea
26,000 ea
16,750 ea
26,000 ea

Oceanic Tankships, S. A.,
New York, N. Y.

(2)

r,940ea
30,000 ea

Bulk Ore Carrier

660'x70'x37'
"Wilfred Sykes"

Turbine
7,700 H.P.

Inland Steel Co.
Chicago, 111.

70 1,009,8^7 0.1

(1) 11,800

21,150

Oil Barge none

110'x30'x-

Deck Cargo Barge none

1 10'x30'x7

Covered Cargo Barge none

110'x30'x7

Coal Hopper Barge none

146'x38'xn'6"

Hull 8121— Keel Laid 7-26-48— Launched

Hull 8122— Keel Laid 7-27-48— Launched

Coal Hopper Barge none

l46'x3S'xl7'6"

Coal Hopper Barge none

146'x38'xl7'6"

Oil Barge none

230'x43'xl4'6"

"Morania No. 140"

Keel Laid 8-26-48

Oil Barge none

230'x43'xl4'6"

Oil Barge none

Integrated Tow

290'x50'xl0'6"

Keel Laid 7-26-48

Ore Barge none

267'x52'xl8'6"

Oil Barge none

Integrated Tow

290'x50'xl0'3"

Towboat Diesel

103'x26'x9' 850 H.P.

Keel Laid 4-29-48

Towboat Diesel

142'x34'x9'10" 2592 H.P.

Keel Laid 7-1-48 Twin Screw

Fire Boat Diesel

93'x23'x9'2" 750 H.P.

Twin Screw

Coal Hopper Barge none

175'x26'xl0'8"

Hydrochloric Acid none

Tank Barge

195'x35'xll'

Articulated Oil Barge none

195'x35'xl0'10"

Oil Barge none

I~8'x38'xl4'

Erection at Wilmington. Del., Yard

Oil Barge none

242'x38'xl4'

Erection at Wilmington, Del., Yard

Deck Cargo Barge none

100'x26'x7'3"

Tug Diesel

41'll"xl2'5i4"x6'10" 200 H.P.

Hull 455— Keel Laid 10-31-47— Launched

Hull 456— Keel Laid 11-4-47

Hull 457— Keel Laid 11-7-47

Hull 458— Keel Laid 12-17-47

Hull 462— Keel Laid 12-29-47

Hull 46^— Keel Laid 4-6-48

Hull 464— Keel Laid 5-5-48

Hull 465— Keel Laid 5-19-48

Hull 466— Keel Laid 5-19-48

Humble Oil & Refining Co.

Houston, Texas
Humble Oil & Refining Co.

Houston, Texas
Humble Oil & Refining Co.

Houston, Texas
M. & J. Tracy, Inc.

New York, N. Y.
9-8-48
9-8-48
Berwind White Coal Mining

Co., New York, N. Y.
M. & J. Tracy, Inc.

New York, N. Y.
Morania Oil Co.

New York, N. Y.

Gulf Oil Corp.

New York, N. Y.
American Barge Line Co.

Jeffersonville, Ind.

Ore Steamship Corp.

New York, N. Y.
Berwick Bay Towing Co., Inc.

New Orleans, La.

Central Barge Co.
Chicago, 111.

Central Barge Co.
Chicago, 111.

City of Milwaukee
Milwaukee, Wise.

Stock

The Dow Chemical Co.
Houston Teas

Ashland Oil & Refining Co.,

Ashland, Ky.
Standard Oil Co. (N.J.)

New York, N. Y.

Standard Oil Co. (N.J.; (5)

New York, N. Y.

Thomas Jordan, Inc. (8)

New Orleans, La.
Stock (10)

4-14-48

(1)

175

(2)

P5,

(1)

225

(2)

885 (

(2)

885 1

(2)

885 1

(1)

1278

(1)

1.278

(1)

1140

(6)

1925:

(1)

1.115

(1)

215

(1)

440

(1)

180

(10)

m^

(5)

560:

(11)

615 <

(10)

"lOi

Page 74

PACIFIC MARINE REVIEWI

Gulfport SB. & D.D. Corp.
Port Arthur, Texas

Hjllman Barge & Con-
struction Co.
Alicia, Pa.

I Hillman Barge & Con-
struction Co.,
Alicia, Pa.

I do

Ingalls Shipbuilding Corp.
Decatur, Ala.

do

do
do
do
do
do

Jakobson Shipyard,

Oyster Bay, N. Y.
Jeffersonville B. & M. Co.,

Jeffersonville, Ind.
do

Levingston Shipbuilding Co
Orange, Texas
do

I Luders Marine Construction
Co.,

Stamford, Conn.

John H. Mathis Co.

Camden, N. J.

do

Maxon Construction Co.

Marine Division

Tell City, Ind.
Newport Ships

Newport, Fla.

Pacific Coast Engineering
Co., Alameda, Cal.

Platzer Boat Works

Houston, Texas
RTC Shipbuilding Corp.,

Camden, N. J.

504

505

506-

507

695
696

701 to
706

707
708

717

718

719-
720
721 to

724
324

239

249

428

441 to
445

449
900
173

180-
181

135

152-
153
185

Tug

96'x2i'xl2'6"

Keel Laid 3-4-48

Launched 8-21-48

Towboat

I45'x28'x9'

Keel Laid 2-20-48

Towboat

145'x28'x9'

Keel Laid 6-16-48

Towboat

115'x27'x8'6"

Oil Barge
Inteijrated Tow

240'45'xU)'3"

Tank Barge

195'x35'x9'9"

Hull -^Ol— Keel Laid

Hull -02— Keel Laid

Hull -OS— Keel Laid

Hull -04— Keel Laid

Hull -05— Keel Laid

Oil Barge

18O'x35'xl0'

Oil Barge

l-5'x40'xir

Oil Barge

r5'x40'xll'

Oil Barge

254'x50'xll'

Cargo Barge

195'x35'xll'

Tug

95'x24'xl2'9"

Towboat

120'x34'6"xll'

Towboat

115'x30'xlO'3"

Scow Barge

110'x30'x6'10"

Harbor Tug.

100'9"x27'xl4'6"

Geared Diesel

1200H.P.

Diesel
1000 H.P.
Twin Screw
Diesel
1400 H.P.
Twin Screw
Diesel
800 H.P.
Twin Screw

7-23-48
8-2-48
8-11-48
8-19-48
8-31-48
none

none

none

Diesel-Electric
1,000 H.P.
Diesel
2400 H.P.
Diesel
2220 H.P.

Diesel-Electric
1500 H.P.

Oil Barge

110'x30'x7'3"

3000 Bbls.

Oil Barge

H6'xVi'x8'2"

5000 Bbls.

Pass. & Auto Ferry

58'x30'x8'2"

"Selden 111"

Trawler

99'2"x23'xl3'2"

Keel Laid 6-12-46

Ferry Boat

I65'x45'xl5'6"

Hull 180— Keel Uid 8-4-48

Oil Barge no

I95'x35'x9'9"

Diesel
160 H.P.

Diesel
575 HP.
Machinery Aft
Diesel-Electric
11 60 H.P.

Yacht

98'x22'6"xl0'3"
"Sea Pine 11"
Harbor Tug
-0'3"xlS'8"xll'x3"

Tug

s7'H"x23'xiri"

Fireboat
73'4"xl8'x8'8"
Keel Laid 6-14-48

Diesel
600 H.P.
Twin Screw
Diesel
475 H.P.

Diesel
900 H.P.
Diesel
660 H.P.

General Motors Corp.,
Cleveland Diesel Eng.
Div., Cleveland, Ohio

Hillman Transportation
Co., Pittsburgh, Pa.

Hillman Transportation
Co., Pittsburgh, Pa.

Hillman Transportation
Co., Pittsburgh, Pa.

Industrial & Marine

Service Co.

Memphis, Tenn.
Carbide & Carbon

Chemicals Corp.

Berard Brothers

New Iberia, La.
Diesel Corporation

Jacksonville, Fla.
Florida Fresh Water

Corp., Jacksonville, Fla.
Standard Oil Co. of Ky.

Louisville, Ky.
Marquette Cement Mfg.

Co., Chicago, HI.
Erie Railroad Co.,

New York, N. Y.
Jeffersonville B. & M. Co.

Jeffersonville, Ind.
Illinois Farm Supply Co.

Kingston Mines, 111.
Humble Oil & Refining Co.

Houston, Texas
Moran Towing & Transpor-
tation Co.,

New York, N. Y.
Levingston Shipbuilding Co.,

Orange, Texas

Levingston Shipbuilding Co.,
Orange, Texas

State of Connecticut

Stock

Norfolk County Ferries
Norfolk, Va.

Maxon Construction Co.
Dayton, Ohio

Newport Ships,

E. P. Larsh,

Newport, Fla.
Board of State Harbor

Commissioners,

San Francisco, Cal.
Port Houston Iron Works,

Houston, Teas
Ciry of Philadelphia

(1).

(1)

(1)

(2)

(2)
(6)

186

439
439
250 ea.
825 ea.
500 ea.

(2)

470 ea

(1)

580

(1)

580

(2>

1005 ea

(4)

600 ea

(1)

235

(1)

420

(1)

325

(1)

no

(5)

340 ea.

(1)

180

(1)

282

(1)

115

(1)

264

(2)

1290ea.

(1)

500

(1)

150

(I)

100

(2)

165 ea.

(1)

95

lOTES:

•Added to list during month of August:

34 Vessels — 144,593 Gross Ton*.
Deleted from list during month of August due to completions and cancellation:

23 Vessels— 16.783 Gross Tons.
•Tonnages subject to revision in individual cases owing

to differences in exempted spaces.
Application for classification of Hull 6522 now being constructed by Bethlehem Steel Co., Shipbuilding Division, Beaumont, Teas,
reviously listed in The Bulletin, has been cancelled and the item deleted.

(Please turn to page 80)

bCTOBER • 1948

Page 75

"^cuuic^ ^c(^Ht^

Propeller Club Golf Tourney

Snapped at the Propeller Club Outing were, left to right:
John Battini. Pro at Lakeside Country Club; Hughes Ogil-
vle, General Electric Company; Paul Faulkner, hoss shoe'r;
Art Forster, yodeler; Emnnet Ahern, Irish tenor; George
Crow, electrical wizard; George Swett with pipe and fit-
tings attached.

Bob Lillivand, Al Pittman and Bob Spea

Divot diggers, horseshoe hurlers, lockerroom laddies
and benign banqueters were shipmates aboard the sixth
annual Propeller Club golf tourney and dinner at Olym-
pic Country Club, September 3.

The big day honored Hugh Gallagher, who laden with
many tokens of esteem from his Propeller mates moves
across to Washington, D. C, this month, for new duties
for Matson.

Chairman of the event was Les White of Matson's
Engineering division. He proved a good helmsman and
can rightfully put the tag on this one as the biggest and
best! Some 220 members and their guests enjoyed the
many features. Al Gatov, head of the Pacific American
Steamship Association, relaxing from the arduous duties
which attend his important responsibility, was ofificial
toastmaster of the evening and presented the club's
beautiful tribute to the honored Hugh.

George Killion, A.P.L. top executive, was introduced,
and officiated at the awarding of the top prize of the
day for the winner of the Brass Hat flight earned with a
clean 66 by none other than Hugh Gallagher himself!

Other big time golf winners were Frank McGuigan,
scoring low net for members, and Bill Brigham, low
gross.

Guiding spark-plug of the prize committee was D. N.
"Bob " Lillevand, V. P. of Grace Line, aided, and lustily,
by Bern DeRochie of Pacific Marine Review, and his
gentlemanly aides. Honest George Swett proved a swell
choice as handicap mentor. Carl McDowell, assistant
Secretary, survived throughout a hotly contested horse-
shoe-pitching battle and finally shook off such contenders
as Carroll Reeves, the sub-chairman of this event, and
Brownie Atherton of Tubbs Cordage, a formidable foe
when teamed with Ken Atwater of Columbian. Such
goings on!

PMR compliments Les for the success of the complete
voyage. Quoting Gene Hoffman at the following lunch-
eon meeting on September 15, "Never have so few
chiseled so many milestones."

Ingersoll

THE HORSESHOE TOURNAMENT— A SYMPHONY OF MOTION
McDowell DeRochie Reeves Atwater

Osgood i

Toleft: J. H. Jensen, Matson; J. B. Hurd, Aleiander & Baldwin; K. C, Tripp, Moo e-McCormack; E. J. Bradley, Matson. Top right: Dick Hughes of Tubbs
Siiing Lloyd Fleming a line. Center left: Low net winner McGuigan selects first prize from gift table. Comnnitteeman Jotin Jotinson approves. Center: Serii
•^aaaid to Hugh Gallagher by Al Gatov, who presented gift from club. Center right: Hugh Gallagher is given a rising ovation as he receives his 'Brass Hi
iro George Killion. The hands think it was o.k. Bottom: Committeemen Bern DeRochie. Carrol Reeves and George Swett awarding priies.

Cordage
ius tribute
t" trophy

j<

'Jjuest of honor Hugh Gallagher wonders what Les White has
iV: for him— turned out to be the traditional clock-thermometer
lin.on, going-away present from the Propeller Club. Bill
Blljmpletes the trio.

, !«t to right: Charlie Cox, Nordberg; Sene Rhea, West
Eiine; N, J. La Lanne, Winslow Engineering; George Lienhard,

Enioymg the Propeller Club dinner, left to right; George Thierbach. Jones-Thierbach Co.; Vernon

Showell, Bird-Archer; Captain Owe Dahlgren, Johnson Line; Fred Doelker, Johnson Line; Vincent

McMurdo, Luckenbach; Barney White, Bird-Archer; Al Nolan, Redwood Export Co.

Chubb & Son Open Pacific Department

Chubb & Son, one of the country's leading insurance
underwriting firms, on September 30 opened a Pacific
Department with offices at .'■20 California Street, San
Franci.sco, and 629 South Spring Street, Los Angeles, cov-
ering the 10 western states, Hawaii and Alaska.

They are managers of Federal Insurance Company,
Vigilant Insurance Company, Sea Insurance Company,
Marine Insurance Company, Ltd., Cathay Insurance Com-
pany and United States Guarantee Company. Combined
admitted assets of the six companies, as of December
1947, total 595,225,343, with surplus to policy holders
of sS50,046,389.

Robert E. Wallace, vice president of the Federal In-

surance Company and Vigilant Insurance Company, will
supervise the Pacific Department with headquarters at
San Francisco. Edward S. Reed will head the Los Angeles
office. George Meredith, resident vice president of U. S.
Guarantee Company, will be in charge of bonding.

Other key posts are: Cecil O. West, fire and automo-
bile; Arnold G. Ure, casualty; Herbert L. Hodgetts, ocean
and inland marine; Roy Little, surety; James S. McLean,
casualty claims; James R. Miller, other claims.

The' company's activities cover fire, automobile, cas-
ualty, surety, inland marine and marine policies. They
are reported to be one of the world's largest underwriters
of ocean cargo.

Left: Percy Chubb. 2nd, out from New
York for the opening of new offices of
Chubb & Son. Underwriters.

Right: Robert E. Wallace, manager of

San Fr

office.

Page 78

PACIFIC MARINE REVIEW

low Temperature Air Conditiiining
For Perishable Cargoes on Ships

(Continued from September issue)

By JOHN F. KDDISTRA

I

il^ ri'HER an apparatus

dewpoint

chart or convenient

L tables (fig. 4)

are

available

for establish

ng ap-

saratus dewpoint temperatures.

FIGURE 4

APP.

D.B. R.H.

D.P.

S.H.F.

D.P.

50 95

48.5

.70
.60
.55

48
47
46

.50 90

47.2

.90
.70
.65

47
46
45

50 85

45.2

.90

45

.80

.75

44
43

40 95

38.9

.75
.65

38
35

.60

32

40 90

37.5

.90
.70
.65

37 .

34

31

40 85

36.0

.87

35

.80

34

.70

31

30 95

28.9

.70
.65

28
26

30 90

27.7

.79
.70
.66

27
25
22

30 85

26.5

.86

.75
.70

26

24
20

20 95

19.0

.79

.75
.74

18

17
16

20 90

18.0

.95

.84
.78

18
17
15

20 85

16.8

.98
.89
.82

17
16
14

Coil Bypass

The cooling of air to the apparatus dewpoint can be
accomplished only by means of an efficient spray type
cooler. Dry coils such as normally used for refrigeration
applications, either prime surface or finned type, do not
completely cool the air to its dewpoint, in view of the
I Please turn to page S'' >

OCTOBER • 1948

Typical Cold
DIffuser

efer ships.

Page 79

Seattle Propeller Club Elects

Gilbert J. Ackerman, operating manager of the Amer-
ican Mail Line, was elected president of the Propeller
Club of the Port of Seattle in October. Claude E. Wake-
field becomes vice president, while E. J. Harrington, Pope
& Talbot, Inc., and Paul Pearson, Foss Launch & Tug
Company, were named to the board of governors.

Captain W. D. Hill, who retired as marine inspection
officer of the Coast Guard after nearly sixty years in
maritime activities, was presented a barometer by R. J.
Lamont, vice president of the Todd Shipyards Corpora-
tion, on behalf of the club.

Vessels Under Construction Building to American Bureau of Shipping Classification

I Continued from page 7i)

St. Louis S. B. & Steel Co!

Oil Barge none

(4)

485 ea.

St. Louis, Mo.

I95'x35'x9'6"

do

—

Coal Hopper Barge none
195'x35'xll'

(20)

560 ea.

do

—

Oil Barge none
240'x45'xlO'3"

St. Louis S. B. & Steel Co.
St. Louis, Mo.

(4)

904 ea.

do

1005

Towboat — Single Screw Diesel

Butcher-Arthur, Inc.

(2;

285 ea.

1006

105'x28'xlO' 1700 H.P.
"Davy Crockett"— Hull 1005
Keel Laid 2-20-48
"Sam Houston"— Hull 1006
Keel Laid 5-25-48

Houston, Texas

do

1007 to

Oil Barge none

Illinois Farm Supply Co.

(4)

660 ea.

1010

225'x38'xlO'3"

To be constructed at Paducah Marine

Hull 1007— Keel Laid 7-14-48

Chicago, Illinois
Ways Division, Paducah, Ky.

Superior Marine Manufac-
turing Company
South Kearny, N. J.

do

United Shipbuilding Corp. 100
East Boston, Mass.

U. S. Shipbuilding Corp. 40 to

Yonkers, N. Y. 43

MISCELLANEOUS— WOOD

Wharton Shipyard
Jamestown, R. I.

SUMMARY

Tug

69'2"x20'x9'li/2"

"Itapiru"

Keel Laid 12-8-46

Launched 3-10-48

Cargo Vessel

200'x38'xl4'6"

Keel Laid 12-15-47

Trawler

83'3"x2r6"xl0'9"

Keel Laid 6-1-47

Trawler

97'x24'3"xl3'

Passenger Ferry
63'xl8'x7'6"
"Point OWoods IV"
Keel Laid 1-29-48
Launched 8-21-48

Diesel
600 H.P.

Diesel
,S00 H.P.
Twin Screv
Diesel
550 H.P.

Diesel
50(1 H.P.

Diesel
420 HP.
Twin Screw

Superior Marine ( 1 )

Manufacturing Co.,
South Kearny, N. J.

do (1)

Deep Sea Trawling Corp., ( 1 )

Boston, Mass.

U. S. Shipbuilding Corp. (4)

Yonkers, N. Y.

Point OWoods Association, (1')
Point O'Woods, N. Y.

915
130

95.569

SEAGOING
GREAT LAKES
MISCELLANEOUS-
MISCELLANEOUS-

-STEEL
-WOOD

70 Vessels
1
171
1

243 Vessels

TOTAL
NOTE: There were building to American Bureau of Shipping Classilication:
• August 1st, 1948 — 232 vessels — 990,006 gross tons.

OTHER VESSELS UNDER CONSTRUCTION IN UNITED STATES SHIPYARDS

1,099,877 Gross Tons
11,800
95,569

60 • "

1,117,306 Gross Tons

Bethlehem Steel Co.

1613 to

Shipbuilding Division

1617

Quincy, Mass.

Eureka Shipbuilding

Co.

Tl

Newburgh, N. Y.

T2
T3

Sun S.B. & D.D. Co.

565

Chester, Pa.

(OVER 1,000 GROSS TONS)

Oil Tanker Turbine

595'x84'x44' I3,'^50H.P.

Trawler Diesel

210'6ii"x36'2l/2"x 1000 H.P.

18'8i/V'
Hull Tl— Keel Laid 9-25-47
Hull T2— Keel Laid 9-30-47
Hopper Dredge Turbo-Electro

5O0'x72'x40'5" 8000 H.P.

Keel Laid 12-15-47 Twin Screw

"Essayons"

Atlas Tankers, Inc.

New York, N. Y.
Portuguese Interests

Corps of Engineers
Washington, D. C.

(5)
(3)

(1)

16.-50 G.T.ea.
28,000 D.W.T.ea.
1850 G.T.ea.
-50 D.W.T.ea.

100,000 G.T.

Page 80

PACIFIC MARINE REVIEW

Operating Procedures (In
Hectric-Drive Vessels

'i^OHUiiutJ ]nnn p.ixe 49)

motor accelerates very rapidly. The inrush current to the
motor causes the line ammeter to go off scale, about 2j/2
times normal. As the motor approaches its slip speed
the ammeter drops back to about 1 50 per cent or normal
and pulsates. At this point the reversing and field lever
is moved to the number three run p<:)sition (Figure 4)
and on the ships with the two lever system the field
lever is moved to the number two position.

This closes the motor field contactors applying direct
current to motor field causing it to "pull into step" with
the generated alternating current. The generator field
remains over-excited for about five seconds to give the
motor a high "pull in" torque and insure its coming into
step with the generator. On the tankers the excitation
drops back to normal automatically after the five-second
delay. On the P2 vessels the field lever is moved from
position two to the run position, after a few seconds
delay, restoring the generator excitation to normal.

The operator is then free to advance the speed lever
until the desired propeller speed is obtained.

To stop the equipment the operations are reversed.
The operator first moves the speed lever to its idling
position. The reversing and field lever is then returned
to the "oft" position. On ships equipped with the three-
lever system, the field lever is moved to the "off" position
before the reverser lever is returned to its off position.

In reversing, the sequence is the same as for ahead
operation. The only difference electrically is that two of
the three motor leads are interchanged. This changes the
phase rotation of the power to the motor causing it to
rotate in the astern direction. Figure 5 shows schemat-
ically how interchanging of the two phases is accom-
plished.

The time lag in moving the reversing and field lever
from position two to position three is longer when
making reversals with way on the ship than when start-
ing the propeller with the ship at rest. The reason for
this is that the ship in its movement tends to keep the
propeller turning. The power that is exerted on the
motor must first slow the propeller down. Several seconds
elapse before the motor can bring the propeller to its
stop position and then accelerate it in the reverse direc-
tion. Care must be taken, however, not to allow the lever
to remain in position two after the motor has reached its
maximum speed as an induction motor. This causes un-
necessary heating of the generator field windings.

Looking back on the foregoing operations it should
be noted that the main power contactors are opened or
closed only when the field circuits to the motor and gen-
erator are open. Current is produced in the armature cir-
cuit only when the generator field is energized. Thus by
arranging the sequence of contactor operation as shown,
opening and closing of the main line contactors is ac-
complished only when the circuit is de-energized.

The speed lever is interlocked with the reversing and
field lever so that the speed lever must be returned to its
idling or maneuvering position before the reversing and
field lever can be moved. This prevents the operation as
an induction motor except at the idling speed of the gen-
erator.

Excitation Control
It is necessary at all times for the propulsion system
to have sufficient torque between the generator and

motor to prevent them from pulling apart. This is ac-
complished on the T2 tankers by automatic control of
(Please turn to page 92 1

Ij^g^P

FlGl -(!EVE(t5«LEV£?IN'OrrP05lTK>J

[T r- — p»n z:Zi T

HG 2 -REVCRiER ItVERlNPOilTIONONC'AMCAP

ns 3 -I5VEI?5ER LEVER IN POSITION TWO AHEAP

](^^^t

l-w-"'"'"°°"l

064 fJEyERSERLEVERINnaSITICINTHIJEC AHEAP

■J — '^^''^^IS. — — I limm

ns 5 IEVTR5R UCVFR N POSITON'THIHiC 'ASTVtH

OCTOBER • 1941

Page 81

NOW in Our

NEW PLANT

Expanded Manufacturing Facilities

Specializing in Panel Boards, Switch Boards
and Generator Control Boards

COLUMBIA
ELECTRIC MANUFACTURING CO.

275 Steuart St., San Francisco
Phone: GArfleld I -61 01

OHM

SHIP SERVICE
COMPANY

^ MAINTENANCE

^ BOILER CLEANING
ir TANK CLEANING
ir SHIP PAINTING

Ben Ohm, Owner
Phones — GA 1-5215 - 5216 - 5217

Ohm Ship Service Company

SHIP SCALERS

1 TOWNSEND STREET
SAN FRANCISCO 7. CALIFORNIA

Eugene V. Winter Co.

Engineers • Manufacturers' Representative

AMERICAN HAMMERED PISTON RING OIV— KOPPERS CO.

NATIONAL TRANSIT PUMP AND MACHINE CO.

THE MAXIM SILENCER COMPANY

RED HAND COMPOSITIONS COMPANY

SIMS PUMP VALVE COMPANY

15 Drumm St. DOuglas 2-2714 San Francisco 1 1 , Calif.

Date and Globe Valves

iContiiiiieJ from pane Hi

across the lugs and pull up with a wrench. Be sure to coat
the threads with a good lubricant before inserting the
ring into the body. Lap in with a small emery block the
same as when repairing a ring as shown in Illustration #6
for perfect fit to the disc.

Globe and Angle Valves

Repairs on globe and angle valves frequently can be
made without removing them from the line. However, it
is desirable when any repairs are needed to remove the
valve from the line for thorough inspection and cleaning.
To illustrate the general procedure for regrinding discs
and seats in globe valves, a plug type disc valve is used.
However, the same method applies to other globe and
angle valves except those with composition discs. Pro-
cedure is as follows:

Hold valve firmly in a vise with stem vertical.
( Illustration #1A)

Remove the bonnet assembly and examine and clean
all parts thoroughly. Remove stem from bonnet, place
in vise and unscrew disc stem ring. (Illustration #2A)

Lift out stem, insert a spacer or coin inside of disc.
(Illustration #3A)

Replace stem and tighten disc stem ring. The spacer
takes up the clearance between the disc and the stem.
Apply an emery base grinding compound on both disc
and seat. A light coating of compound is all that is
necessary. (Illustration #4A)

Place body and bonnet together and if the valve is a
union bonnet design the union ring should be screwed
on, but not tight. In case of a bolted bonnet insert a
couple of bolts, but do not tighten the bolts. This will
provide a guide for the stem. ( Illustration #5A )

With firm hold on hand wheel applying pressure
oscillate steadily until all pitting is removed and a con-
tinuous smooth bearing on the seating surface is ob-
tained. Grind no more than is necessary for good bearing.
When grinding is completed, clean the disc seat and body
of all compound. ( Illustration #6A) Again use Prussian
Blue similar to the gate valve to determine if a good
bearing has been obtained. Valve can then be reassembled,
but be sure to remove the spacer from the disc to give it
free swivel action on the stem.

When the body seat rings have been damaged beyond
repair, they should be replaced. This can be accomplished
using a tool specifically designed for the purpose, or by
means of a bar fitted into the lugs or slots in the body
ring. Before using valve it is advisable to give it a pres-
sure test to be sure of tightness of seat and stuffing box.

Composition Discs

Replacing a composition disc in a globe or angle valve
as soon as a seat leak is discovered, will add much to the
valve's life. The procedure is easy.

Simply turn the stem to fully open position to prevent
the disc holder from falling off the stem. Unscrew the
bonnet joint and lift out the bonnet assembly (Illustra-
tion #1B). Turn the stem down slightly until disc
holder slips off in the hand. Remove the disc retaining
nut on the under side of the holder, and replace the disc.
Reassemble the valve and it's ready for service again.

Where frequent disc changing is necessary, keep a few
extra disc holders and discs on hand. Holders can be
loaded with discs for various services when convenient.
This feature simplifies maintenance and parts stocks
problems for composition disc valves.

WORLD'S LARGEST CLEAR SPAN TRANSIT SHED

• 1152 X 200-ft. unobstructed flcor space.

■

• Steel aiul concrete constructlmi.

• Solid earth fill.

^^^H

One our newer ^^^^^^^^^^^^^^^^^^|
finer ^^^^^^^^^^^^^^^^^H

• 32-lt. clear height.

• Kxtra wide apron wharves.

• 20-ft. extra wide loading platform.

■

already ^^^^^^^^^^^^^^^^^H

• Clearance for standing trucks.

or under ^^^^^^^^^^^^^^^^^|

• Increased door height, maximum door width.

• Incrca'-ed natural, improved artificial light.

• Automatic sprinkler system.

• Canopies over rear loading platforms for shelter.

• Smooth, well-drained floors.

1

>^,ioa liii«,,^N. ^ ^^^^^^^^^^^^^^^^^^^^^H

• Outlet plugs for power and light.

• Water outlets equipped with backflow protection.

^^^H

l:Mi^^V|| ^^K '1^1

• Telephone jacks at frequent intervals.

^^^1

^^^H

AMCftlCAS MOST MOOBRN PO^T ^ ^ J^ ^^ B ^^ R, IM I J%

Speed Control and [fficient
Operation of Turbines

( Cuntiuumi from page 48)

first electric drive ship in the United States, the U. S. S.
Jupiter, had the lowest maintenance cost of any vessel
III the fleet and naturally her availability record was the
highest.

Therefore, supplying turbines with clean steam and
clean lubricating oil goes a long way toward keeping
costs down. Before making a definite statement that tur-
bines should be opened for inspection at regular inter-
vals, it is well to consider the particular conditions under
which the equipment has been operating. The under-
writers have a specified length of time between surveys.
This ruling must of necessity be arbitrary but it should
be considered by owners as a maximum length of time
between inspections as it is based on first class operating
conditions. The Port Engineer therefore must use his
own judgment on the need of inspections. He must be
governed by the performance of the whole plant. A tur-
bine should be opened up for examination if its steam
supply has been contaminated and especially if salt has
been the offender. The process of washing turbines with
saturated steam is satisfactory on land installations but
is very unsatisfactory on marine installations. The reason
is that on the former the result is known by merely
starting up and applying load while on marine turbines
the ship must sail away before the results are known. So.
if the fouling of turbines is suspected, after a siege of
foul steam, they should be opened up and cleaned thor-
oughly and as a precaution the balance should be checked.

iCTOBER • 1948

Best Wishes to Jack Frost

It is with best wishes that Fred Esser, owner and presi-
dent of the Refrigeration Components Company, 15
Steuart St., San Francisco, announces that Jack Frost, his
service manager for the past three years, has opened a
domestic refrigeration business under the name of Acme
Refrigeration Service in El Cerrito, Cal. Mr. Esser plans
to announce Jack Frost's successor in the near future.

The Ceorge Washington

iCoininued from page 46 1
plvimbing, wiring and piping were also put in.

Crew's Quarters

A major conversion on the George Wash'mgton was
the moving of the entire crew's quarters to a different
kK'ation on the ship, m.iking them more spacious and
modern.

Cargo Spaces

The forward hold was made into a refrigerated cargo
space of 39,000 cu. ft., requiring the addition of more
refrigeration machinery. The zero hold has been designed
to take fresh meat and vegetables north and bring back
frozen Alaskan fish. The company passes up some op-
portunity for cargo, however, in order to adhere to its
three times a month passenger .schedule. On August 10,
for instance, she arrived at and departed from Seattle
the saine day!

Page 83

SERVING THE ORIENT

with fast, regular refriger-
ator and dry-cargo service

PACIFIC FAR EAST LINE'S modern
fleet of dry-cargo and refrigerator
vessels provides frequent, regu-
larly scheduled sailings between
California - Philippine Islands
North and South China - Hong
Kong — Japan — French Indo-China
Korea Deep Tank Facilities.

IIMITEO PASSENGER ACCOMMODATIONS

^^i^^£^^M

' NEW YORK 6, N. Y. SAN FRANCISCO 4, CALIF,

39 S.ood-oy 315 Col.formo Si.t.r

LOS ANGELES WASHINGTON

DETROIT CHICAGO

Cobl» Addresi: PACFAREAST

I:

From the careful
selection and treat-
ment of the fibers
to the final inspec-
tion. Great Western

Manila Rope is built
to do the job right.
And the purple and
orange "Great W
trademark on every
coil is assurance of
lasting worth.

K

,/greatV

GREAT WESTERN CORDAGE

Mills at Orange, California

Page 84

Kolstad Appointed Representative fur Wilsun

Art Kolstad of Kolstad linginccr-

ing and Sales Company, 38 Giralda HIV''
Walk, Long Beach, Cal., has been ^^KsM
appointed sales representative for t^^^F
Thomas C. Wilson, Inc., manuf.ic-
turers of tube cleaning equipment.

After serving in the Navy for
thirteen years, Kolstad resigned in
1922 from his last assignment to
the Captain of the Yard's Office of

the Charleston Navy Yard. He con- ^^^K . . f

ducted his own experimental lab- ^^H^ 1 f

oratory in Boston for two years and ^^^ i '

then went into radio research for
a year. In 1926 he worked for Rich-
field Oil Corporation at the Hynes
Refinery, and while there served in
the capacity of foreman of the elec-
trical department and boiler plant. ^^^^^^^ "j^ ^j^
In 1937 he was placed in charge
of the Instrument Department at
the Watson Refinery. Kolstad re-
signed in 1942 to take up sales work „ ,

. ^ , . * Art Kolstad

m power plant equipment.

M. J. Gigy Appointed Welding society has endeavored to

D 1 !• t i; efl^ect a uniformity in the classifi-
nepreSentatlVe tor VareC cation and basic welding require
The Vapor Recovery Systems ""^"ts for piping of the governing
Company has announced the ap- agencies in the shipbuilding indus-
pointment of M. J. Gigy & Asso- "y. Since issuance of the first edi-
ciates, 112 Market St., San Fran- "°" '" 1938, these Rules have rep-
cisco, as their exclusive marine resented agreement among these
equipment representatives in San governing agencies and the ship-
Francisco and the Bay Area. The builders themselves. In this new
organization will be available on a edition two important points have
tw'enty-four hour basis as a source ^een revised and thereby clarified:
of supply for their complete line materials and classification of pip-
of relief valves, flame arresters and '"§■

other gas control and safety devices. I" connection with the changes

Service may be obtained by calling '" classification requirements it

YUkon 6-2803 during the day and should be pointed out that they have

THornwall 3-4212 at night. also been broken down into more

specific groupings, making classifi-

. . Ill I I cation for given service conditions

l\nierican Welding far more simple

^nriptv RnnUpt Copies of the Rules for Welding

OULICiy UUUIVICl Piping in Marine Construction can

By publication of the Rules for be obtained from the American

Welding Piping in Marine Con- Welding Society, New York City,

struction (5 pages) the American at twenty-five cents each.

Why Freight Rates Go Up

The Maritime Commission's re- percentages:

cent investigation into rates, charges. Insurance 123.85','

regulations and practices of Matson Repairs 19.96',('

Navigation Company resulted in a Sea expense 89.93'/'f

decision (August 24) that Matson's Cargo handling 102.27';'f

proposed rate structure was reason- Port charges 30.82%

able and that the company was be-

ing well managed. TOTAL 93 36';

It was broucht out in the hearing ; , ," , '. ,

,1 , 1 'j ( on a weighted basis )

that vessel and cargo expenses on \ t, '

actual tonnage carried in the Pacific- Expenses in 1947 divided ap-

Hawaiian service have increased proximately 61 per cent to cargo

( 1947 over 1941 ) by the following and 39 per cent to vessel.

PACIFIC MARINE REVIEW

Diesel Engine Mynufyeturers Piinel

Gordon Lefebvre

Thirty-Fifth National
Foreign Trade Convention

The 'I'liirty-fifth National For-
eign Trade Convenrion will be held
at The Waldorf-Astoria, New York
City, Monday, Tuesday and Wednes-
day, November 8, 9 and 10, 1948.
American businessmen engaged in
foreign commercial operations, rep-
resentatives of associations and pub-
lic interest groups, and others de-
sirous of advancing American for-
eign commerce and improving in-
ternational economic relations, are
invited to register and attend. Reg-
istration may be made through the
National Foreign Trade Council,
111 Broadway, New York City.

Speaking at the convention will
be outstanding authorities on the
basic issues of our foreign trade and
investments.

^ew Warehouse Constructed
By Andrew Brown Company

A new warehou.se was recently
constructed by the Andrew Brown
Company in Los Angeles, makers of
industrial finishes, marine paints and
aviation coatings. The new building
is located adjacent to the main plant
at 54.^1 South District Boulevard
and is served by the Los Angeles
Junction Railway. It is of fireproof
concrete and steel construction and
contains 15,000 square feet of floor
space.

The warehouse has loading facili-
ties to accommodate two freight
cars and will be used for packaged
Storage. The firm is planning to con-
struct a new industrial finish plant
at Dallas, Texas, in the near future.

On Thursday, October 14, 1948
a panel titled "Users' Experiences
with Diesel Engines" will be held
by the Diesel Engine Manufacturers
Association at The Waldorf-Astoria
Hotel, New York City. The panel,
starting at 9:30 a.m., will be held
for the American Merchant Marine
(Conference which is to be con-
ducted by The Propeller Club of
the United States.

Acting as chairman of the panel
will be Gordon Lefebvre, president
of the Diesel Engine Manufacturers
Association and president of The
Cooper-Bessemer Corporation. Otto
H. Fischer, vice-president of the
Diesel Engine Manufacturers Asso-
ciation and president of The Union
Diesel Engine Company, will be
co-chairman.

Speakers of the panel will survey
the future use of Diesel engines in
their special fields. The theme of
the conference is "The American
Merchant Marine Looks Ahead."

Cutler Hammer kquires
Los Angeles Plant

Recognizing the rapid industrial
expansion in the Los Angeles area
and the ever increasing need for
electrical apparatus in that territory,
Cutler-Hammer, Inc., pioneer elec-
trical manufacturers, Milwaukee,
Wisconsin, have acquired the busi-
ness of the West Electric Products
Co., 1795 Pasadena Avenue, Los
Angeles.

W. G. Tapping, Cutler-Hammer
District Sales Manager, will be in
charge of the new plant. Sale of the
firm's products in the Los Angeles
area will continue to be handled by
the Company's sales office located at
1331 Santa Fe Avenue, Los Angeles.

The present operating personnel
of the West Electric Products Com-
pany will be retained as Cutler-
Hammer employees. The new plant
will be integrated with other Cutler-
Hammer plants in the manufacture
of motor control, panelboards, lift-
ing magnets, magnetic brakes, elec-
tric heating devices and allied elec-
tric apparatus.

Stress Analysis Meeting

riic annual meeting of the So-
ciety for Experimental Stress Analy-
sis will be held at Hotel Commo-
dore, New York City, on Decem-
ber 2,-3, 4, 1948. Inquiries should
be addressed to the Society for Ex-
perimental Stre.ss Analysis, P. O.
Box 168, Cambridge 39, Massa-
chusetts.

X^oninieie

S^lt in

ff /a in fen am

fennce

• TANK CLEANING

• BOILER CLEANING

• CHEMICAL CLEANING

• SAND BLASTING

• PAINTING

INTERNATIONAL
SHIP CLEANERS

INC.

863 Harrison St., San Francisco 7
Phone: Sutler 1-3293

People Who Know
USE DEVOE

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B & L BLOCKS

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HARDWARE

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EMERSON CO.

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EXbrook 2-2681

255 MISSION STREET

SAN FRANCISCO 5

OCTOBER • I 948

Page 85

(J3lAnciau
Do We

If'e U'isli I'l ttikf this (j/ifirji-n/nily of ihtirik-
iiii) our nitiiiy fricn/Js for niakituj this first
yetir in husiness successful. II e hope to
have the pleasure of serviny you, as ivell as
neiv customers for tunny, many years to
come.

{_Jur ^eri'ice.i J^nclude:

.'i'l types of Marine. Industrial and Commercial
Advertising, Complete Art Department: Finished
layouts, roughs, hand lettering, sketches, washes
and air brush icork.

Labels and signature desicjns. Direct mail pieces
. . folders . . . pamphlets . . . catalogs, a
specialty.

FOR PHOTOGRAPHY SERIICE:
.inyivhere, .Inytime of the Day or Niffht for
.Marine, Industrial or Candid pictures, call —

§ ROSS C. MARBLE

Advertising

+0 FIRST ST., SAN FRANCISCO, EXBROOK 2-0733

Submarine ^aval Architecture

lOontiniieJ font pune i~H

such that, when the main and fuel ballast tanks are com-
pletely filled, her weight and displacement must be equal,
and their longitudinal moments must be equal. This is
because during submergence, which takes considerably-
less than a minute, there is no time to measure the amount
of water taken aboard except to let the ballast tanks fill
completely. In actual practice a submarine is usually
slightly heavy or light and the longitudinal moments are
slightly unbalanced at the time of submergence. By using
moderately high speed and using rise and dive angle on
the diving planes or even on the whole ship, it is possible

iiaiitn-Jparru (Eor^JoraltDtt

WEST COAST MARINE DIVISION

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We carry in s'ock for IMMEDIATE SHIPMENT:

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Trim; Marine Door Accessories.

« IMMEDIATE SERVICE ON SHORT-TERM CONTRACTS #

to carry an error of several tons in weight and of several
hundred foot tons in moment. But a final trim must be
obtained by flooding or pumping variable ballast tanks
before the ship can maintain depth accurately at a speed
slow enough for periscope observations.

It is important that the diving time be very short.
Even after the ballast tanks are full, a considerable amount
of time is required to move the ship downward about 35
feet until she is out of sight. To reduce the time for mov-
ing the ship downward this distance, the forward ballast
tanks are provided with larger flooding holes and vents
so that they will flood more rapidly and give the ship a
down angle during the dive. The bow planes are also
placed at a dive angle to assist in obtaining an angle on
the ship. After the ship is completely submerged, both
the bow planes and the stern planes are used to level off
the ship at the desired depth.

For large changes in depth, the stern planes are used to
give the ship a down or up angle. The bow planes assist,
but their effect is relatively small for this purpose. The
bow planes are most effective in maintaining a constant
depth accurately.

When one or more torpedoes is fired from the bow, the
ship immediately becomes light forward by the weight of
the torpedoes. Much of this weight is recovered as soon
as the torpedo tubes refiood but it is necessary to add
some additional water forward before the ship is in
equilibrium, because a torpedo at the start of its run is a
good deal heavier than the water it displaces. Only the
bow planes are useful at this time to prevent broaching,
for any attempt to give the ship a down angle by means
of the stern planes would lift her bodily and almost cer-
tainly cause her to broach.

The size of the bow and stern planes is determined
after an analysis of the performance of preceding sub-
marines, particularly those which could not be controlled
easily under all conditions. The task required of the
diving planes is not an easy one, for they must be able
to maintain the depth of the ship within one foot of the
desired depth at only two knots speed. It is considered
important that they meet this requirement, especially by
people who have been able to see only green water while
trying to see a target when the ship was a little below
priscope depth.

Noise

Although it is not a highly stressed subject in the study
of Naval Architecture, the amount of noise transmitted to
the water by the machinery which must operate while a
submarine is submerged is a matter of much concern to
a Submarine Naval Architect. It is of even more concern
to the crew of a submarine when they know that an
enemy patrol vessel is on the surface, listening intently
through the best microphones and amplifiers and anxious
to drop a depth charge pattern on any underwater noise
it can detect. Although some progress had been made in
reducing the noise of the machinery, the stimulus of the
war made the progress much more rapid. By the time the
war ended, the noise energy transmitted to the water had
been reduced by 99 per cent from that at the beginning
of the war.

Speed and Power

As the transverse sections of the pressure hull of a
submarine are necessarily circular or nearly so, they must
be kept reasonably small in diameter to avoid excessive
draft in the surface condition. This requires that the
spaces required for various purposes be strung along the
length of the ship. Hence the length is determined largely

Page 86

PACIFIC MARINE REVIEW

by space considerations. It usually comes out at a figure
which gives a speed-length ratio between 1.0 and 1.2.
This makes a rather low longitudinal coeliicient desirable.
The diameter of the pressure hull required to contain the
main motors and the necessity for having sutficient space
between the inner and outer shells for maintenance of
the structure make it very difficult to keep small the
sectional areas in the middle of the fore body and after
body. Deliberately increasing the midship section area to
keep the longitudinal coefficient small gives too much
main ballast tank capacity. So it is almost always neces-
sary to accept a coefficient which is larger than desirable
for minimum resistance at high speed, and often it is
necessary to accept a hard spot in the section area curve
in way of the main motors.

It is also difficult to work out a reasonably fair surface
near both ends of the ship. The sections should be at least
almost circular at the ends of the pressure hull which
come 15 to 20 feet from the ends of the ship. The transi-
tion from this circular shape to a shape which is satisfac-
tory for the torpedo tube shutters in the closed position
always results in some unfairness of the lines and local
irregularities in the section area curve.

From a submerged resistance viewpoint, it is desirable
that the structure above the waterline be well faired.
During the recent war other consideration.s, such as a
small silhouette ro reduce the danger of detection on the
surface at night and the desirability of carrying a fairly
heavy gun battery, reduced the emphasis on underwater
resistance. The present tendency is to reduce underwater
resistance to the greatest practicable extent, even at the
expense of desirable surface characteristics. The varying
degree of emphasis which has been placed on submerged
speed has caused extreme variations in submerged resist-
ance. In the past, the submerged resistance has always
been greater than the surface resistance at the same speed.
It is possible that the submerged resistance can be made
slightly less than the surface resistance if submerged speed
is desired to such an extent that a material sacrifice in
surface speed is acceptable.

Low Temperature Air Conditioning

(Continued from page 79 1

fact that because of coil spacing not all the air comes
in contact with the cold metal surface. In other words, a
certain amount of bypassing occurs. By means of elab-
orate factory tests this deficiency of coil surfaces can
easily be established. As a result when using cooling
coils, this inefficiency of the cooling surface must be taken
into account and compensated for by increasing the air
quantity.

Bypass factors of coils such as used in commercial cold
diffusers vary considerably with type of construction.
As an example we list two types:

8-row coil, .1 fins per inch — .30 to .34 bypass factor

lO-row coil, prime surface — .50 to .56 bypass factor

By means of an example it is simpler to explain the

effect of coil bypass on air quantity. Taking again our

citrus example, the following design conditions arc

specified:

Compartment conditions: 32°F — 85% R.H. 28l'i° DF
Sensible heat factor: .85

Apparatus DP: 27i/^°F.

Load assumed: 3 tons of refrigeration.

INTEROCEAN LINE

Havre- Antwerp-Rotterdam
fipress freight. Refrigeration,
Passengers

WEYERHAEUSER S.S. CO.

Pacific Coast Direct Line, Inc.

(ntercoosfo/ Service via Panama
Canal

KNUTSEN LINE

United Kingdom — North PacHie-
Wesf Coast, South America
Express Freight, Refrigeration,
Passengers

SALEN-SKAUGEN LINE

Pacific — Orient
Express Freight, Passengers

SALEN-SKAUGEN LINE

Atlantic — Orient

fipress Freight, Passengers

INTEROCEAN

STEAMSHIP CORPORATION

Pacific Coast Managing Operators

Head Office — San Francisco, Calif.

Other offices at New York, Baltimore, Los Angeles,

Long Beach, Calif.. Portland Ore., Seattle, Wash.

For the above requirements, the air quantity required
may be calculated from the following equation:
Sens. Ht. load ( BTU hr. )
CFM=

1.15 X (Room temp. — App. DP)

.85 X 36,000

= 6,000

CFM= 1.15 X (32— 27i/2°F)
Factor 1.15 used in the above equation varies from
1.08 to 1.26, depending on the temperature range for
a particular application. Density of the air affects this
factor and may be derived from the following uni-
versally known definition:

Amount of heat required to raise
One BTU = one pound of water one degree in
temperature —

or
Amount of heat required to raise
BTU = "X" cu. ft. of air one degree in tem-
perature.
_ Cu. ft. per pound (at given temp.)
!24r5lsp. ht. oFair)
For 32°F conditions we find that one BTU equals
12.4
the amount of heat required to raise -t--t. — 52 cu. ft.
^ 2415

of air one degree in temperature. Taking into account
that there are 60 minutes in an hour, the factor to
60

use will be

52

1.15.

It should be noted that the sensible heat load, and
not total heat load, is used to establish the air quantity.
This quantity of air would be required provided the air

(Please turn to page 89)

OCTOBER • 1948

Page 87

World Shipping

AMERICAN PACIFIC LINE

Italy . . . North Africa . . . Palestine

FRENCH LINE

France . . . Belgium . . . Holland

PACIFIC MEDITERRANEAN LINE

Mediterranean Ports

PACIFIC AUSTRALIA DIRECT LINE

Australia

PACIFIC ORIENT EXPRESS LINE

China . . . Japan . . . Philippines

PACIFIC ISLANDS TRANSPORT LINE

South Seas . . . New Caledonia

WESTFAL-LARSEN COMPANY LINE

South America, East and West Coasts

INDEPENDENCE LINE

Central America . Colombia . Venezuela

CHARTERING DEPARTMENT

Sale . . Purchase . . Charters . . Bunkers

WORLD WIDE TRAVEL SERVICE

General Steamship Corp., Ltd.

4i5 California St., San Francisco 4
Los Angeles Portland Seattle Vancouver

The Exponent

(Continued from page 62)
is i/iuxl2LD- cubic inches. The mental process used
by the reader in checking the truth of this statement is
dimensional analysis. Furthermore, in multiplying units
of the same kind together the result will be squared or
second pouer of the unit. If multiplied three times, as
in the example above, the result is the cube of the unit.
The square of linear { length ) units is an area and the
cube (third power) is a volume. Four multiplications
and more have no real meaning or require some further
explanation. The fourth, fifth, sixth and higher powers
are used in mathematical expressions, but final answers
should not contain linear units at more than the third
power.

A good example of dimensional analysis is the formula
for horse power. PxLxAxN or PLAN comes out in foot
pounds per minute, expressed as ft. Ibs./min. as follows:

PLAN

Lbs. Ft. in.- equals Lbs. Ft.

in.- min. min.

Note the in.' cancelled out. The above is complete ex-
cept for the numerical coefficients (numbers showing
how many ) .

While it is the mathematician that shows us how to
combine symbols together, the results still have no mean-
ing unless an engineer assigns values to the symbols.
He does this by making measurements to apply co-
efficients to the symbols. The results, then, are the same
symbols with new coefficients and a real meaning. Like
the professional engineer who designs an engine, the
mathematician designs a line of true reasoning. Like

the operating engineer who operates the engine, the
student of mathematics uses arithmetic and combines
numbers as directed by the formula to get a number
having real meaning. The marine engineer must be pre-
pared a little beyond the arithmetic stage and under-
stand the simpler steps and reasoning of the mathe-
matician.

In our articles on this subject we must necessarily be
using symbols without specific dimensional meaning.
The exception will be in an occasional illustrative ex-
ample or problem.

In the number (or symbol, as no dimension is as-
signed ) 1'-, the figure 2 is called the exponent. The ex-
ponent may be any number, letter, decimal number, frac-
tion, or negative number. It is also called the power of
the number 7.

The exponent directs that the number 7 be multiplied
by itself until in the multiplication the number 7 ap-
pears as many times as the value of the exponent. Thus
in this example, 7" means or equals 7 times 7 or 7x7
or 7 7. The dot placed above its normal position as a
decimal point means to multiply just as x or X does.
It is used, as the letter x sometimes may be confused with
other symbols in the expression, and to place two num-
bers together such as 77 means something different than
7 times 7. Incidentally, 77 means 7 times 10 plus 7.
However, letters are placed together to mean multiplica-
tion and aa means a times a or a-. If there is any possi-
bility of confusion the dot should be used. For instance
Lbs. means pounds but it might also mean L times b
times s. Thus in formulation, mathematicians seldom
use two symbols to mean one thing, and would use w for
weight and not Lbs. If we do want to use two or more
letters for one thing we should use the dot. Thus Lbs
times ft. could be Lbs ft.

In engineering we are so familiar with Lbs. or lbs.
and ft. as abreviations that we frequently just use lbs. ft.
It is not strictly correct and confuses students. Thus
ordinarily we will try to confine ourselves to one letter
symbols. This in itself is a step forward for the engineer
in his study of mathematics.

Note that multiplication is multiple addition. 3x4
equals 3 added to itself 4 times. A calculating machine
multiplies simply by adding many times. Division is
multiple subtraction. 13 divided by 3 is to subtract 3
from 1 3 until the remainder is less than 3. The first
subtraction gives 10, the next 7, then 4 and then 1. This
makes 4 subtractions and a remainder of 1. The result
is 4 and 1/3.

In like manner the operation of multiple multiplica-
tion of the same number is called involution. And using
any letters we want, we say that a x a x a ( b times )
equals a'" equals c. Then c is the b power of a.

Thus 4x4x4x4 equals A* equals 256. And aaa a equals
a'.

4x4x4 times 4x4 equals 4''x4- equals 4''-\-- equals 4'.

In general, a*" times a'^ equals a^-\-'^ and we can say
that the product of two powers of a number is that
number raised to a power that is the sum of the two
powers, a- times a^ is a '. We a^d the exponents in multi-
plying powers. This is an important conclusion ami we
will have occasion to refer to it again.

Our next article will discuss the meaning of zero and
negative numbers as exponents.

Page

PACIFIC MARINE REVIEW

Howard Butt

Howard Butt

Howard Butt, Vice-President and Manager of the New
York Office of The Wm. Powell Company, died at his
home, Morristown, N. J., on August 23, in his 58th
year. Mr. Butt was associated with several large engineer-
ing organizations in sales, engineering and managerial
capacities. In 19.30 he joined The Wm. Powell Com-
pany, valve manufacturers of Cincinnati, Ohio, and was
made a vice president in 1944. He was widely known in
engineering circles and the valve industry, holding mem-
berships in D.T.A.C., Engineers Club of New York.
Economic Club, A.S.M.E., Spring Brook Country Club
( Morristown ) , and Sky Top Lodge ( Pennsylvania ) .

CFM

= 12,000.

Low Temperature ^ir Conditioning

I Coutifiued from pa^e 87}
leaving the cold difluser fan is 27!/2°F and 1009f RH.
The temperature rise between air leaving the fan and
entering the coils (return air from compartment) is
4i/2°F.

As explained in the foregoing, the air leaving the fan
cannot be 100*^ saturated, or at the dewpoint, because
of the bypass effect of the coils. Knowing the bypass
factor for a given coil, we can calculate the temperature
rise from the following equation:

Temp. Rise '- (1 — BF ) (Room temp. — App. DP).

Assuming a BF of .5, we find:

Temp. Rise = (1— .5) (32°F— 27!/2°F)
= .5 X 41/2° = 2i/4°F.

Air quantity therefore becomes —
■85 X 36,000
1.15 X 2.25°F.

In other words, twice the amount of air is required
to maintain design conditions as before, and the air
leaving the fan would be 29.75 ( approximately 90Cr
R.H.) (Point "D").

From the foregoing analysis we may deduce that hap-
hazardly reducing air quantity, or reducing the refrig-
erant or brine temperatures is not conducive to the
comfort of the product stored or carried.

It is our hope that the time will come when a course
in the fundamentals of air conditioning will become
standard in the curriculum of a marine engineer's train-
ing. The result will be a considerable reduction in cargo
claims.

In conclusion, may I point out that the fundamentals
explained in this paper are important in the design of
a cargo reefer system, but that it should be recognized
that because of the great variation in conditions required
because of variable cargo, practical experience in the
design must be counted on to a large degree. It should
not be overlooked, however, that in the planning of such
a plant an attempt should be made to reach the optimum
of perfection, even though we know that allowances
must be made ior inaccuracies.

$^EtNBtRG.n°±«

or speci'

oS&Y Rising 5*^""
^ed,c Disc GATE^ ^^^^
Especially sui j^^jde

Ss^Nor763M;No.765sc«we<i.

STEAM VAUVES^LOBE

Co">pl«=« -Vd c OSS valves for
globe ange ^° ^res up to 150
Iteam working P'fheavy globe valves

pounds. A»^""^,^'30O lbs- =>«=""•
tor P^^^"^", "Pno. 752G shown.
Bolted bonnets. tNo.

MARINE ANGUE VALVE ^^^^^^.^^
Bronze 150 pound hose^^ ^
non-metall.c ,d'sf- „ with caP

°^/K-n 'screwed -gle, No. 775.

and chain. i>a-ew

Flanged angle, No.

Approved by U""*"."^";"

Laborotor.es «nc_B

300 LB. HOSE GATE VA^^^^^^^

Non-rising »«r;/^bestos packing.
Large stuffing box. as ^^ ^^^,„.

Screwed type^'Jh/^ P„ 1064.
Sizes \Vi and 2 2

SPECIAL VALVES ^^^^^^

-ie^n^vt^^-—
Prompt dcUvcry.

BRONZE PRODUCTS

GREENBERG

M.GRCENBERGSSONS

765 Folsom St • EXbrook 2-3144
San Francisco 7 • California

Iti «i|il>^ • Seilllt • Forlind • Sill like Cilr • Oeotcr • El Piio • Ni« Toik • HaiHord • Wisliliitloi. O.C.

OCTOBER • 1948

Page 89

CANVAS . . .

COVERS MADE TO ORDER —
REPAIRED OR RECONDITIONED

• boaf covers

• deck awnings

• hatch tarps

• winch covers

• dodgers

• mast coots

• instrument

covers

SVr "/Wz^^Andustrial

W t I- W I .V_^^ AND MARINE

AWNING COMPANY

\ Big Party

[rnie Low Calls

Sepfennber visitor to his

old stam

ping grounds

aro

und

California maritime area

s was Ern

est C. Low.

qen

eral

sales manager of John A.

Roebling

s Sons Comp

any.

out

from Trenton, New Jersey, headqu

arters. PMR

can

era

shows Ernie (left) discuss

ng bigge

and better

aqua

tics

with Fred Booth, Jr.

manager

of Duplex, 1

nc.

July 20th was the 2nd anniversary
of the founding of the Pacific Far
East Line and 2500 shipping peo-
ple gathered at San Francisco's
Fairmont Hotel to join in a cele-
bration. In the above picture Ad-
miral Louis E. Denfeld, Chief of
Naval Operations, listens while
Senator William Knowland insists,
over the head of modest Thomas E.
Cuffe, president of Pacific Far East
Line, that this Is the biggest, best
and heartiest 2nd anniversary party
that Pacific Far East has ever put on

Gamlen Entertains Herwig

Quint Herwig, president of Marine Service, Inc., Seattle, on a
recent business trip to San Francisco was honored at a dinner
given by the Gamlen Chemical Company. Mr. Herwig is Gam-
len's distributor in the Pacific Northwest. Around the table, left
to right: H. P. Schnltler. Interocean S. S. Co.; Mrs. Jack LIti:
Quint Herwig: Jack Litz, Interocean S. S. Co.: Miss Alice Gam-
len: R. A. (Allen) Gamlen: Mrs. Quint Herwig.

MARINE DEPARTMENT

AETNA INSURANCE CO.
QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX FIRE INS. CO.
AUTOMOBILE INS. CO.

MATHEWS & LIVINGSTON

MARINE UNDERWRITERS
317 MONTGOMERY STREET . . SAN FRANCISCO
Offices at: Celman BIdg., Seattle '111 West 7th St.. Les Angeles

Page 90

PACIFIC MARINE REVIEW

KEEP POSTED

New Equipment and
Literature for Yard,
Ship and Dock

Submarine Signal Ciimpany
Develops Recurder
For Small Craft

A new "straightline" recorder for
small craft has just been perfected
and is now in production by the
Submarine Signal Company of Bos-
ton. Massachusetts.

The instrument gives a true and
undistorted horizontal graph of the
bottom contour within a depth
range of 100 fathoms. It also dis-
closes schools of fish and records
their depth under the hull so that
fishermen may cast their nets ac-
cordingly.

The entire equipment consists of
a single control unit and one trans-
ducer to be mounted on the keel.
All sounding and recording mechan-
isms are housed in one compact
unit, only 15j!^" high, 14>4" wide
and 5%" deep. A large chart win-
dow (12"x7") permits one hour's
recording to be viewed at a single
glance, and the chart speed is 12"
per hour or 72 hours per roll of
paper for economical operation.

The equipment operates on 110
Vac or on 6, 12, 11 or 110 Vdc
with vibrator packs supplied with
the equipment as specified.

Submarine Signal Company recorde

OCTOBER • 1948

_^„

nouncin

9

The SEA KING

This sturdy vessel is at your command any time of the day or
night to supply:

BUTTERWORTH Live Steam Service

BUTTERWORTH Paint Cleaning Service

BUTTERWORTH Deep Tank Cleaning Service for Cargo
Conversion

BUTTERWORTH Gos Freeing Service for "Hot Worl(."

NATIONWIDE SERVICE for Tanker Conversion ond Conditioning.

Boiler Cleaning — Tank Cleaning — Sand Blasting — Int. & Ext.

Painting & Scaling. For information, call —

SUtter 1-5890
1 1 68 Battery Street
SAN FRANCISCO

SHIP MAINTENANCE. INC

BEAUMONT, TEXAS
MOBILE, ALABAMA
NORFOLK. VA.

KEEP POSTED

The details of new equipment or the new literature announced in this department will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansome Street
Send me descriptive data of the following

San Francisco
equipment or literature as reviewed in

Page No..

(Identify by name of manufacturer and catalog)

BUSINESS..
ADDRESS...

Page 91

Exclusive Distributors for Plant Magnesia
Products

Manufacturers and Distributors of Plant
Packings

Also Distributors for Raybestos Manhattan
and B & W insulating Firebrick

PLANT

ASBESTOS CO., INC.

Phone UNderhill 1-2874

Phone Ent. 10367

941 ■ 16th STREET

SAN FRANCrSCO

OAKLAND

SAN JOSE

MODESTO

Southern CALIFORNIA'S Largest

SHIP DISMANTLERS

LIBERTY SHIP EQUIPMENT

• MAIN ENGINE PARTS

• CONDENSERS

• REFRIGERATION

DIESEL GENERATORS

20, 30. 60. 75KW DC. 100. 1000KW AC.

TURBO-GENERATORS

60. 75KW DC. 1 50. 200KW AC.

DIESEL ENGINES

225. 900, 1700. 1800HP— GM & FM.
450HP twin, 900HP quad.

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Attractively Priced — Immediate Delivery

NATIONAL
METAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND. CALIF,

LOS ANGELES: NEvada 6-2571

Cable: NACOR

Operating Procedures
On Electric-Drive Vessels

iConliiiued from page 81 )
amplidyne. The amplidyne receives its excitation from
a voltage regulator whicli measures the propulsion line
voltage with respect to the generator speed. Thus, when
the voltage drops due to a sudden load demand, the ex-
citation system operates instantly to increase the genera-
tor and motor fields to keep the machines in synchronism.

Likewise, when the load on the screw decreases or
when operating at low speeds, the excitation is reduced
to the required amount. This reduces the field tempera-
ture rise and improves the efficiency at light loads.

The motor and generator field circuits are so adjusted
that the system always operates at unity power factor.

On the P2 vessels manual control of generator and
motor excitation is used in conjunction with a booster
regulator in the generator field circuit. Under normal
operating conditions the generator and motor field ex-
citation is supplied from the 120-volt DC source. Both
excitation circuits are adjusted manually by means of
field rheostats for current values recommended in the
manufacturer's instructions.

These values allow a certain amount of torque over and
above that required for normal operation. Setting the
field values according to instructions at all speeds will
give a power factor very close to unity.

The booster exciter is connected in one leg of the gen-
erator field circuit. Under normal operating conditions
this booster exciter runs freely without field excitation.
The field of the booster is controlled automatically by
means of a voltage regulator which applies field only in
the case of a drop in line voltage which results from
heavy current demands caused by rudder movement and
heavy seas.

The booster exciter voltage regulator combination
assures that the proper voltage will be maintained re-
gardless of the current demands, thereby preventing the
motor from dropping out of step at all times.

Protective Devices

Phase Balance Relay: Under normal operation the
current in each of the three phases of the propulsion sys-
tem should be equal. If the phases become unbalanced a
fault is indicated. Should one phase become open when
the motor is in operation, the motor would continue to
operate on a single phase basis. However, a high over-
load would be imposed on the remaining windings. If the
motor stopped, it could not be started as a single phase
motor.

To protect against unbalanced conditions and single
phase operation a phase balance relay is installed on the
control panels. This relay, through current transformers,
measures and compares the three line currents. If the
phases become out of balance by 25 per cent or more the
relay operates to open the field circuit to the generator
and motor. An orange target on the face of the instru-
ment indicates when the relay has operated.

Ground Relay

The three-phase winding of the motors and generators
are "Y " connected, one end of each phase being con-
nected to a neutral point. This neutral point of the gen-

Page 92

PACIFIC MARINE REVIEW

erator is grounded through a current transformer. The
I .secondary of the current transformer is connected to the
ground relay.

During normal operation no current Hows through
the grt)und connection. However, if a ground occurs in
any of the phases current will flow through the ground
connection and the ground relay will operate and trip the
motor and generator held contactors. Like the phase bal-
; ance relay a red target appears indicating the relay has
' operated.

E.\citation Transfer Panel

The door to the excitation transfer panel is provided
uith an interlock which trips the motor and generator
held contactors when the door is opened. Interlocks are
; also installed on all doors leading to high voltage cu-
bicles and motor changeover panels. This prevents access
b\ anyone unless the circuits are de-energized.

Care During Operation

I'rom the operating engineer's point of view the elec-
tra.d apparatus requires little supervision during opera-
tion. Instruments are provided that show the operator
what is happening within the generator and motor. Peri-
odic temperature checks of the windings should be made
uMiig the temperature indicating devices provided. Oper-
, It ion within the design temperature limits of the ma-
chines insures against insulation damage caused by over-
iK.iting.

(are should be taken in adjusting the flow of water
to the motor and generator air coolers. The temperature
of the air to the windings should never exceed that stated
in the manufacturer's instructions. Likewise, the tempera-
ture of the air should never be allowed to fall below that
corresponding to its dew point. This prevents moisture
from forming within the machine enclosures. A good
general rule is to keep the air temperature to the wind-
ings about 5° F. above the engine room ambient.

The collector rings, brush rigging, and brushes should
be inspected regularly to make sure that everything is
tight and working smoothly and that the brushes are
riding free in their holders.

The lubricating oil sight glasses should also be looked
at periodically to see that a steady stream of oil is being
supplied to the bearings. The temperature of the oil from
the bearings should also be checked.

The main essentials in the care of the control equip-
ment are cleanliness and tight connections. There are few
wearing parts, namely the contact tips. These should be
cleaned of irregularities at regular intervals to insure
good contact. AH insulation should be examined peri-
odically for signs of cracks which might allow moisture
to enter.

Conclusion

Although turbine electric drive appears to have taken
a back seat in the present shipbuilding program, this
form of propulsion still has a place in the powering of
ships. There are many applications that require special
characteristics which can only be supplied by electric
drive. Dredges, salvage boats, bulk freight carriers, cut-
ters, ferry boats, and tugs can all use electric drive to
advantage.

Improvements on present systems, and other types of
electric drive are constantly being studied. Gas turbines
and electronic tube controlled motors are now in the
developmental stage.

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA
S. S. SANTA FLAVIA
S. S. SANTA LEONOR

These C-2 fast freight vessels, equipped with refrigerator
space, and limited passenger arromniodations, together
with modern chartered tonnage, supply frequent service
between —

BRITISH COLUMBIA
OREGON

Mexico Central America

Ecuador Peru

WASHINGTON
CALIFORNIA

Panama
Bolivia

Colombia
Chile

SEATTLE SAN FRANCISCO LOS ANGELES
While Building 2 Pine Street 523 W. Sixth

SEneca 4300 SUtler 1-3800 Michigan 7811

VANCOUVER

991 Hastings St., W.
PAcific 7271

PORTLAND

738 Mead Bldg.

CApitol 1013

FUEL >»!> WATER LEVEL
INDICATION

WITH A LIQUIDOMETER
DIAL TYPE TANK GAUGE

D/VecJ Reading • Remote Reading

HYDRAULIC, HYDROSTATIC
OR ELECTRIC TRANSMISSION

•

For complete information, prices and
delivery dates, write or phone

THE LIOUIDOMETER CORP.

Marine Division

181 STillwell 4-1440

M 41-52 37fh ST.. LONG ISLAND CITY 1, N. Y.

hviil

OCTOBER • I 941

Page 93

MOTOR

REPAIRS...

PORTLAND 1

Replacement Parts for All Types of Motors and Controls

Electrical Dynamic
Shipboard Balancing
Installations of Rotors
of all types and Armatures

24 hour service

MARINE

ELECTRIC

** U ■ 2121 N. W. Thurman

7 days a week

Phone BR 6448

Portland 9, Oregon

72 -Ton Reverse Flow F-Hf Condenser

This 72-ton reverse flow con-
denser, which will form the base of
the largest condenser-mounted tur-
bine-generator ( 20,000 kw ) ever
built m this country for stationary
power plants, is shown emerging
from the Carteret, N. J. plant of the
Foster Wheeler Corporation on its

72-ton reven

w.ay to the new station of the Rock-
land Light & Power Company at
Tomkins Cove on the Hudson River
near Stony Point, N. Y. This con-
denser is a development of a design
used in marine practice and resulted
from the co-ordinated eflforts of
Foster Wheeler Corporation, Gen-
flow condenser

CATALINA ISLAND
STEAMSHIP LINE

steamer Service fa Catalina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
Telephone Numbers: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563

WHISTLE CALL FOR TUGS: 1 lone — 3 short

GENERAL OFFICE: Catalina Terminal. P. O. Box 847, Wilmington, Calif.

Phones: Termmal 4-5241; Nevada 615-45; Long Beach 7-3802

Member — American Waterways Operators

eral Electric Company, and Burns
and Roe. Inc., engineers. Arranged
for single pass flow of circulating
water and of divided water box con-
struction, this condenser will con-
dense 13,500 lb. per hour of steam
and maintain a pressure of 1 in.
mercury absolute at the condenser
inlet when circulating 25,200 gpm
of water at 60 '^F through the tubes.
It has a surface area of 18,650 sq.
ft. consisting of 7 '8" OD tubes
having an overall length of 32 ft.
When installed, the turbine-genera-
tor will be mounted directly on the
condenser and there will be a rubber
expansion joint between the turbine
exhaust nozzle and condenser inlet.

General Engineering

iind Drydock Changes Hands

Announcement was made on Sep-
tember 1 of a change in the cor-
porate structure and ownership of
the General Engineering & Dry-
dock Corporation of San Francisco
and Alameda. The Delaware cor-
poration is dissolved and all opera-
tions will be continued by a Cali-
fornia corporation of the same
name. Headquarters continue at
1100 Sansome Street, San Francisco.

Ownership passes to the Loyola
University Foundation but officers
and business activities, including
shipyard operation, will remain the
same. The company will regularly
bid on ship jobs. The officers are:
Godfrey K. Waters, chairman of the
Board; W. L. Montgomery, presi-
dent; Frank H. Fox, vice president
and manager; Al Wanner, vice pres-
ident and director of purchasing;
Peter P. Msquita, secretary; E. J.
Trask, treasurer; Fletcher Monson,
sales manager.

Page 94

PACIFIC MARINE REVIEW

OVERHAULED, TESTED

AND SET WITH STEAM FOR —

ANY PRESSURE

ANY TEMPERATURE

ANY BLOW-DOWN

at the

Thomas l\. Short Company

245 Fremont Street

San Francisco YUkon 6-0294

MOORE-McCORMACR

A3IKKI4 A\ IIKIM IIM( S IJXE

I''rfif;lit and I'a»Keii};rr Srrv ire hctweon the East
Coast of United States and the conntries of

BRA/.ii. • riM(;r\Y ak(;i:>tina
l>A4'IFI4' KKIM IIM4 ^i M.XK

Freif;ht and I'aBsenper Service between the WeBt
Coast of United States and the countries of

nKvzii. • I iM (;i AY • ak<;kntina
A.MEKM A> M x\XTir XXSV.

Freipht and Passenger Service between the East
Coast of United States and the countries of

NORWAY DENMARK SWEDEN

POLAND FINLAND RUSSIA

^r«m r.;„l ll„rl„„ „.

I -J n„y.M„.,n.\l.l,.rm„

Lines oiwriilril «.">•■

//Kill ISO s/ii;<3, fc-i / ;

t^sieU, iransporti-tl

7r,U239 /roups on./

rarrii-d it.ilO.lU (""-

«/ iivir rarfiiK Tn liLuliarti

<ii./l rrv."">i''i'"i"

Mirrchani A/.i-cn. //mil li
kf/tt strorifi III /"■.!» •■

T For complete information apply

MOORE -McCORMACK

110 CALIFORNIA STREET

San Franciico 11. Calif.
530 WEST SIXTH STREET
I Lo> Angelti 14. C>li{.

nEXTER-HORTON BUILDINC

Scaltle 4. Wathinslon

BOARD OF TRADE BUILDING

Portland 4. Oregon

744 HASTINGS ST. WEST

1 Vancouver, B. C.

i Offirei in Principal Cities of the World

Reflecting 35 YBARS of

ENGINEERING
PROGRESS

Amm^

• Today, the boilers of
thousands of merchant
and naval ships of many
nations are fired by Todd
Oil Burners . . . fitting
recognition of successive
advances that have made
Todd the standard for
combustion equipment.

COMBUSTION EQUIPMENT DIVISION

TODD SHIPYARDS CORPORATION

81-16 45th Avenue, Elmhurst, Queens, N. Y.

WASHINGTON

ROCHES

DETROIT . Cf

BARRANQUII

^^

^.

it'* ^^ „uo». «""'

I FRANCISCO

fVEREH PACinC

SHIPBUILDING AND DRY DOCK COMPANY

EVERETT, WASHINGTON

SHIP REPAIR . 10,500 TON
A CONVERSION DRY DOCK

OCTOBER • 194

Page 95

M. J. GIGY & ASSOCIATES

1 12 MARKET STREET. SAN FRANCISCO

MARINE AND INDUSTRIAL ENGINEERING AND EQUIPMENT

ALDRICH PUMP CO.
M. L. BAYARD & CO.. INC.
HYDRAULIC SUPPLY MFG. CO.
LAKE SHORE ENGINEERING CO.

Tel. YUkon 6-2803 & 6-2031

Repreienting

PIEZO MFG. CORP.

STRUTHERS WELLS CORP.

THE VAPOR RECOVERY

SYSTEMS CO.

BEEBE BROS.

TURK PRODUCTS CORP.

TREGONING INDUSTRIES. INC.

FRED S. RENAULD CO.

Nights, THornwall 3-4212

Commercial Ship Repair Opens Branch in Tacoma

Barney Trout, general manager of the newly established
Tacoma plant of Commercial Ship Repair, is one of four
brothers of a well known marine family. Captain Vance
Trout is now operating manager and vice president of the
Coastwise Line, San Francisco; Damon Trout heads
Marine Electric Co., Portland: and Matt Trout is
president of the latter organization.

the

Commercial Ship Repair announces that they have
opened a branch at 2506-1 1th Street in Tacoma. The new
facility is an expansion of their present operations at
Pier 66, Seattle, and Winslow, Washington, and will
enable them to give the Tacoma area the same service
now being offered in Seattle.

Barney Trout, who is well known to the Pacific Coast
shipping industry, will be in charge of the new Tacoma
plant, which will be equipped to handle any type of
repair. Trout has been connected with various repair
yards since 1930 and has spent most of this time in the
Puget Sound area.

Commercial Ship Repair has completed repairs on 412
ships this year and has also built three new steel 45-foot
tugs for the City Light Department, plus a new steel
oil barge for the Washington Tug and Barge Co., which
was 140 feet long, 36 feet wide, costing approximately
5120,000.00 Operations in Winslow consist of repairs
and drydocking, new construction, and steel fabrication.
In Seattle and Tacoma all types of dockside repair are
handled, including complete service for any type ship
or any type job regardless of size.

Commercial Ship Repair now employs approximately
300 men and has been in operation for the past three
years as a co-partnership between Edward E. Black and
J. J. Featherstone.

[ngineering Index Service

Pilferage

Engineering Index, Inc., carries on an index service
which provides an up-to-date record of information in
various fields of engineering. Important articles in cur-
rent engineering literature are abstracted and classified
by a staff of qualified editors, and published on standard
library-sized cards which are mailed to subscribers at the
end of each week, providing a ready reference file con-
taining subject heading classification, title of article and
author, name and date of publication and a brief sum-
mary of the article. All publications indexed are perma-
nently filed in the Engineering Societies Library, 29 West
39th Street, New York City, which will supply photo-
prints, microfilm or translations of the complete text of
any reference supplied by the Engineering Index. The
Engineering Index card service covers 287 divisions of
engineering. Rates for the service depend on the par-
ticular field of interest.

In addition to the card service. Engineering Index also
issues an annual volume, compiled from the cards in
all engineering fields, priced at $50.

The Pacific Marine Review is indexed regularly by
Engineering Index, Inc.

I Continued from page 59 1
food, and upon these committees representatives of ship-
ping will be invited to serve.

In view of these developments, the council of the
Chamber have agreed that the existing Pilferage Sub-
Committee of the Cargo Losses and Damages Commit-
tee should be reconstituted on a wider representative
basis, in such a way as to secure adequate representation
of liners, tramps, the coasting and short sea interests
and managers of protection and indemnity clubs. The task
of this new committee will be to co-ordinate informa-
tion regarding pilferage, not merely in United Kingdom
ports but ports abroad, and to be prepared to advise
the Government Departments concerned and such bodies
as the Liverpool University on the matter. The Liver-
pool Steam Ship Owners' Association and the Shipping
Federation have been invited to appoint representatives
to the committee, or to co-operate with its work in such
other way as may be appropriate.

Page 96

PACIFIC MARINE REVIEW

SPECIAL CARGO

OIL TANKS

Ea

CARGOCAIRE

REFRIGERATION

AMERICAN PRESIDENT LINES

SPEED

Bosfon • New York

Philadelphia • Baltimore

Offices and agents throughout the world.

*For 75 years America's link with the Orient

• FREOUENCY • DEPENDABILITY

HEAD OFFICE
311 California Sfreef
San Francisco 4, Calif.

Washington, D. C. • Chicago

Los Angeles • Oakland

*This connpany and its predecessors.

HAVISIDEnCOMPANY

^nip L^nandlei

^aii irlakerd

40 SPERR STREET

Jrndustrial ^uppiie
Sberricli Bi

^aluaae KJperati

SRR FRRRCISCO. 5

EXBROOH 0064

TOIJMEY

ELECTRIC and
EXGIXEERIiXG CO.

PILOT MARINE CORPORATION, New York, N. Y.

Signaling, Communicating and Lighting Equipment

BENDIX MARINE PRODUCTS

PNEUMERCATOR CORPORATION (New York)

Gouqes: Liquid Level, Ships Draft, Pressure, Boiler Water
PLANT MILLS DIRECTION INDICATOR

AND ENGINEERS ALARM
A. WARD HENDRICKSON h CO., INC.
larrne Lighting Fixtures and Special Equipment for Shipbo
Synchro-Master

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING .. . POWERBOAT EQUIPMENT . . . SOUND
POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

GArfield 1-8102

SAN FRANCISCO

115-117 Steuart Street

KEEP CARGO %%

AIco

Detroit

Electromatic

Henry

Wealherhead

Keroteat

CONTROLS EQUIPMENT

Banco Brunner

White Rodqers Frick

Detroit Globe

Marshalltown Dole Cold Plates

Gauges Condensers

Thermometers Cooling Coils

Also, exclusive relrigeralion distributors of
EulecRod Weldrods.

15 STEUART STREET

SAN FRANCISCO S

MAGIC

Is more than a
Chemical

CHEMICAL PRODUCTS

FOR
POWER EQUIPMENT

Scientific Service

backed by

over

40 years experience

plus

MAGIC BOILER

PRESERVATIVE

equals

guaranteed results

in

boiler operation

In liquid or dry powder form.

GARRATT-CALLAHAN CO.

OF CALIFORNIA

148 Spear Street

San Francisco 5, California

WAREHOUSE STOCKS

Portland, Seattle, Los Angeles

MB BUYING ROPE
FIRST STUDY THE MARKER

For your protection, Fitler Pure
Manila Rope has a BL-e and Yel-
low Colored Yarn trade mark (reg-
istered U. S. Patent Office No.
245091) on the outside sirand of
y8"dia. and larger sizes, appear-
ing at intervals, along the entire
length of the rope. Smaller sizes
may be identified by a Blue and
Yellow Cotton Yarn Marker on the
nside of the rope.

Don't be miS'
led by imita
tions . . . Al
ways buy Fitlei
Blue and Ye
low Trade-
marked Quali-
ty-

The [dwin H. Fitler Co.

Phila. 24, Pa.

Manufacturers of Quality
Rope Since 1804

Casting of Steel from Eiquid
Phase to Semi-finished Shape

In an announcement by Babcotk
& Wilcox Tube Company and Re-
public Steel Corporation, it is
claimed that the dream of inventors
for a century, that steel might be
made from the liquid phase to semi-
finished shape in one simple, rela-
tively inexpensive machine, has be-
come a reality.

The new method and apparatus
are considered a timely response to
great economic pressure to serve
areas locally. Interest in the possi-
bilities of continuously cast semi-
finished steel is enhanced by cur-
rent uneasiness over high break-
even points and the doubled and
tripled cost of new productive fa-
cilities.

The greatest single advantage of
their process is that it removes from
the conventional process of steel-
making the most massive and ex-
pensive parts of such plants, such
as equipment for ingots, soaking
pits, and the blooming mill. Instead,
continuous casting permits passing
directly from the melt to semi-
finished sections ready for secon-
dary mills with the result that not
only is the capital cost for a given
output greatly reduced, but also
maintenance and operational costs.
The work accomplished to date
makes it clear that for the produc-
tion of relatively small quantities of
steel and particularly as a means of
decentralizing steel production, this
new development exactly fills the re-
quirements of low capital and low
operational costs.

Safety Record at Todd's
San Pedro Yard

It's news when 1,000 ship repair-
men and drydoirk workers complete
a period of 34 work-days without a
lost time occupational injury. This
is the recent record of Todd Dry-
docks. San Pedro, California. Much
credit is .given by this company for
its splendid record to active union
membership participation in em-
ployee safety committee activities.

Workmen observed violating
safety rules are at first cautioned. If
they persist in disregarding them
they are issued a violation ticket,
copy of which goes to the union
steward, and the original to man-
agement. Disciplinary artion is
geared to the seriousness of the of-
fense.

The result is improved house-

''Selling to the Navy"

The new Navy Department book-
let entitled, "Selling to the Navy"
answers the need of business men
for Navy procurement information.
It is particularly valuable to the
smaller business concerns to ac-
quaint them with the manner in
which Navy contracts are obtained
and the steps involved from the
receipt of the contract until final
payment. The list of Navy purchas-
ing activities throughout the U. S.
and the directory of field inspectors
of Navy material provide the pri-
mary contact points for suppliers.

Purchasing function is divided
into the following bureaus: Bureau
of Aeronautics, Bureau of Ordnance,
Bureau of Ships, Bureau of Supplies
and Accounts, Bureau of Yards and
Docks, Office of Naval Research,
Headquarters Marine Corps, Bu-
reau of Medicine and Surgery, Bu-
reau of Naval Personnel.

The list of purchasing facilities
includes the following on the West
Coast; Naval Shipyard, Bremerton,
Wash. — for general procurement;
Navy Purchasing Office, Los An-
geles— for procurement of construc-
tion equipment; Marine Corps De-
pot of Supplies, Oceanside, Calif. —
for general procurement for Marine
Corps; Army-Navy Lumber Agency,
Portland, Ore. — for procurement of
lumber; Marine Corps Base, San
Diego, Calif. — for general procure-
ment; Navy Purchasing Office, San
Francisco — for general procure-
ment; Marine Corps Depot of Sup-
plies, San Francisco — for general
procurement; Marine Corps Air Sta-
tion, Santa Ana, Calif. — for general
procurement; Naval Supply Depot,
Seattle, Wash. — for general procure-
ment.

"Selling to the Navy" is the third
edition of a booklet first published
in 1922. Copies are available from
the Navy Department, bureau con-
tracting officers, officers-in-charge of
the field purchasing offices, and field
inspectors of Navy material.

keeping throughout the yaid, shops,
and aboard ships undergoing re-
pairs. Men working in the dry-
dock, where others are working
overhead, are equipped with hatd
hats, and compliance appears to be
100 per cent. Adequate gangplanks,
well maintained, are equipped with
life nets. Open holds are provided
with man rope guards. Attainment
of 34 work-days free of disabling
injuries for 1,000 workers is con-
vincing evidence that here is a pro-
gram that pays dividends.

I

Page 98

PACIFIC MARINE REVIEW

GENERA L VO YA €E REP A IRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Complete Welding Facilities

C AVA NAUGH MACHINE WORKS

FRANK CAVANAUGH
220 East B Street. WILMINGTON, CALIFORNIA

GENERAL MANAGER

Phones: TErminal 4-5219. TErminol 4-5210

MARINE SPECIALTIES

ALLENITE SOOT ERADICATOR

ALLENCOTE REFRACTORY COATING

BUnERWORTH TANK CLEANING SYSTEM

COFFIN PUMPS

FLEXITALLIC GASKETS

FRANCE METALLIC PACKING

KOMUL ANTI-CORROSIVE COATING

LESLIE REGULATORS & TYFON WHISTLES

MULSIVEX, OIL & GREASE REMOVER

SANDUSKY CENTRIFUGAL CAST LINERS

SCALETEX, WATER SCALE REMOVER

SEA-RO PACKING

CORDES BROS.

San Francisco 11, Calil.

OArfleld 1-B35S

SHIP REPAIRS-CONVERSIONS

MAIN 3122

24 - Hour
Service

Three Plants in Which to Serve You
PIER 66, SEATTLE 1,
WINSLOW and TACOMA, Washington

NO JOB TOO SMALL — NO JOB TOO BIG

COMMERCIM SHIP REPAIR

J J. Feathersfone

E. A. Black

Propeller Design

• Save Fuel

• Increase Speed

• Eliminate
Vibration

Send us your prob-
lems ... we special-
ize in propeller de-
sign.

WILLIAM LAMBIE, Naval Architect
216 East C Street Wilmington. California

LAMBIE PROPELLERS

HOUGH & EGBERT CO.

311 CALIFORNIA ST. • DOaglat 2-1660 • SAN FRANCISCO

Representing

WALTER KIDDE & COMPANY, INC.

Rich Smoke Detecting System

Lux Fire Extin>;uishing System

Selcx-zonit Fire Detection System

AMERICAN ENGINEERING COMPANY

Steering Gears • Deck Machinery

Vapor Car Heating Company Service

HOUGH Patent Boiler Feed Checks • LANE Life Boats

SCHAT Davits

CONSULTING ENGINEERS • MARINE SURVEYORS

SURVEYORS TO BUREAU VERITAS

MARINE DISTRIBUTORS FOR SHEROLITE PRODUCTS

FOR NAT-LEA-KENNEOY ASSOCIATES

The kherwood Systems
of Ship Construction

There is an Jsherwood System for every type
of mercantile vessel

Eminently suitable for Oil Tankers ....

Designers and Specialists in Hull Construe-
tion and Reconversions

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED

4 Lloyds Ave.. London E.C.3

17 Battery Place. New York

Morrison & Bevilockway

ESTABLISHED IN ISfO

MARINE PLUMBING
STEAM FiniNG and SHEET METAL WORK

Sole Agenti and Manufacturers of the New M & B

Autonnatic 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 166 Fremont St.

Telephone DO 2-2708-09 San Francisco

At NIghf Call Jordoa 7-2252— Bur/Ingema 3-8712

EPTEMBER • 1948

Page 99

HYET and STRUCK

STANCHIONS

Cut Down

A ccidents

and Repair Costs!

Sling>load of lumber moving inboard

against stonchion on intercoastal

freighter.

HYET and STRUCK ENGINEERING Co.

SHIP REPAIRING & MACHINE WORK
EX. 2-3508

425 Folsom Street

San Francisco, California

Martignoni Presented Wavy Award

Admiral Beary pinning Navy's Distinguished Public Serv-
ice Award on Walter L. Marflgnonl at a special cere-
mony in the Federal Building, San Francisco. A large
group of people prominent In shipping and commerce
were present. Partially hidden are Brayton Wilbur, for-
mer president of the San Francisco Chamber of Com-
merce; Captain A. F. Pillsbury, partner of Martignoni;
and Lloyd Fleming, Pacific Coast Director, U. S. Mari-
time Commission.

Walter L. Martignoni, San Francisco Marine Surveyor
and Consulting Engineer, was presented the Secretary
of the Navy Distinguished PubUc Service Award Sep-
tember 10 by Rear Admiral Donald B. Beary, USN,
Commandant of the Twelfth Naval District, at the Fed-

eral Office Building, San Francisco.

The Secretary of the Navy's highest civilian award
was presented to Mr. Martignoni for his wartime serv-
ice in converting allied merchant ships to Navy use.
He served as Pacific Coast Director of Maintenance and
Repairs, War Shipping Administration, from April 1942
to December 1945. During that time, he supervised all
merchant ship repairs and maintenance in the Pacific
Coast District.

He organized and administered the Division of Con-
struction and Repair and built up repair facilities which
kept ships moving despite wartime difficulties.

Mr. Martigoni is an important part of the firm of
Pillsbury and Martignoni in the Mills Building.

It will be recalled that Mr. Martignoni supervised the
epic salmon salvage job on the Diamond Knot, which
is still being discussed in marine and insurance circles.
It was described in the April Pacific Marine Review.

Pillsbury and Martignoni

Page 100

PACIFIC MARINE REVIEW

me

RtVltUI

NOVEMBER, T948

. RING of shipyards, girdling America's coastlines on the Atlantic,
P:ific and Gulf, enables Todd to provide expert service in repair, main-
aance and conversion of ships of all sizes and types. Highly developed
((ilities effect major economies for operators in both time and money.
^ val architects, marine engineers and other specialists are ready to go to
wrk for you immediately — either independently or in cooperation with
y i own consultants. Shop equipment of the most modern type permits
application of up-to-date engineering techniques in all work.

At Barranquilla, Colombia, S. A.

The Todd-raanafecd plant. Union
Industrial, at Barranquilla, with its
new, well-equipped machine and
fabrication shops, handles voyage
repairs and other work on vessels at
anchor or at the Municipal Docks
with efliciency and dispatch.

SHIPYARDS CORPORATION

LOS ANGELES DIVISION • SEATTLE DIVISION

Convenienf/y /ocated on Af/anfic, Gu/f and Pacific Coasts

NEW YORK BROOKLYN HOBOKEN CHARLESTON. S. C.

NEW ORLEANS GALVESTON BARRANQUILLA

MINES'

Publisher

TABLE OF CONTENTS NOVEMBER. 1948

Urochie

>li$lsfanf
Publfsher

kGLAS MacMULLEN

Editor

IFAULKNER

Adveriliing Manage

l.ieROCHIE, Jr.

Soles Promofic
Manager

ITHY GRAVES

Assiitanf to
Editor

iri J. DeROCHIE

Los Angeles
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When Wounds Heal Editorial By T. Douglas M;\cMullcn .

Rouiid-the- World Ships For American President Lines

Waterman West Coast Conversions .....•■

The Fishery E.\ploration and Hydrographic Ves.sel "Spencer F. Baird"

By H. C. H.inson

Britain's Merchant Navy By Martin Chu^holni .....

The Effect of Welding on Dimensional Changes in Steel By Leon C. Bibber
Speedy Repair Service ...........

Tandem Tows ............

Pacific World Trade ...........

Admiralty Decisions By Harold S. Dobbs ......

Maintenance Aiio« ed for Seaman's Frolic
With the Port Engineers ........

Port Engineers of the Month: Andrew C. Disher, George A. Bradford

Scheduled Meetings
Steady As You Go! By "The Skipper"

Noon Fixes by Unusual Methods
Coa,st Commercial Craft ..........

Radar Pays For Itself On One Trip

By Manuel O. Medina and Ronald T. Stronij

Socony-Vacuuni's New Diesel Tug Equipment
On the Ways

Bethlehem Converts "Winged Arrow"

Double Barge Launching
News Flashes ............

Running Lights ............

Keep Posted ............

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In addition to our pre>var organization at Davao,
we recently established bodegas at Tacloban, Cebu
and Tigaon as well as an office in Manila.

Quality, in the final analysis, is the true measure of any
rope. And quolity-controlled rope like Columbian Tope-Marked
depends on pure manila fibre . . . durability . . . strength . . .
flexibility . . . and the Organization that produces it.
In the Philippines where the finest manila fibre is produced,
Columbian resident buyers select the finest crops of the abaca
tree. The fibre is then delivered in bales or "bultos" to Colum-
bion's own bodegas (grading and packing plants) in Min-
danao, Leyte, Cebu ond Luzon.

Under strict Columbian supervision, the fibre is cleaned, cut,
graded and baled for shipment by expert Filipinos Finally,
after due inspection by government officials, the boles ore
sent to the cordage city — to Columbian's plant at Auburn,
N. Y.

Here under the same quality-controlled stondords, Columbian
produces the famous Tape-Marked Rope — the rope of the
notion. On land and sea . . . and in the air . . . where
dependability is vitally essentiol, quality-controlled Columbian
Tope-Marked pure manila rope is the choice of men who

COLUMBIAN ROPE COMPANY

400-90 Genesee St., Auburn, "The Cordage City", N.Y.

TAPE
MARKED

Page 34

PACIFIC MARINE REVIE'

en Hounds Heal

THERE ARE CRUCIAL TIMES in history when seething unrest and supercharged antagon-
isms reach explosive proportions, and it seems as though peaceful relationships are gone
forever; but there is a natural level of harmony on which nations and individuals eventually
rest, just as stormy seas become calm. We forget easily, as we seem to have with Germany,
Japan and Italy.

It is becoming rather obvious that the West Coast maritime strike will end soon, and that,
as with wars, revolutions and family spats, a normal trend will be resumed. Since certain
phases of waterfront activity had just about reached bottom, any change can only be for the
better; hence, with bitter animosities somewhat relieved, there may be opportunity for accom-
plishment.

It may be, for instance, that labor and management and shippers and civic groups will
pull together in an effort to restore coastwise ship service and increase intercoastal traffic. We
think these services are far more important to the prosperity of the ports than the mere dis-
tribution of foreign shipping among the ports, east or west. In fact, restored domestic shipping
would mean a lot to foreign shipping too, in more ways than one. And it would also put the
shipyards and marine supply firms in a safe and prosperous status. To these ends every phase
of civic energy can be profitably bent.

During the strike period it has been brought home to most people that prosperity mush-
rooms uptown from shipping, and whether he likes it or not every citizen has a stake in water-
front activities. But he will not remember this unless organized publicity keeps reminding
him. If the industry will bend the same effort toward safeguarding its future that it does in
trying to wriggle out of trouble after it develops, future trouble will be avoided. The task
is worthy of the same high level abiht)' as the current stoppages have brought forth.

And there are the further noble motives of patriotism and peace, for our national efforts
in other parts of the world are being obstructed by lack of shipping.

It has been said that a stroke of the pen can fix most world troubles. Let the mighty pen
start moving.

OVEMBER . 1948 Page 35

The new P2-SI -DN I— V-2000.

BEGINNING WITH the March 1947 issue of the
Pacific Mar/tie Review and subsequently in May and
November of 1947 elaborate descriptions were published
of the V-2000 Round-the-World ships for American
President Lines of San Francisco. Many months of nego-
tiations between the company and the Maritime Com-
mission resulted in an award for the construction of three
of the proposed five ships to the New York Shipbuilding
Corporation, Camden, N. J., on its bid of $10,671,000
each.

The consummation of these negotiations was brought
about through the able planning and energies of George
Killion, president of American President Lines, and the
sympathetic cooperation of Admiral Smith and the other
members of the Maritime Commission who had to devise
the financing on a budget which leaves very little oppor-
tunity for the shipbuilding program.

Since the plans for the ships were first published in
this magazine, numerous changes have been made in
profile and superstructure as well as in the passenger
accommodations. The latter have been altered to provide
first class staterooms for 228 passengers against an orig-
inally planned 189. Final deck and machinery arrange-
ment plans will come later.

The V-2000 was planned on lines somewhat between
the C-3 cargo and passenger vessel and the P-2, best
known at present as the Presidenf Cleveland type, and the
ship comes up with the official designation P2-S1-DN1.
George G. Sharp is the architect.

Principal Characteristics

Length — over all, about 536' — 0"

Length— B. P 500'— 0"

Breadth— Molded 73'— 0"

Draft — Maximum Molded 29' — 6"

Page 36

Depth — Molded to Upper Deck at side... 49' — 0"
Passengers — Floor Beds, Sofas and Upper

Berths 228

Speed 19 knots, cruising

Crew Approximately 165

Cargo Capacities (Estimated)

General Cargo Capacity 424,000 bale cu. ft.

Refrigerated Cargo Capacity 60,000 net cu. ft.

Cargo Deep Tank Capacity 48,000 net cu. ft. ^

Total Capacity 532,000 cu. ft.

Tank Capacities (Estimated)

Fresh Water 206 tons

Fuel oil (98% full) 2,429

Clean Salt Water BaUast 194

Total Capacity of Tanks 2,829 tons

The streamlined profile is illustrated in the artist's c
sketch of the ship at the beginning of this article and i
the interior arrangement of the stack house is shown on
the accommpanying plan.

Future issues of this magazine will contain elaborate
detail of passenger and cargo handling equipment. At
this date only the main propulsion units such as turbines,
boilers and control system have been selected and con-
tracts for even these are still uncompleted. Commitments
have been made for complete General Electric propul-
sion, Babcock & Wilcox boilers with Ljoungstrom air
preheaters installed in the uptake of each boiler, Hagan
control systems, and Worthington pumps. In this issue
only the hull and machinery specifications will be dis-
cussed.

Resistance and self propelled model tests will be con-

PACIFIC MARINE REVIEW

Cted at the David W. Taylor model basin at the ex-
] nse of the owner.

ii| Hull Description

I The ship is to be a steel cargo-passenger vessel with
■( rved stem and cruiser stern. There are to be three
(tnplete decks — upper deck, "A" deck and saloon deck

and flats at various levels. A promenade deck is to
(tend over the upper deck amidships for about one-
tird of the vessel's length and, above this, shorter offi-
.iW and navigating bridge decks.

The double bottom shall extend from the fore peak
lilkhead aft to frame 179 and be subdivided into tanks
Ir carrying fuel oil.

Machinery is to be located amidships with four holds
irward and three aft arranged, as shown on contract
pns, for stowage of dry, refrigerated and liquid cargoes.
tirgo is to be handled through hatches and side-ports
ving overhead gear and conveyors.

The ship is designed to have a total displacement of

.lout 19,600 tons on a loaded draft of 29 ft. 6 in. in salt

■Iter, and a total deadweight of about 10,600 tons of

ji.hich about 7,800 tons is cargo deadweight. Construc-

' pn is to be under special survey of the American Bureau.

The vessel is to be built on the transverse framing

stem, of all welded construction except shell seams
ijtside of inner bottom which are to be riveted, with

itts welded. It is provided that special care be exercised
welding to avoid notch defects and discontinuities in

ain structural members or members attached to same,
ueneral thickened plates rather than doubles to be

red where required. The architects have written into

I- specifications knowledge gained from wartime and

istwar experience with welded ships.

Nine watertight bulkheads divide the hull into ten

ain watertight compartments. First, starting from the

)w is the conventional forepeak; then in order, holds

o. 1, 2, 3 and 4; then the machinery space, holds 5, 6
id 7, and last the afterpeak. Watertight bulkheads No.

and No. 2 forward are complete from the tank top to
It upper or weather deck. Bulkheads 3, 4, 5, 6 and 7

c complete from tank tops to A deck. Bulkheads 8
id 9 extend from tank top to upper deck.
j The compartments thus formed are in turn divided
|to many spaces for various uses. The fore peak houses

e bos'n's stores, the anchor chain locker, a salt-water
allast tank; and a room on the first flat accommodating
ie motors for two vertical capstans on the upper deck
nd the resistors for the controls of these capstans and
t the anchor windlass.

j Hold No. 1

I Next aft is Hold No. 1 which is 73 feet long fore and
ft and is served by two hatches through each of four
:cks: the upper or weather deck, A deck, saloon deck,
d a flat. The weather deck hatches are fitted with
t-off pontoon covers and on all the other decks the
ivers are metal hatchboards. The forward hatch of this
lid is 16 feet thwartships and 20' 3" fore and aft. The
ter hatch is 32 feet thwartships and 17'6" fore and
jFt.

j Heavy king posts are located between these hatches
Hth a small deck house between the posts for cargo air

jlOVEMBER • 1948

conditioning equipment. Uach of these posts carries a
10-ton 55-foot boom on its after side and a 5-ton 55-foot
boom on its forward side. Each boom is served by a
winch. The reason given for this unusual arrangement of
hatches is that a much greater space on the decks can be
reached spotting cargo loads off the hook than with the
conventional single hatch. All the usual Maritime Com-
mission standard equipment for cargo holds is fitted,
such as connections for smoke detection tubing, connec-
tions for COu fire extinguishing; ventilating ducts and
outlets for cargo conditioning air; access ladders; and
cargo battens. Cargo battens on this ship except where
excessive curvature of the vessel's form indicates hori-
zontal battens will all be vertical. This type of batten
fitted between frames offers better protection to the
cargo and increases the cubic capacity of a hold about
1 per cent.

Hold No. 2
Hold No. 2 is 62 feet 6 inches fore and aft and is
arranged and equipped similarly to No. 1 from the A

George Killion
President of American President Lines

deck level down, except that both hatches for this hold
are 32 feet athwartship and 17 feet 6 inches fore and aft
On the A deck level there are large compartments port
and starboard for special cargo, a strongroom, and a
room for cargo air conditioning machinery. The after
hatch is trunked passing through a large baggage room
from A deck to the upper deck. Between the hatches on
the upper deck is a heavy steel mast serving as a king
post and set on the centerline of the ship. Surrounding
this mast is a T-shaped house enclosing lockers for deck
gear, companionway to saloon deck and a room for cargo
air conditioning. This house supports pads for the lower
ends of four cargo booms, two 10-ton 60 feet 5 inches
long, and two 5-ton 52 feet 6 inches long. In the trunked
portion of the after hatch is fitted a hinged platform,
with a portable rail, about 8 feet by 17 feet, that offers an
excellent plan for handling heavy baggage. A four foot
wide watertight door through the after bulkhead of the

Page 37

General arrangement of cargo-passenger vessel sfackhouse for American President Lines' V-2000.

Page 38

PACIFIC MARINE REVIEW

.Itch trunk gives access from this platform directly into
l.iri^f baggage room fitted with ample racks and shelves
J make baggage accessible to the passengers, an idea that
/ill undoubtedly find great favor with passengers on the
')ng Round-the- World trip with its wide variations in
limate.

Hold No. 3
Hold No. 3 is a cargo hold only below the saloon deck
jjvel. From the tank tops to the saloon deck level it is
ijled with cargo oil tanks which are loaded through side
icrts, and a 5 feet by 7 feet hatch in the saloon deck.
!^he six cargo oil tanks will accommodate approximately
i200 tons of oil. They are .so designed that the interiors
re entirely free of stiffeners and all corners are rounded,
ihe design is based on former experience of American
(resident Lines with tank cargoes. Just aft of this pas-
age is the passengers' dining room, roughly 44 feet fore
nd aft and 70 feet athwartships with an inset 1 2 feet by
5 feet taken for stairways, elevator and lockers. On A
eck level this vertical division includes: seven passenger
)oms; chief purser, and chief steward's room, a room
2 stewardesses and 1 child's nurse; the barber shop,
itomatic telephone exchange; music broadcast room;
le passenger elevator; main staircase; pantry and various
3ckers. No. 3 hold is 50 feet fore and aft.

Hold No. 4 — Main Galley

The main galley which prepares meals for the entire
omplement of passengers and crew is all electric, and is
irectly aft of the main dining room on the saloon deck
nd directly over Hold No. 4 which is completely devoted

0 dry and refrigerated galley stores. On the tank tops
nis space embraces a large refrigerated chamber on the
•ort side for fruits and vegetables; tanks for milk and for
resh water amidships; and butter and eggs, ice cream
nd beverage chambers and an ice-cream making com-
lartment on the starboard side. On the 14 foot 4!/2 inch
at are: fresh water and distilled water tanks amidships;
oultry, fish, chilled and frozen vegetable rooms, star-
oard; and a large meat room port.

On the 22 foot 9Vi inch flat are the dry stores, the
lip's laundry, and the clean linen lockers. These stores
re loaded through side ports and athwartship passage
n A deck and brought down to the various levels by ver-
cal conveyor and elevator. They are all very convenient-

1 arranged both for ease of stowage in loading and acces-
bility from the galley.

There is ample room for stowing large quantities of
sfrigerated foods and the space allotted to the various
ategories indicates the planning of well balanced menus.

he galley takes a space of 40 feet by 70 feet and is very
i'ell arranged. From forward aft on the starboard side
jre arranged, the cold pantry, the bakery, and the pot
nd pan scullery. Port side houses the dish and glass
:ullery, the butcher shop with its service refrigerator;
nd the vegetable preparation room. Against the forward
ulkhead is a coffee pantry, the cook's office and a silver
oom. At the after bulkhead is a silver cleaning room;
be conveyor and elevator system for loading and unload-
ig stores, and the access stairs to A deck above and the
ats below.

The system of doors into the dining room is arranged
or entrance from the galley only on the starboard side,

iJOVEMBER • 1948

and exit from the dining room only on the port side.
Above the galley on A deck are the passenger entrance
lobby, purser's office, purser's workroom, novelty shop
and some crew accommodation.

Machinery Space

In the machinery space, which occupies 70 feet of the
length, and at the saloon deck level directly aft of the
galley, there are flats port and starboard with fore and aft
passageways directly outboard of the machinery space
casing and giving access to: the deck officers' mess, and
the stewards' mess starboard; and the crew's mess and
petty officers' mess port. A pantry on each side facilitates
service to these messes. On this same level amidships is
the engineers' shop and side ports for loading fuel oil
and engine room stores. On the A deck level above this
space are the fidley, engineers' stores, fan room, elec-
tricians shop and crew accommodations.

It is noteworthy that the modern plant for fueling the
passengers and crew of this ship occupies approximately
the same proportion of the length of the hull that former-
ly would have been occupied by the vessel's steam pro-
pulsion plant in the days of Scotch boilers and "up and
down" engines. The modern high pressure water rube
boilers and high speed reduction gear turbines of this
ship are all enclosed with ample room for accessibility in
a space less than one-third that occupied by the crew and
passenger fueling plant mentioned above. In other words,
it takes much less of the revenue cubic of a modern cargo
and passenger liner to fuel 12,500 horses than it does to
fuel 347 men and women. Most of the fuel for the horses
is carried in the non-revenue double-bottom tanks where-
as the fuel for passengers and crew occupies practically
the whole of one hold.

Afterholds

On A deck over the after end of Hold No. 5 there is a
thwartship passage with side ports and a pair of vertical
conveyors serving the A deck level down. A 10 feet by
16 feet hatch trunked from promenade deck to A deck
also serves this space. In all the handling, the cargo
through side ports overhead gear will be used.

Holds No. 6 and 7 have practically the same arrange-
ment as No. 1 and 2 forward, except that in addition to
the regular 5 and 10 ton booms No. 6 has a 30 ton 70
feet boom fitted, and that No. 7 has only one hatch which
is 32 feet 6 inches fore and aft and 20 feet thwartship.

The after peak at the saloon deck level houses the
hydro-electric steering gear and on the A deck level takes
care of the ship's brig, lamp, paint and chain lockers,
engineers' and bos'n's stores and carpenter shop.

These arrangements of the principal watertight sub-
divisions of this design show careful planning for con-
venience and economy in the functions of passenger ship
operation. It will be noted in the foregoing description
that all commissary and refrigerated stores are located
directly below the main galley and all the dining rooms,
both passenger and crew, are directly contiguous to the
galley fore and aft, and on the same deck level. The
tankage cargo is complete in another hold subdivision.
All refrigerated cargo is completely and exclusively in its
own watertight hold division. The baggage room is very
conveniently located and efficiently served through one
of the main cargo hatches.

Page 39

The C-2 after conversion.

7{Jate%(Ha(^ ^e^t ^(^a^t ^^tue%^M(€A

ONE of the most interesting mass conversion jobs yet
to be undertaken in this country is that of the Water-
man Steamship Corporation now in progress in five
Pacific Coast yards. Waterman purchased eleven C-2
vessels and completed the conversion of one of them, the
Claiborne, in the yard of Gulf Shipbuilding Corporation,
Mobile, owned by Waterman,

During the war, Waterman's Repair Division had
performed a staggering service: Fifty vessels completely
armed and readied for war. Extensive repairs and altera-
tions to 94 ships. Voyage repairs to 831 vessels. Twenty-
four major conversion jobs, including two passenger
liners converted to troop transports and one troop trans-
port converted to a hospital ship.

Ten C-2 vessels were let out on competitive bid to
West Coast yards and the big job is now well under way.

Two of them. Hotspur and ]nhn Land, went to Todd at
Seattle: two more, Typhoon and Delsanios. went to Todd
at San Francisco; War Hawk went to Puget Sound Bridge
& Dredge for conversion and to Todd for drydocking;
three. Young America, Golden City and Herald of the
Morning, went to Everett Pacific Shipbuilding & Dry
Dock Company, Everett, Wash.; Winged Arrow went to
Bethlehem, San Francisco; and Dashing Ware went to
Triple A Machine Shop, San Francisco. The jobs aver-
aged well over a half-million dollars.

The work to be performed on these vessels varies
somewhat with the ship. Certain of them were in use
as cargo carriers before being converted to troopers.
Some were in lay-up fleets. All had Armed Guard and
other defense features which had to be removed. All
have now to be reconverted to cargo-passenger use, the

t^ -^ Waterman stack insignia on the Mobilian (ex

''lA'i ■ Typhoon), one of their eleven new C-2s.

Page 40

PACIFIC MARINE REVIEW

passenger facilities being the usual twelve limit. General
particulars for all eleven of the completed C-2s will be;

Length 439'

Beam 63' 1"

Depth 27' 6"

D. W. Tonnage 10,500

Passengers . 12

Most of the ships were built at the Moore Dry Dock
Company's yard at Oakland.

When their conversion is completed, Waterman will
have a fleet of 55 wholly owned dry cargo ships, the
largest under the American flag. In addition, the com-
pany operates a considerable number of chartered vessels
owned by the Maritime Commission. In conjunction
with Sudden & Christenson, Inc., Waterman operates
ship services between West Coast ports and Atlantic
Coast ports under the name of Arrow Line. Service
between West Coast ports and North European and
Mediterranean ports also has been recently inaugurated.

In addition to serving West Coast ports. Waterman
vessels operate a Far East service from North Atlantic
and Gulf ports; North European and Mediterranean
services from North Atlantic and Gulf ports and a weekly
Puerto Rican service from Gulf ports. A U. S. Atlantic-
Gulf coastwise service is operated by a subsidiary cor-
poration, the Pan-Atlantic Steamship Corporation.

Captain Norman Nicolson, President of the Water-
man Steamship Corporation and many of its subsidiaries,
is a native of San Francisco.

Most of these new ships will be significantly renamed.

Passenger sfateroo

the Claiborne having succeeded Cherubim. Claiborne
was the first American governor of Louisiana.

Hotspur becomes Stonewall Jackson, after the Con-
federate Army general.

John Land becomes Jeff Davis, after the President of
the Confederate States.

Wiiii^ed Arrow becomes Fairhope. a city on Mobile
Bay.

Below: Waterman routes on Atlantic and Pacific.

NOVEMBER . 1948

Page 41

Page 42

PACIFIC MARINE REVIEW

Shifting-bar caging protects two manholes and ladders

in No. 5 hold. Tonnage opening (right) with shifting

boards in place.

Typhoon becomes iMobilian, after Waterman's home
port.

Dashing Wave becomes Choctaw, the ancient Indian
tribe inhabiting the Mobile area.

Dehantos becomes Chickasaw, after the city of Chicka-
saw, Alabama.

Herald of the Morning becomes Citrus Packer.

Golden City, named for San Francisco, retains this
name.

War Hawk, named for Southern Congressmen of the
1812 era, also retained.

Young America, named for the famed clipper ship, is

Arrangement of all decks and holds of "Young An

also retained.

These conversion jobs from troopers to commercial
vessels amount to an almost complete rebuilding of the
ships.

First, of course, comes the removal of defense installa-
tions, military features, wartime emergency requirements
and troop accommodations. These are to be found
throughout the ship, and many bulkheads, plates, doors,
hatches, manholes, wiring, piping, painting and cement-
ing have to be restored to original conditions.

The new installation of passenger quarters, extended
bridge deck, new cargo compartments, new heating and
ventilating and refrigerating equipment, and new cargo
handling equipment on deck and in the holds, compare
in cost with similar work in a new ship. The shortened
time schedule allowed for these jobs indicates efliciency
on the part of the shipyards.

But these major divisions of work do not tell the whole
story. Everything about the ship must be examined, and
every bolt and nut must be tested. Insulations and linings
must be replaced, masts, kingposts, booms and cranes
renewed, moved, tested and re-equipped. Piping and
drainage, fire detection and extinction, life saving equip-
ment, sanitary fixtures, hardware, salt water systems,
propelling machinery, reduction gears have to be gone
over, replaced or repaired and tested. Line shafting was
polished.

Shifts were made in the tanks — fuel to cargo, cargo
to fuel, fuel to ballast, fuel to fresh water — with added

provision for liquid cargo handling.

The main turbines. General Electric 6,000 horsepower,
are to be retained, but completely overhauled, as are also
the emergency turbo generators and emergency generator
Diesels and all electrical and navigational equipinent.
No provision is made for radar. The propeller is to be

Top: No. 5 Hold and Lower Hold on Typhoon converted

from Troop-bunlting space.

Bottom: Looking down into No. 2 Hold. Deep tanks

have just been coated with vegetable oil to carry edible

oil cargo.

NOVEMBER

I 948

Page 43

trimmed and the rudder tested. And the Waterman W
to be painted on the stack.

And full housekeeping equipment goes aboard to re-
place newly needed or missing items. It is noted that
there should be three corkscrews in the inventory but
there are three missing.

Waterman in the Air

As early as 1939 plans were formulated for establish-
ing an airline to parallel the company's ship lane to
Puerto Rico, thus to render a better service to the island
Waterman had served for two generations. Equipment
was purchased and survey flights were made in 1940.
Outbreak of war prevented establishment of the air line
at the time, but a skeleton organization continued to lay
plans and conduct research. In addition, the company
established and operated a pilot-training program for
the Army.

Soon after Victory, the company acquired more planes.
Waterman Airlines established a service within the State

Model of Waterman Steamship Company's new office

building at Mobile. When completed, this building is

expected to be just about perfection in convenience,

lighting and ventilation.

Four Alabamans on the Typhoon, all Waterman men,
out from Mobile to handle Bay area Waterman con-
version program. They are H. D. Hall, electrical in-
spector; J. W. Foster, hull Inspector; R. L Bean, resi-
dent engineer; and G. A. Slocum, Jr., hull inspector.

Make-Up of a C-2 Crew

Deck Department

Captain 1

First Mate - 1

Second Mate 1

Third Mate 1

Jr. Third Mate 1

Radio Operator 1

Boatswain 1

Seamen — Able Bodied 6

Seamen — Ordinary 3

Maintenance 3

19
Engine Department

Chief Engineer ._ - 1

First Asst. Engineer 1

Second Asst. Engineer 1

Third Asst. Engineer 1

Tr. Third Asst. Engineer 1

Electricians 2

Oilers 3

Firemen 3

Wipers 3

16
Steward's Department

Chief Steward 1

Chief Cook 1

Baker 1

Second Cook 1

Messmen 3

Utility Men 4

11
Full Crew 46

Page 44

of Alabama. Later it commenced flying to additional
destinations on a non-scheduled basis. This restriction
of operations was necessary because the Civil Aeronautics
Board had denied any American steamship companies
the privilege of operating inter-state scheduled air serv-
ices.

PACIFIC MARINE REVIEW

7<^ ^c^Ae^ S^i^d<^^i^tc(M. cutcC ^(fcOia^^cifr^c ^e^el

"Sfre^tcen. ^. ^aind

(*/

By H. n. HANSON

IN THE CONVERSION of LT (Large Tug) 581 to
the Fishery Exploration Research and Hydrographic
Vessel Spencer F. Baird. work was commenced at Sausa-
lito in December 1946 and completed in San Francisco
July 1947. Oceanographic and biological studies and
experimental fishing operations are being conducted
with this vessel to provide basic information on the
fishery resources of the Philippines and also to test
methods of fishing which can be adopted by the Fish-
eries of that region as well as our Fisheries as a whole.
A brief article about this vessel was published in the
Pacific Marine Review recently.

The Spencer F. Baird is an all welded steel vessel with
raised forecastle deck, steel main and boat deck houses

conversion

and pilot house. The overall length is 143' 5", breadth
3.V and a depth of 17', draft 11 '6" forward and 14' aft,
Diesel powered with 2,950 HP, 12 cyl. Veetype General
Motors Diesels, turning 750 RPMs, driving electric mo-
tors, through reduction gears to a single shaft propeller
motor, turning a propeller 9'6" diameter with 7'4" pitch,
at 160 RPMs, wlnich allows great flexibility of operation.
This was one of the desirable features in selection of the
vessel since bare headway at times would be important.
Normally the vessel's free speed was 11.5 knots.

One 60 KW and one 30 KW generator were in the
original installation. The 30 KW was removed and re-
placed by a duplicate 60 KW set. The switchboard was
increased in area by 25 % to take care of additional
circuits for pumps, compressors, evaporator, and other
new equipment.

Changes and additions were made as follows:

The steering gear was all above deck. This was re-
moved, rudder stock shortened and quadrant placed be-
low deck in lazaret, and chain led through pipe fairleads
to steering engine in aft engine room. The afterdeck was
cleared of all bitts and other obstructions, the hatch was
moved forward is far as possible in the limited cargo
hold to permit of carrying large combination bait and
cargo tanks and brine tank. The towing winch and power
capstan were removed from deck house, so the enclosure
could be used as a laboratory room. The derrick mast was
removed and a heavy duty main mast installed with 5-ton
boom, gear and stays, as per photograph. The boat deck
was extended outboard to ship's side to provide more
deck space on boat deck and create a shelter at the same
time over main deck. The wheelhouse was extended to
provide added space for the captain and chief scientist.

The largest single item in the conversion was to build
the bait, brine and cargo tank, which cost alone about
$50,000. It was a rather complicated structure consisting
of five tanks. The two bait and cargo tanks were 6200
gallons and 5000 gallons respectively; the after brine
tank of 2550 gallons, the two side brine tanks of 1550
gallons each. These were made of welded steel with ply-
board sheathing.

In light of the fact that very little information has been
published relative to the detail specifications of the bait
tanks on tuna vessels, it is felt that a detailed descripiton
of the building and operation of this tank would be
beneficial to the reader and possibly to the fishing indus-
try.

The bait tank, cargo and brine tank were all-welded
steel with I 4" and 3/16" shell and bulkheads, with 4" x

LT 581 converted to Spencer F. Baird.

This paper presented
Architects & Marine Engine

J

NOVEMBER • 1948

Page 45

Outboard profile with sectional cutaway showing machinery arrangen

3" X 14" stiffeners, having cork insulation, 4" thick all
around and between the tanks, with V2" plyboard all
over the exteriors, (plyboard being used to keep fisher-
men from damaging their hooks, and for the added
reason of cutting down the transfer of heat). The hatches
built over each tank were 5' x 4' x24" deep for large
tanks, with 2 feet square hatches over smaller side brine
tanks. All these were fitted with top hatch covers of 1"
plyboard, with a lower insulating cover or cold stop in
two sections. These were built of plyboard with 3" of
cork between.

The bait and cargo tanks had 4" x 6" inflow or supply
lines which were led into the top after corner of each
tank. In each supply corner a rectangular segment was
welded in the full depth of tank with a perforated screen
full depth of tank to break the water stream down to
avoid damage to the bait. This strainer is so arranged that

Brine pumps in alley bait pump tore.

water will be directed into tank so as to create a circular
motion of the water. The overflow is to opposite corner
of the tank and heretofore had been laid out to the exact
design as the inflow pipe and to same area. This has been
found to be insufficient in area and bait was carried
against the outlet screen plugging the screen and the fish
died because of the pressure of the overflow. In this case
we made the screen ten times the area of the discharge
opening, the discharge or overflow duct divided in half by
IVa" X llVi" weir boards fitted to a height of about 18
inches into hatches previously described. Hatches of
about 24" X 16" were built over the overflow pipe to
the height of the hatches at the center of the tank, which
is approximately 24", the water then flowing over the
weir boards down to deck level through opening in side
of tank, then overboard to shipside through 6" x 8" to
A'' X 6" sized discharge pipe through bulwarks.

The tanks were painted with white plastic paint. To
further give light into the bait wells a new type flood
light was made and fitted into fore and aft side of hatches
at deck of tank. So that flood light would throw full 200
watts of ligllt into tanks, a 10" fixed deck light was fitted
into side of hatch coaming with a welded steel casing
containing two 100 watt fixtures inside; the fixed light
was waterproof, with back removable for access.

The tanks were refrigerated throughout including the
brine tanks; the small tanks port and starboard carried
360 ft. and the aft brine tank 484 ft. of U'l" galvanized
pipe coils. The largest bait tank carried 906 ft. and the
aft bait tank carried 696 ft. of coils on AV2" centers. No
coils were placed in the hatches because of the insulating
cover at the bottom. In the bait tanks, only, 1/4" gal-
vanized wire mesh screen screwed on I's" x IVa" flat bar
frames set up in portable sections was fitted over the
pipe coils to keep the bait from becoming tangled and

Page 46

PACIFIC MARINE REVIEW

lodged back of the coils. The above refrigeration piping
was sufficient to maintain a temperature of 20 degrees
in the 90 to 100 degree t)utside temperature of the
Philippines. Thermometers were provided for observing
the temperatures mechanically and by recording dials
outside and above the tanks as well.

The brine tanks were fitted with 3" pipe supply lines
led into top of tank and arranged to fill at the bottom
also; this was for experimental work when freezing. For
observations as to whether freezing could be accom-
plished more readily by top agitation, or bottom, or both,
1 ' 2" drain valves were fitted at the bottom of each tank,
as no means were provided for pumping these tanks out,
relying on gravity for drainage. Small separate IV4"
agitator pumps were also piped and insulated, and ar-
ranged to create proper agitation for freezing.

Provision was made for aeriation of the bait tanks by
installing air lines to the bait water supply lines, again
for the purpose of experimenting with bait preservation
by aeriation.

The bait pump used was 8" suction and 6" discharge
Pacific Centrifugal Pump Model LDM turning 1750
RPMs, 1400 GMS at 20 ft. head and driven with 20 HP
motor. This pump filled the large 6200 gallon tank in
61 2 minutes, and the 4000 gallon tank in 6 minutes. The
5" brine pumps were connected to the brine tanks and
this filled the aft brine tank with 2550 gal. in 9 minutes
and the side brine tanks, totaling 3100 gallons in 7
minues. These pumps were also Pacific Centrifugal Pump
Model LDM turning 1800 RPMs, 300 GPMS at 20 ft.
head and driven with 3 HP motor. One extra pump was
used as a spare and bypass was installed to use either

Deep Water Navy Fathometer.

Mast and special rigging.

pump when needed, for agitation or supply. The picture
shows this installation.

As a matter of interest when each tank was filled, the
change in trim was measured and it was found that when
aft CL Brine tank was filled the change in trim was 8".
The side tanks were filled next and a change of 7" in
trim was noted. The smallest bait tank was filled next and
there was a change of 9" trim, and the largest tank was
filled last and the change of trim was 13" additional,
leaving the fishing platforms 2" above the water as
designed and shown on the profile plans. With the fore-
going data on capacities and filling times, it is hoped that
pertinent comparative design data is provided for future
designs in tuna vessels.

It will be noted that the fishing platforms were de-
signed several feet below the sheer line and not at the
deck sheer as on the ordinary tuna vessel. This was due
to the fact that insufficient weights could be placed
aboard the vessel due to lack of cargo space. Because of
the placement of the platforms, the bulwarks had to be
cut down to provide a fair working height for throwing
the fish onto the deck. This was satisfactory for this type
vessel when steady commercial fishing was not contem-
plated. Bait basins with circulating water were provided
for each fislicrman and agitation spray water pipe was
fitted into the outer platform frame, the pipes connected
by means of rubber hose between the frames. The plat-
forms were fitted all around the stern on this vessel rather
than on one side only as on the ordinary tuna clipper.
The pictures give the detail arrangement of the platforms
(Please mm to page 79)

NOVEMBER • I 948

Page 47

BRIT^r!; MEKIIHAIT WW

By MARTIN CHISHDLM
Iritish Naval and Shipping CorrEspDndent

ONE of the most important tasks of postwar recon-
struction with which Britain is faced is the task of
building up the Merchant Navy to enable it to meet the
country's needs for sea transport and to allow it to play
its full part as a world carrier. When World War II
broke out in 1939 the merchant fleet of the United
Kingdom totaled 16,900,000 gross tons. This figure in-
cluded dry-cargo ships and tankers of 500 gross tons
and over. It constituted over 27 per cent of the whole
merchant tonnage of the world. Losses during World
War II amounted to the immense figure of eleven mil-
lion tons, a figure which was almost as great as the
shipping losses of all the other allied countries put to-
gether. With these losses and other factors combined,
the United Kingdom was left in August, 1945, with a
Merchant Navy that totaled only some 12,800,000 gross
tons, and this in spite of vast wartime shipping con-
struction.

The figures for June of this year give some indication
of the magnificent effort that has been made by ship-
owners and shipbuilders alike to rebuild the merchant
fleet, for by the middle of 1948 our total tonnage was
already back to some 15,750,000 gross tons; that is to
say, we were more than half-way along the road to our
prewar tonnage figure. That is the over-all picture of
Britain's shipping position in terms of tonnage figures.

but these figures alone cannot possibly give the picture
in full, for the simple reason that they do not take into
account the age and condition of many of the existing
vessels which must be replaced before long by new
ships of modern design to enable her to take once again
her full place as a carrier by sea.

Reconversion Work
Simultaneously with the work of building new ton-
nage, both for the British and for foreign flags. United
Kingdom shipyards are pressing ahead with the work of
reconverting for peacetime uses the passenger and
passenger-cargo liners which were employed as troop-
ships during the years of World War II. This reconver-
sion work, which was begun in the spring of 1946 with
the release of the liner Oueen Elizabeth from Govern-
ment service, should be completed by the autumn of
next year. Seventy vessels totaling a little over 1,250,000
tons will be dealt with altogether under this reconversion
program. This figure, however, cannot give anything like
a complete idea of the reconversion problem because
practically every ship that came through World War II
stood in need of repair work or maintenance which had
had to be deferred during her years of war service. The
changes which had hurriedly to be made in ships to fit
them for the needs of war were, perhaps, most spectacu-
lar in the case of ships to be used for troop-carrying

f — ^^

BRITISH YARD LAUNCHES
BIGGEST SHIP OF YEAR

The largest vessel in the world to
be launched this year, the 31,000-
ton P&O passenger liner Himalaya
went down the slipway at Messrs.
Vickers-Armstrong Yards, Barrow-
in-furness, atter the launching
ceremony had been performed by
Lady Currie, wife of the P&O
chairman. The vessel will carry
1780 passengers and crew, and will
go into service on the express run
to Bombay and Australia, cutting
the service schedule from England
to Melbourne from 38 to 28 days.
She will have a raked stem and
cruiser stern, with one streamlined
funnel and a single pole mast. The
picture shows the Himalaya enter-
ing the water.

■"age

48

PACIFIC MARINE REVIEW

which, in many instances, had to undergo a complete
internal transformation. But the majority of other ves-
sels had to undergo modifications and changes of one
sort and another to enable them to carry the necessary
defensive armament. Many of these modifications have
had to be altered once again with the return to peace-
time trading, and figures given in the last annual report of
the Chamber of Shipping of the United Kingdom show
that, in all, reconditioning settlements will probably be
negotiated for between l,.i()() and 1,400 vessels. These
settlements will involve financial contributions by the
Government totaling somewhere in the neighborhood of
£ 1 5,000,000 ( $60,000,000 ) .

Turning for a moment to current shipbuilding one
finds that, according to figures published by Lloyd's
Register, there were on the stocks in June of this year
457 merchant ships totaling 2,243,703 gross tons in
yards in Britain and Northern Ireland. Two hundred
and seventy-nine of these ships are destined for the
British registry.

The transition from war to peacetime running has
involved considerable changes in the organizational side
of the industry. The problem has been to find a means
of relaxing the tight Governmental control of shipping
which was essential in World War II and at the same
time ensuring that the necessary tonnage is available to
handle goods in accordance with the Government's
import and export policy. It has not been found prac-
ticable at this stage to restore to the ship-owning com-
panies complete freedom from control, but an agree-
ment has been worked out between Britain's Minister
of Transport ( Mr. Alfred Barnes ) and the General
Council of British Shipping, and is now in operation.

Under this agreement the shipowners are responsible
for arranging among themselves that, within the limit
of British shipping resources, the necessary tonnage is
made available for meeting the needs of the Govern-
ment's export and import plans. To give effect to this
agreement the executive duties which are involved in
the necessary distribution of tonnage have been trans-
ferred from the Ministry of Transport to a body estab-
lished by the shipping industry and working under the
control of the industry's Shipping Advisory and Allo-
cation committee. This committee has under it two
standing committees, one handling liners and the other
dealing with tramp shipping. From this it might appear
that British shipping has now been decontrolled and its
handling passed back entirely into the hands of the ship-
owners. This is not in faa the case because all voyages
are subject to obtaining the necessary licenses. Moreover,
the Minister of Transport still has powers to direct ships
into particular trades and he remains responsible to
Parliament for the fulfillment of the Government ship-
ping programs. In a number of trades, too, control of
freight rates is still in the hands of the Ministry of
Transport.

Seafaring Becomes a Profession

World War II, in which British shipping suffered so
severely, brought about striking changes in the economic
position of British merchant seamen. From a casual
affair in which the seaman had to rely from voyage to

voyage on getting a ship, seafaring has been changed
into a profession which offers a degree of security that
the sailor has never before known. The change was set
on foot as far back as 1941 when a Government order
was issued regulating both the freedom of an employer
of seamen to discharge his employees and the freedom
of seamen to leave their ships. Side by side with this
wartime restriction, provision was made for continuity
of employment for seamen, leave on pay and the pay-
ment of wages while awaiting a ship. This measure,
dictated by the needs of war, has now been expanded into
a scheme administered by representatives of shipowners,
with the advice of representatives of both officers and
men, under which seamen can enter into two-year con-
tracts either for general service at sea or with a par-
ticular shipping company. Where a seaman signs a gen-
eral service contract he is liable to be assigned to any
ship, belonging to any company, which is requiring a
crew. If the contract is signed with a particular com-
pany the seaman remains continually employed by that
company alone. Men who sign these contracts are classi-
fied as "established seafarers" and during the intervals
between voyages, they receive in addition to normal
unemployment benefit a special supplementary allow-
ance. Certain qualifications are necessary before a sea-
man is eligible to rank as an "established seafarer"; these
include at least 12 months' sea service. The approximate
total of Merchant Navy manpower is now in the region
of 138,000 men, and it is hoped that of these as many
as 70 per cent who are eligible as "established sea-
farers" will sign these service contracts. By the middle
of this year nearly 50.000 contracts had been taken up.
In general Britain's Merchant Navy is not experienc-

Picfure shows: Framework of ship for the Norwegian fleet

takes shape on the slipways of a British shipbuilding

company.

Six whalecatchers and three cargo vessels are being con-
structed by an English shipbuilding company for Norwegian
shipping firms. World shortage of oils and fats is causing
a great demand for whalers, and a number have also been
built for Britain's whaling industry.

NOVEMBER . 1948

Page 49

TANKERS

An oil tanker under construction. The center bulkheads are
being erected on the bottom of the ship. Longitudinal
bulkheads run the full length of the cargo space and are
crossed by transverse bulkheads, thus dividing the ship into
a series of tanks. This system greatly strengthens the ship,
and breaks up the movement of oil from side to side, which
otherwise would cause dangerous instability in bad
weather. The individual tanks enable different types of oil
to be carried. The engines are generally aft and for safety
are separated from the tanks by double bulkheads known
as coffer dams. Small expansion tanks allow for the ex-
pansion of the oil at high temperatures. The first ocean
going tanker was built in Britain on the Tyne in 1886.

ing any shortage of men, although there is still some
shortage in engineer officers and junior navigation offi-
cers and also in fully qualified deck ratings. At the end
of World War II a Release Scheme came into operation
and, as was to be expected, many men who had served
throughout the war left the Service. In the first half of
1947 the total nimiber serving (excluding Asiatic sea-
men) fell to about 117,000. Over the last 12 months,
however, there has been a steady increase, and many men
who left the Merchant Navy under the Release Scheme
are now back at sea again.

The question of the welfare of merchant seamen is
receiving particular attention in a number of directions.
One notable step is to be found in the tendency towards
a greatly improved standard of crew accommodation,
particularly in deep-sea ships built during and since
World War II. These improvements include such items
as improved ventilating, heating and lighting systems,
and in many cases the provision of single or two-berth

cabins for members of the crew. All deep-sea ships
built during and since World War II have been fitted
with refrigeration, mess rooms and improved galleys
and there have been many improvements in the furnish-
ings of the crews' quarters, in washing arrangements and
similar amenities.

Investigations By Experts

An essential part of bringing the Merchant Navy to
its full peacetime efficiency lies in speeding up the turn-
round of ships in port and, in order to investigate this
problem, a Working Party has been established to ex-
amine the situation at various ports and to suggest
means of further improvement. Teams of experts have
already carried out investigations at London, Liverpool,
Hull, at the northeast coast ports, in the Bristol Channel,
in the West of Britain and on the rivers Clyde and Forth
in Scotland. Many of Britain's ports and docks suffered
under bombardment during World War II. Here are a
few facts and figures giving a general glimpse of a few
of the main dock areas. London itself has five dock sys-
tems, administered under the general control of the Port
of London Authority. These are the Tilbury Dock, the
Royal Docks, the India and Milwall, the Surrey Docks
and the London and St. Catherine's Docks. In addition
there is the passenger landing pier at Tilbury. The
Royal Docks, which comprises the Albert, the Victoria
and the King George the Fifth Dock cover between
them 237 acres of water and are reputed to form the
largest enclosed dock area in the world. It is worth re-
calling that the largest ship ever to berth in the London
River was the Mauretania which berthed in the King
George the Fifth Dock on her maiden voyage in 1939.
The total water area enclosed in the London Docks is
712 acres and the Docks have 44 miles of quays. One
of the chief postwar problems of the London dock area
is the reconstruction of storage sheds and the like which
were badly damaged during the blitz. New floating
cranes and three-ton electric cranes on the quays have
recently been installed. The main cargoes handled in
London are meat, wool, timber, grain and wines.

An interesting harbor innovation has been made re-
cently in Liverpool with the installation of a radar sys-
tem for bringing ships up the Mersey in thick weather.
The dock system at this port consists of a series of com-
paratively small docks covering a total water area of 459
acres with 28 miles of quays.

Southampton, on Britain's south coast, in addition to
providing deepwater quays for the largest passenger
liners and a drydock large enough to take any vessel
afloat, has fine bunkering facilities with a coal dock
capable of floating 2,000 tons of bunker coal at one
time. Its chief imports include coffee, cocoa, wine,
tobacco and all kinds of foreign and colonial produce.

The chief center of coal export is Cardiff with other
South Wales ports. On the River Clyde, Glasgow has
371 acres of dock water, while, on the Humber, Hull
provides 200 acres of docks with 12 miles of quays from
which a large export is carried on in coal, coke, grain,
iron, steel and vegetable oils.

Page 50

PACIFIC MARINE REVIEW

The Effect of Welding
On Dimensional Cluinges in Steel

By LEON L BIBBER
Welding EnrjiiiRHr, Camegie-Blinuis Sti^el fjiriKiiatidii

RIVETING, bolting, and other mechanical connec-
tions in general do not change the length, the thick-
ness, the physical properties, and other characteristics
of the steel they join, with the exception of possibly a
slight hardening as the result of the cold working and
local bulging caused by riveting. Welding, torch cutting,
and other thermal processes, on the other hand, can
markedly change the length, width, thickness, hardness,
tensile strength, yield point, microstructure, and state of
stress of the base metal.

The lengthwise shortening as a result of complete
heating of structural members is known to anglesmiths
and those who are directly involved in the hot forming
of plates and shapes, but is probably not widely known
outside of that small circle. Possibly the reason why
knowledge of this fact has not been wide-spread is that
the heating and forming are the first operations done,
and the parts are laid off after the shortening has taken
place. However, if for any reason a part had to be heated
after it had been cut to length, the shortening would be
at once apparent.

If a flat plate were to be torch cut along a line, the
heating during cutting would cause the main body of
the plate and the edge of the strip to expand. When cool,
the plate would be found to have shortened on both sides
of the torch kerf. Since the heating was local, shortening
would occur in the immediate vicinity of the kerf and
would not occur where heat had not been applied and
the result would be a permanent warp. (See Figure B. )

Warping as the result of torch cutting ordinary struc-
tural steels is inevitable. In most instances, particularly
in the case of short cuts, the warping which docs occur
may be so small as to be of no consequence, but the
warping is there and precise measurements would dis-
close it.

Thus far we have dealt only with the effects of heat
as such and not with the effects of welding. Let us now
consider the effect of the latter. We do not have weld
metal alone in actual practice; we have welded joints
involving both weld metal and the base metal.

Let us consider the mechanism by which shrinkages
are brought about. It will be apparent that the act of
depositing a weld is one of progressive spot heating,
with temperatures raised above the melting point. The

heating medium, namely the arc, creates an intensely
concentrated heat, resulting in very steep temperature
gradients. The resistance to expansion is obtained from
the cold metal all about the arc. The plate is not severed
as in the case of cutting, and the forces are resisted in
all directions. The upset occurs as a continuous ridge.
While the shrinkage characteristics of weld metal itself
are very similar to those of base metal, the raised bead
is not in a favorable position to exert forces on the plate
except in a longitudinal direction, and the added metal
may contribute very little to the total shrinkage.

Lest anyone be inclined to consider that the unit
shrinkages in terms of fractions of thousandths of inches
are negligible, it should be pointed out that the values
amount to total shrinkages ranging from 0.45 inch to
0.93 inch per 100 feet, — very appreciable amounts.

In a large welded joint there are metals having many
different physical properties and many different states
of stress. Weld metal is in general stronger than virgin
base metal and has a higher yield point. Its elastic be-
havior, however, is very similar to that of base metal.
Immediately adjacent to the weld metal the base metal
has been hardened and strengthened by the heat of weld-
ing. Tests have shown that this heat-affected base metal
has higher physical properties than even the weld metal.
At varying distances from the weld the temperature of
the base metal has been raised varying degrees above the
lower critical temperature, and the heat-affected base
metal at different points will have properties inter-
mediate between those of the strong heat-affected base
metal and the unaffected base metal. At two points only,
where the residual stress changes from tension to com-
pression, will the base metal be stress-free. The base
metal outside of those points will be subjected to residual
compression. The weld metal and heat-affected zones will
be in residual tension. (See Figure C. )

Since welding causes shrinking to a greater degree
than any of the thermal fabrication processes, and since
warping is the result of shrinking in one location and
not in another, it follows that welding is a very bad
offender as regards warping.

In a very large completely welded structure, such as
a ship, in which there are hundreds of longitudinal and
transverse joints, the total shrinkage resulting from

NOVEMBER • 1948

Page 51

welding is astounding. If a 400 fr. ship were completely
tacked together and then welded, the total shrinkage
would be about 8 inches, that is, about 2 inches per
100 feet. Not only would the ship have shortened, but
she would be badly distorted. In erecting large plate
structures, of which ships are a good example, the
shrinkage can be constantly corrected and allowed for as
the work proceeds. Joint openings can be increased,
large sub-assemblies used, and many other measures
taken. In the case of ships, special erection procedures-
have been used with such success that the bow and stern
were actually slightly depressed.

Before we leave the subject of residual stress, one more
point must be mentioned; namely, stress locked-up dur-
ing the act of welding. It was pointed out previously
that the maximum residual stress in completed joints was
in the longitudinal direction. This will be true if the
plates are relatively free to move during welding. If,
however, they had been prevented from moving toward
each other by external restraint, very dangerous trans-
verse stresses could have resulted. This situation can be
intensified by the notch effect of the unfinished weld.
Cracking of the earlier beads of weld metal can occur,
and the cracking may not be noticed by the welder and
subsequent beads of welding deposited over the crack.
Under the shrinkage stress of the cooling weld metal, the
crack may progress further into the weld. Two practical
remedies for this situation are at hand; the first, to pro-
hibit the welding of joints unless at least one member is
free to move, however difficult it may be to arrange in a
complicated structure, and second, to refrain from per-
mitting a joint to cool until the welding has been com-
pleted. Obviously the stress situation resulting from ex-
ternal restraint is quite dissimilar to that of local ten-
sion balanced by broad zones of compression.

The big question raised by all the previous discussion
is whether local residual stresses are dangerous. Local
plastic f3ow is the factor which dissipates localized stress.
If under certain conditions local plastic flow is prevented
from obtaining in sufficient degree, then the situation
can become critical. Low temperature can adversely
affect the ability of a material to flow plastically and in
all designs operating at low temperatures, whether' na-
tural or artificial, consideration must be given to this
factor.

In every case of failure in a welded structure, a stress
raiser has been present. The most usual stress raiser is
a notch. That notch can be either internal or external.
Notches can exist in a structure as a result of design.
Examples of such notches are re-entrant angles, square-
cornered holes, fillet-welded connections, and the abrupt
stopping of parts on a highly stressed member without
providing opportunity for smooth transition of stress.
Notches can also exist as a result of workmanship. Ex-
amples of this kind are flaws in weld metal and under-
cutting at the toes of fillet welds. The control of the
dangerous stress raiser, namely, the notch, is whoUy
within the hands of the fabricator, both from the stand-
point of design and workmanship.

It would appear, therefore, that residual stress which
exists in rolled beams, flanged, joggled, bent, and other

cold worked parts, as well as in torch cut members,
locally heated parts and welded structures need not be
feared per se; it is stress whether residual or otherwise
augmented by stress raisers in the form of notches that
can under a certain combination of factors become
critical.

The most usual and successful method of minimizing
the locked-up stresses resulting from cold forming, local
heating, welding, or any other process is stress-relief
annealing. Stress-relief annealing is the process of lower-
ing the residual stress level by heating the structure in a
furnace to a temperature below the lower critical point
and then allowing the weldment to cool slowly in the
furnace. By heating, the yield strength is lowered until
it has a negligible value of but a few thousand pounds
per square inch. When the yield strength of the material
is thus depressed and one part of the structure is pulling
on another, plastic flow takes place. The temperature is
kept below the lower critical point so that the trans-
formations described earlier will not take place. When
the heating has been completed, a very important part
of the process is the slow cooling to follow. For parts of
moderate size, permitting the furnace to cool down by
itself is generally satisfactory. However, in the case of
specially large structures, controlled cooling is carried

Arrangements for determining shortening due to longitudinal '

Page 52

PACIFIC MARINE REVIEW

Left: Thinning of spot-heated plate due to
shrinkage stresses.

Right: Effect of torch cutting on flat plate.

out and sometimes several days elapse in the process.

Two interrelated objectives are achieved by stress-
relief annealing: ( 1 ) the residual stresses in the part
are minimized; and ( 2 ) a considerable degree of tem-
pering is obtained whereby the ductility of the structure
is increased. Sometimes the former is the primary object,
as in the case where precise machining operations must
be subsequently carried out and ductility is of little im-
portance. In other cases dimensional stability is of little
concern, but ability to endure distortion and abuse is
paramount. However, as was pointed out above, one end
is not achieved without accomplishing the other.

The decision as to whether or not a part should be
stress-relief annealed is a difficult one, and generally
speaking there is no guidance but experience. In the
case of structures too large to put into furnaces, such as
ships, buildings, etc., the problem then becomes one of
deciding whether to weld. A great volume of general
experience has been building up over the years, so that
reasonably satisfactory decisions can be made in prac-
tically all cases.

As has been pointed out previously, the welding oper-
ation consists of progressively melting a small amount of
metal. This small globule of molten steel is not very
remote from the large mass of cold base metal of the
structure. The effect of this gradient is that of a rather
drastic quench and as a result, the steel which has been
heated to temperatures above the critical range may be
hardened. If the base metal is a normal structural steel,
the resulting hardness attains a nominal value and no
harm results. Hardness is a good indicator of strength
and the hardened metal could readily be strong enough

to develop the high longitudinal residual stresses de-
scribed previously.

However, if the base metal were a material of high
hardenability and one of considerable carbon, martensitic
hardening could result in cracking. The cracks known as
underbead cracks occur in the base metal and not in the
weld metal, and are due to the fact that stress is present
and that the quenched metal is incapable of flowing to
relieve the stress. Such steel is not amenable to welding
without special procedures.

Since the hardness described above results from the
heat abstracting capacity in the large cold mass of base
metal, then the prevention of this undesirable hardness
lies in taking away from the steel base its heat extracting
capacity; or as the process is commonly known, preheat-
ing. It is most surprising how effective are small in-
creases in temperature in preventing ill effects. For ex-
ample, steel lying in the sun on a hot summer day is
adequately preheated for many purposes. Steel heated
by means of hot water or steam to temperatures of 200-
212°F. is adequately preheated for other purposes. A
temperature of 350 F. is amply sufficient for almost
any structural purpose. However, when preheating is
done, a means of measuring the temperature involved
must be provided. Merely guessing at a temperature is
not satisfactory, because an improperly low temperature
may be obtained or costly gases may be used wastefully
in obtaining unnecessary temperatures. It should be
emphasized, however, that preheating is generally not
necessary for the ordinary structural steels, but is used
to prevent zones of low ductility in steels of greater
hardenability.

Quick Job on the Lurline

In only twelve hours of actual elapsed time, the San
iT.incisco Yard of Bethlehem Steel Company, Ship-
building Division, recently completed drydocking,
cleaning and painting of the entire underwater body of
the hull of Matson Navigation Company's luxury liner
Lurline. A job of this nature would ordinarily require

NOVEMBER

1948

more than two working days.

In addition to this, they lifted the ship's port high
pressure turbine casing, inspected the turbine rotor, and
reinstalled and rejointed the turbine casing — all in ap-
proximately 24 hours.

Page 53

When the "Mormacgulf" arrived In Los Angele? recently, rig-
gers and nnachinlsts were ready to take out the worn gear.
This picture shows the first step ot that job — removal ot the
generator gear housing.

Hobbing Machine Supervisor Baker examines the worn gear
while it is suspended from a crane on arrival at Sunnyvale.

Speedy Repair Service

As SHIPOWNERS KNOW WELL, one of the big-
gest problems of marine maintenance is the replace-
ment of important parts without tying up the ship. Such
a problem was recently faced by Moore-McCormack
Line, Inc., operators of the S. S. Mormacgulf. Northward-
bound between the Canal Zone and Los Angeles, this
ship developed an unusual noise in the engine-room. It
was caused by the increasingly rough operation of a gear
and pinion in one of the ship's generator sets, resulting
from years of hard service which included intensive
wartime operation. It was apparent that it would just
be a question of time until the gear went out com-

pletely.

The ship can function satisfactorily for a limited time
on two of its three generators, so it was decided to have
the pinion re-hobbed at the Westinghouse plant in
Sunnyvale, near San Francisco. The ship was scheduled
to continue to Vancouver, B. C, and return, and because
of short availability in San Francisco, it was necessary
to remove the gear and its pinion in Los Angeles.

The accompanying pictures show how the gear was
removed, taken to Sunnyvale for re-hobbing, and then
put back into operation, without any loss of the ship's
valuable operating time.

From Oil tu Coal

From oil-fueled victory ship to coal-fired collier is the
change which the S.S. Oakey L. Alexander underwent at
rhe Newport News Shipbuilding & Dry Dock Company
preparatory to her first voyage from the yard October 26
as a part of the Pocahontas Steamship Company's Atlantic
Coast coal carrying fleet. The ship is powered with two
B & W boilers equipped with spreader stokers.

The S.S. Oakey L. Alexander, formerly the S.S. Laconia
Victory, is the first modern American ocean going vessel
to be converted from oil to coal. The change was made
because the Pocahontas Steamship Company, owner of
the ship, found that it would be more economical to

operate with coal than with oil.

The ship bears the name of the president of the steam-
ship company and is the second company ship to be so
designated. The original S.S. Oakey L. Alexander, a small-
er collier, was lost in a storm in March 1947 enroute from
Norfolk, Va., to Portland, Me.

In addition to the change in boilers, extensive altera-
tions were made in the vessel to convert it to a collier.

The boilers which were instaUed in the S.S. Oakey L.
Alexander are sectional header, single pass boilers, each
of which has a normal capacity of 27,500 lbs. of steam
per hour.

Page 54

PACIFIC MARINE REVIEW

The hobbing machine goui to work. Onue th, ,_ ,^ ,. ntch-
anism is started, careful watch is kept to make sure that the
hob cuts the exact tooth-form. Machinist H. C. Brown has to
observe tolerances as close as .0003 of an inch for the re-
surfacing of this worn marine generator gear. The massive
apparatus is enclosed in a room which maintains constant
temperature.

When the "Mormacgulf returned from Vancouver, B. C, two
weeks later, the re-hobbed gear and pinion were waiting for
her af docltside in San Francisco. As soon as the gear boxes
were slung aboard, they were uncrated and then carefully
lowered into the ship's engine room two decks below. In this
picture, Westinghouse supervising field engineer, G. C.
Hutchings, gives the gear a preliminary examination as soon
as it arrives in the engine room.

This gear weighs 900 pounds and it's a tough job to swing It
into place without damage, in the confined engine-room space.
Furthermore, it must be positioned with as much accuracy as
if it were the iewelled shaft of a fine watch. Machinist crew
chief Hans Arfsten, right, and machinist R. Reynolds, left,
slowly lower the gear into Its bearings.

Arfsten makes sure all the teeth are OK, while
?r Caesar A. Tello helps him turn the gear.

NOVEMBER . 1948

Page 55

ii4'N'NTJT':!i'iW!^'iJ'»,iJffi'('.nw^iluii!i.ii iJnij^fyniM iii|i ■—

One of seven tandem tows heading to sea under the Golden Gate Bridge, San Francisco, for the long
voyage to Panama and on to Orange, Texas.

i^M^iem fouA^

OCTOBER 8 marked the completion of the largest
commercial ocean tow ever performed in the United
States. A major oil company purchased fourteen LST's
in San Francisco in the summer of 1948, and entered
into a contract with the "Red Stack Tugs" of the Pacific
Coast to tow these vessels to Orange, Texas. The LST's
are 327 ft. long by 50 ft. beam and displace about 3200
tons and are to be used in offshore drilling operations
in the Gulf of Mexico. The first vessels are now being
outfitted at shipbuilding yards along the Gulf Coast.

The "Red Stack Tugs" on the Pacific Coast have been
prominent in ocean and coastwise towing since 1883
and have made tows all over the Pacific Ocean and
Bering Sea. They are the tugs of the Puget Sound Tug
and Barge Company in Seattle, the Shipowners & Mer-
chants Tugboat Company in San Francisco, and the San
Pedro Tugboat Company in San Pedro. Five tugs were
used in this operation and two LST's were towed in
tandem by one tug. The first four tandem tows left San
Francisco about four days apart and proceeded to Balboa,
C. Z., where two of the tugs doubled back to San Fran-
cisco and the other two conducted a shuttle service be-
tween Cristobal and Orange, Texas. A fifth tug was dis-
patched from San Francisco with a tandem tow that
proceeded directly through the Canal to Orange, Texas
and the two tugs that returned from the Canal made a
through tow to Orange, Texas on their second trip. The
job was carried through in record time and with no

Page 56

difficulties, although one of the tows experienced some
exceptionally bad weather in the outer perimeter of the
great hurricane of September 19 that did so much dam-
age in Cuba and Florida, and caused the Holland-Ameri-
can ship Lochmonar to go ashore on Little Cayman
Island south of Cuba. One of the other tugs arrived in
Orange, Texas the day before the Texas hurricane of
September 3 and fortunately did not have to go through
this bad weather.

The oil company owning the LST's negotiated the
tows and placed the insurance through Johnson & Hig-
gins in San Francisco. Walter Martignoni of the firm of
Pillsbury and Martignoni surveyed the vessels and pre-
pared them for this long tow and approved the towing
arrangements.

Captains George Anderson, Kelley Sprague, George
McConnachie, George Aftlanson and Ross O'Laughlin
were masters of the tugs Hercules, Neptune. Relief. Sea
Prince and Sea Wolf making this trip. Four of the tugs
were powered with 1200 hp., turbo-charged Superior
and Enterprise diesel engines and one of the tugs was
powered with a 1900 hp. Fairbanks Morse diesel engine.
The tows traveled a distance of 66,822 nautical miles,
which is more than twice the distance around the earth,
without any mishaps. The fourteen vessels were de-
livered far ahead of schedule. The first tow left San
Francisco on June 18 and the last tow arrived at Orange,
Texas on October 8.

PACIFIC MARINE REVIEW

'act,

TRHne

Rtg. U. S. Pat. Ofi.

\m [\port Schedule

A new edition of the Comprehensive Export Schedule,
containing all export control regulations in effect on
September 30, 1948, has been issued by the Department
of Commerce through its Office of International Trade.

The new edition, No. 26, supersedes the previous one
issued on June 1, 1948, and includes all changes pre-
viously disclosed in Current Export Bulletins 459 to
485, inclusive.

Of particular interest to the export trade are the fol-
lowing:

1 — A new section describing OIT's enforcement regu-
lations. These regulations define unlawful practices in
the handling of export control documents, establish a
code of standards for persons appearing before OIT in
connection with export control matters; define respon-
sibilities of all parties involved in an export transaction;
and provide a detailed procedure to guide exporters in
preparing Shipper's Export Declarations.

2 — Extensive revisions of the sections dealing with the
issuance and use of export licenses. OIT's new licensing
procedure is set forth in detail.

3 — Description of the appeals procedure enabling ex-
porters to appeal regulations or administrative actions of
OIT.

4 — A one-page digest which lists the applicability and
limitations of all kinds of OIT export licenses.

Other parts of the schedule, including the Positive List
of commodities requiring validated licenses for shipment
to all destinations, are extensively revised.

Commerce officials pointed out that exporters should
use the Comprehensive Export Schedule together with
the Current Export Bulletins to keep up with changes as
they occur. Current Export Bulletins are mailed free of
charge to all interested per.sons on request. The new
Export Schedule may be obtained for 25c from any field
office of the Department of Commerce, or from the
Superintendent of Documents, U. S. Printing Office,
Washington 25, D. C.

San Friineisi;!! Firm Finiinces Pliint in IFulland

A San Francisco firm manufacturing steel drums, the
Rheem Manufacturing Company, is channelling money
and California-made equipment into Holland so that an
up-to-date factory of steel containers will soon start pro-
duction at Zaandam near Amsterdam in The Nether-
lands.

Partner in this venture is Holland's old established
Evenblij Vaten N. "V. at Koog aan de Zaan which has
been struggling to satisfy the ever growing appetite of
oil companies for high grade steel containers. Plans for
expansion of their plant were crippled by Europe's
chronic dollar shortage. Before dollar allocations could
be made available by the Dutch Government, American
private enterprise in search of good markets and sound
investment, breached the gap, and a company under the
name of Rheem-Evenblij was floated with a capital of
some $570,000.00.

Heavy and light steel containers and a new type of
drum with a special coating covering the inside will be
produced at Zaandam and made available to an avid
European market. Large orders from oil, chemical, fat
and fruit industries have already been received by the
new company.

Another European country, Belgium, is benefiting
from this venture. Belgium will — until such time as the
U. S. can export some of its steel — be the new plant's sup-
plier of raw material.

The machinery is selected by the technical staflf of the
Rheem company and a large part of the equipment is
being manufactured in their engineering plant in Stock-
ton, California. Mr. A. Lightfoot "Walker, general man-
ager of the foreign department of Rheem Manufacti:r-
ing Company, Los Angeles, will be on the board of the
new company in Holland.

Rheem company is no newcomer in the field of oper-
ating overseas plants. Largely following the needs of
the oil concerns, its plants have sprung up in Australia,
Malaya, Brazil, Canada, and Argentina.

NOVEMBER . 1948

Page 57

UlOi^LD
TRflDt

Cunard Conducts Business
In Fourteen Different Tongues

Transacting business with clients not conversant with
the English language presents no problem at the Cunard
White Star Line's main office in New York. To expedite
business dealings with such persons the company has in
its various departments 35 employees who can speak
fourteen different languages. One member of this lin-

guistic group is Huent in five while another can converse
in four.

Members of the group may be called upon by any de-
partment of the company to speak with clients in Nor-
wegian, Czechoslovakian, Danish, Dutch, Finnish, French,
German, Hindu, Italian, Maltese, Russian, Spanish, Swed-
ish or Urdu.

West Coast Foreign Trade

In June the United States exported goods valued at
$1,013,100,000, and imports were valued at $615,600,-
000. The following are the Pacific Coast June values of
exports and imports in millions oi dollars:

Exports Imports

San Diego 2.6 1.5

Los Angeles 15.2 17.7

San Francisco 27.9 23.7

Oregon ;. 2.0 1.8

Washington 14.3 12.7

.NIMAL a ANIMAL PRODUCTS
BIBLE

roOD a PAPER

10,402,128 *5,7ae,S47

lETALS a MANUFACTURES
xcept Mach'y

HEMICALS a RELATED
RODUCTS

ANIMAL a ANIMAL PRODUCTS
INEDIBLE

* 3, 786,69 1

IMPORTS AND EXPORTS BY TRADE ROUTE

SAN FRANCISCO CUSTOMS DISTRICT
1947

Pnportd b> GRAPHIC RESCARCH SERVICE- I94S

AREA
North Americo
Mexico a Cent. America
North So America a Canb
West So America
East So America
Scandinavia

United Kingdom a Ireland
Southern Africa

EXPORTS IMPORTS

$ 7.489.108 $ 7.0 12.867

10.351,879 21,489,252

16.789.758
7841.342

Z 1,083,709
8,372.789

31,447808
5,205,237

18060,718
6.863.773

28,594,250

2.036,537

324 1,042

23,048

AREA

North a West Europe
East Europe a fvlediter'n
Red Sea B Indion Ocean
Pocific a Far East Asio
Australia a Oceanio
West CoQSt Africa
East Coast Africo
CKAND TOTAL

EXPORTS

$ 39,792.418

I 1,739,830

23,147918

I 70,896,040

34684.639

46,578

916.836

J 88.894425

IMPORTS

J 2,955.467

1,790,335

10,803,452

75716.416

14,655,160

62,118

1 7.398

l94,05€tBB9

NON-METALLIC MINERALS

Source: Board of State Harbor Commissioners from U.S. Department of Commerce statistics

MACHY-VEHICLES

N»7,»44

MISCELLANEOUS

♦21.219,

age 58

PACIFIC MARINE REVIEW

These Too

Are
World Trade

Three seven-foot-high elephants, weighing a total of
8,150 pounds, strolled up the gangplank of Moore-
McCormack Lines' Good Neighbor liner Argentina at
Pier 32, North River, New York, and after being securely
tucked in, settled comfortably for a cruise to Buenos
Aires.

Liza and Jaga. the two smaller elephants, are shown
as they were greeted by the ship's bell boys James V.
Rocco and Jack Stidolph as they boarded the ship. The
third pachyderm. Holly, had already gone aboard.

The three elephants, all females, are part of a shipment
of forty that arrived recently from India. Holly, Liza and
Jaga have been purchased by the Gran Giro Americano,
a circus in the Argentine capital, and are en route to their
new home.

IU911LD
TRflD€

MARINE
INSURANCE

*

Cargo, Hulls, Motor Transit,

Parcel Post, Registered Mail

and other

Inland Marine Lines

•

T^THE HOME^

NEW YORK

SAN FRANCISCO LOS ANGELES

EXbrook 2-5600 Michigan 3661

565 Clay St. 639 S. Spring Sf.

MARINE MANAGERS
Clayton E. Roberts Alberto Martinex, Jr.

NOVEMBER • 1948

Page 59

Credit Conditions in Latin ilmerican Countries

Collections Paid, Collections Outstanding, and Confirmed Letters of Credit Outstanding August 31. 1948, as
Reported to Federal Reserve Bank of New York by twelve New York City Banks, and quoted by the Foreign
Trade Bulletin of the American National Bank, Chicago.

Collections
per cent of

paid during August;
total number of items

Outstanding Aug. 31, 1948
in thousands of dollars

Country

Schedule

of

Prompt

Payments

Prompt

Up to
30 days
slow

31 to
60 days

61 to
90 days

Over

90 days

Collections

Letters of

credit
Confirmed

Argentina

2

mos.

23.3

32.8

15.5

6.0

22.4

14,318

64,869

Bolivia

2

mos.

58.0

25.0

8.1

3.8

5.1

1,596

5.055

Brazil

6

wks.

3.7

3.7

15.6

14.5

62.5

53,384

16,008

Chile

2

mos.

36.8

7.6

6.1

2.9

46.6

4,745

9,878

Colombia

7

wks.

12.8

15.6

25.7

19.8

26.1

9,977

16,534

Costa Rica

2

mos.

18.7

2.2

0.9

0.9

77.3

1,018

525

Cuba

3

wks.

77.8

15.0

4.2

1.4

1.6

3.703

6,425

Dom. Rep.

1

mo.

72.4

15.2

4.4

2.9

5.1

582

1,805

Ecuador

6

wks.

63.4

23.4

■ 7.0

1.1

5.1

2,275

2,029

Guatemala

6

wks.

59.8

22.2

11.3

2.2

4.5

783

739

Haiti

1

mo.

88.2

8.8

1.4

0.8

0.8

327

410

Honduras

1

mo.

51.8

22.2

14.9

5.4

5.7

613

284

Mexico

1

mo.

78.4

13^9

3.3

2.2

2.2

3,331

29,204

Nicaragua

6

wks.

78.7

11.1

3.5

2.0

4.7

765

83

Panama

1

mo.

86.0

9.0

2.5

0.9

1,6

1,046

2,279

Paraguay

21

/i mos.

26.6

34.3

6.7

10.5

21.9

359

1,137

Peru

2

mos.

55.5

25.3

2.3

AA

12.6

2,759

3,976

Salvador

1

mo.

52.1

26.2

13.0

4.1

4.6

888

1,314

Uruguay

2

mos.

61.4

19.2

6.2

0.9

12.3

1.644

6,757

Venezuela

6

wks.

68.0

19.3

6.7

2.3

3.7

9,505

20,664

Br. Guiana

6

wks.

81.6

16.3

2.1

36

Du. Guiana

5

wks.

78.0

5.1

6.8

10.1

142

408

Fr. Guiana

5

wks.

Total

49.7

14.0

9^4

6.3

20.6

11.3,796

190,383

Jr. World Trade Associations Continue to Draw

There seems to be no limit to the interest in world
trade affairs on the part of the young men attached to
importing and exporting firms, as well as steamship,
insurance and other allied activities. The Associations in
Los Angeles and San Francisco are the means by which

their members keep in advance of non-members on
matters relating to their business. The photos below
show groups of recent additions to the roll of the San
Francisco Association,

rfels, Matson; Diric Van Meu's, Wlls
Art Anderson, Otis, McAlllste

Tian Bros. & Elliott;
& Co.

Tidewater
McKIlL

Associated;
.p, Geti Bro

Page 60

PACIFIC MARINE REVIEW

Admiralty Decisions -

By HAROLD S. UDBBS of San Francisco Bar

Maintenance Allowed for Seaman s Frolic

IN FRH\"I()US ARTIt:LHS, 1 have criiicizcd the rule of
Agiiilar V. Stunduid Oil Co., reported in 31H U. S. 724,
where you will recall the libelant, a seaman, was in-
jured in close proximity to the ship and was therein per-
mitted to recover maintenance and cure over the objec-
tions of the shipowner. Cases decided since that time
have on too many occasions taken the Aguilar rule as
a rule of thumb and permitted many seamen to recover
for injuries so far removed from the service of the ship
that it becomes somewhat ridiculous.

A case decided by our own Ninth Circuit Court of
Appeals, reversing the District Court for the Southern
District of California, is a good example of what I have
preached from rime to time. In the case of Ellis v. Amer-
ican HiUiiian Steamship Company, the District Court
denied libelant's prayer for wages, maintenance, care,
cure and repatriation based upon his disablement for
an injury claimed to have been received during the
course of his employment while in Manila, P. I.

Libelant shipped out of the port of San Pedro as
Third Assistant Engineer on the S. S. Cape Saunders,
signing shipping articles for a voyage to foreign ports
for a period not to exceed six months. The vessel ar-
rived in Manila. There the ship posted on its bulletin
board a notice stating that the only safe place of recrea-
tion in Manila was the United Seamen's Service Club,
a private, charitable, non-profit organization having a
club house, a restaurant and swimming pool some ten
miles distant from the ship. Following the advice of this
notice, libelant and a shipmate, the first assistant engi-
neer, were transported to the United Service Club. 'While
there the two friends had luncheon, libelant drinking
three bottles of beer — the size of the bottles not being
disclosed. A blood exainination in the hospital led to
a diagnosis, of which the libelant states:

"While we do not here contend that appellant was
definitely intoxicated, it does appear that his indis-
cretion may have resulted from the effects of alcohol
which is shown by the hospital certificate to have
been one milligram of alcohol per cubic centimeter
of blood over three hours after the accident."

The club rented to libelant and his companion swim-
ming suits for swimming in the pool and shortly before
three o'clock in the afternoon they began swimming
there. The water in the pool was not full up, there being
about four feet of water in the place where libelant was
injured while diving from a low spring board about
three feet above the surface of the water. Libelant was
an expert diver, but on his third dive struck the bottom

of the pool a glancing blow with his head which occa-
sioned the injury leading to his disablement.

Libelant was taken to the hospital in Manila where
he remained until after his ship had sailed. The Army
later flew him to San Francisco where he was again
hospitalized, he remaining there from November 18,
1945 to January 6, 1946. He then flew to Los Angeles.
There he was still under care of the United States pub-
lic hospital service until October 1, 1946. He was not
required to pay anything for the medical care which
he received because of his disablement. So far as his
ship is concerned, he was off ship duty at the time he
was injured at about 3 p.m. He was due to return for
either the 5 p.m. to midnight watch or the midnight to
8 a.m. watch that night or the following morning.

The libelant seeks to support the decree on the fol-
lowing grounds: (1) That the injury received was not
in the course of libelant's employment; (2) that the
libelants diving in the pool was wilfull misconduct
and (3) that the return of libelant to San Francisco in-
stead of San Pedro, California, was a sufficient per-
formance on behalf of the shipowner of the obligation
to repatriate him.

Libelant relies upon the decision of the Supreme
Court in the Aguilar case, supra. The Ninth Circuit
Court of Appeals cites with disapproval from the deci-
sion in Collins r. Dollar S. S. Co., which was decided
long before the Aguilar case, where the District Court
held that a seaman on shore leave, injured while in a
game of baseball, was not in the employment of the
ship at the time of the receipt of his injury. And also.
Smith V. American South African Line, where the sea-
man was struck by a motorcycle on a public street about
two miles from his vessel. The Ninth Circuit referred
to the discussion of the aforementioned cases in the
Aguilar case wherein the Supreme Court said:

'"We think that the principles governing shipboard
injuries apply to the facts presented by these cases.
To relieve the shipowner of his obligation in the case
of injuries incurred on shore leave would cast upon
the seaman hazards encountered only by reason of
the voyage. The assumption is hardly sound that the
normal uses and purposes of shore leave are 'exclu-
sively personal' and have no relation to the vessel's

I I'Iciisc linn to page S6)

luemn

TRflDf

NOVEMBER • 1948

Page 61

Andrew C. DIsher

Andy's dinner ai Port Engineer meetings is not limited

to the oat bun he is holding to his ear in this picture.

Port Engineer of the Month

SAN FRANCISCO

ANDREW C. DISHER

Df U. S. Array Transport Service

Many engine men who follow the sea were born
"among the heather," and no exception shall be made to
this statement when we speak of Andrew C. Disher. In
1903 this Senior Machinery Inspector of the U. S. Army
left his native Scotland on the Cunard steamer Caledonia
to wend his way to America to seek his fortune. Settling
in San Francisco, young Andy served his time as machin-
ist apprentice at the Union Iron Works, and later sought
employment sailing coastwise in the engine department.

From San Diego to Vancouver, Andy worked his way
up in ships of the North Pacific and the Pacific Coast
Steamship Companies, and rounded out his "outside"
time with a five year hitch with the Union Oil Company
on tankers. While waiting for a ship in 1916, he was
offered a temporary job as relief chief engineer on North-
western Pacific ferryboats, since one of the regular engi-
neers had pedalled his way to physical ruin on a wild
bicycle ride down the Sausalito hillsides. Despite the
quick recovery of the injured man, Andy's temporary job
lasted twenty-four years.

Andy served on them all, the Tiburon, the Sausalito,
the Eureka, the Cazadero, the Redivood Empire and
others, but his first love was the Tavialpais, the yacht of

Page 62

--With Tlie

the fleet. A familiar sight to all commuters, Andy stood
at the engine room door, clad in his blue uniform, four
stars on his sleeve for his twenty years' service, and the
gold inscription "Chief Engineer" upon his watch cap,
chatting with the friends he'd made through the years of
bay travel as each one boarded the vessel. Then the
stand-by " bell, and Andy would grab the throttle —
"Full speed ahead" and the Tammie would be on her way.

Memories of suicide jumps which broke the routine
of a trip to the time the Sausalito broke her walking beam
and the main rod tore up the Upper Deck Cabin, are
still in Andy's mind. "The grandest job a man could have
had," says Andy as he reminisced of his days on the
N. W. P.

Now Senior Machinery Inspector for the U. S. Army
Transports, Andy's looking forward to the day when he'll
retire and his only worry will be, "Where do the 49ers
play next Sunday.''"

Port Engineers Have Some
Great Meetings Scheduled

MARSHALL T. J. GARLINGER, member of the
Board of Governors and chairman of the program com-
mittee of the Society of Port Engineers, San Francisco,
has done a fine job of arranging programs for the Society
through 1949. The December 1 meeting, for which the
program is to some extent tentative, is expected to be
sponsored by the Combustion Engineering Company
and its San Francisco representative, the Robert L. John-
son Company, whose Messrs. Johnson, Burleson, Lasher
and Richards will show films on the building of a Com-
bustion Engineering Company boiler and the history of
boilers from 1882 to now.

A special feature on this program will be the pre-
senting of an ultra-slow motion technicolor picture show-
ing flames inside the boiler furnace and one showing the
action of steam inside a boiler under actual working con-
ditions. The latter picture will be offered by the Dear-
born Chemical Company.

During December at a time to be announced by post-
card to the members, there will be a stag parry and
smoker.

The January meeting will be handled by Navy officers
who will enlarge on the advantages for marine engineers
to belong to the Naval Reserve, in which eligible men
will be given advisory or consultant work during a

PACIFIC MARINE REVIEW

Port Engineers-

period of national emergency.

In February Walter B. Hill will address the meeting
on the application and maintenance of the Copes auto-
matic feed valve.

At the March meeting Westinghouse Electrics Mi-
carta Division will sponsor a discussion of the proper
engineering and design of Micarta applications to marine
work such as bearings, pump packing and electrical in-
sulation.

From April through December, one meeting will be
devoted to the non-destructive test of marine machinery
parts by means of X rays, gamma rays and magniflux.

Jack Crose of the Gisholt Company will conduct a
meeting devoted to dynamic balancing.

Hot plastic and bottom paint will come in for a dis-
cussion by Captain Petrie of the Navy.

Merrill Gigy, representing the Lakeshore Engineering
Company, will discuss deck machinery for ships.

Hydraulic steering gear and associated equipment will
be handled by Jim Crough who is associated with Hyet &
Struck. Jim was appointed during the war to instruct
Navy and civilian personnel in the handling of such
equipment.

A talk on the history of steam boilers will be presented
by Larry Rapp of Babcock & Wilcox.

A talk on the design of propellers, past, present and

future, will be offered by Durand Propeller Company's
Mathis.

And somewhere during the year an outstanding pro-
gram on what chief engineers should know about the
stability of vessels will be handled by President Phil
Thearle. Carl Wall and George Harlan of the Army's
Port of Embarkation are already at work on the program.

Los Angeles -Long Beach October Meeting

"Industrial Safety and Gases in Void Spaces" was the
subject of the October 6 meeting of the Los Angeles-
Long Beach Society of Port Engineers held at the La-
Fayette Hotel. The speaker was B. F. McDonald of B. F.
McDonald Safety Appliance Company, San Francisco.

His talk dealt with the gas hazards in ship repair.
Common hazards present in ships, he said, are combusti-
bles such as hydrogen and acetylene; toxic gases (CO",
H-S, and Cyanide ) ; oxygen inefficiency; and carbon
dioxide. McDonald's suggestions for the control of these
hazards was by the use of venturi tubes and blowers. He
stressed the importance of determining the presence of
gases. For protection he advised the use of canister-type
masks, air supply by means of hoses, oxygen breathing
apparatus and flame safety lamps.

George A. Bradford

Port Engineer of the Month

LDS ANGELES

GEORGE A. BRADFORD
Of World Wide Tankers, Inc.

A native of River Rouge, Michigan, George Bradford
went to Torrance, Cal., in 1921, and it was there that he
served his apprenticeship as machinist, tool maker and
designing engineer for the National Supply Company.

At the old Los Angeles Shipbuilding and Drydock Cor-
poration George was a machine shop foreman, and later
was promoted to night superintendent. For the Navy
George set up a training school for the training of
machinists and helpers. He worked for the West Coast
Shipbuilding and Drydock Corporation for a couple of
years, starting as an estimator and engineer, and was
promoted to assistant general manager and chief engi-
neer in charge of repairs. George was a Port Engineer
for Hillcone Steamship Corporation for a while, worked
for P. Banning Young as marine surveyor for the United
States Salvage Association and also did surveying for the
London Salvage and Marine Underwriters.

George prepared specifications for the S. S. ]ohn
Goocle. In June 1948 he began work for World-Wide
Tankers, Inc. as marine superintendent, and for Time Oil
Company as consulting mechanical engineer. He is a
vice president of Time Oil Company, of which World-
Wide Tankers is a subsidiary.

NOVEMBER . 1948

Pag,; 63

i^OH ^^/

KnOUILEOCE IS THE STRHICHT
COURSE TO HDunniEmEnT

by "T/je Skipper"

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

THE im OF THE iUTICAL ROilD

AS INTERPRETED RY CDURT DECISIONS THROUGH THE YEARS

In our issue of October and November, 1947, we
published under the above title a discussion of The Rules
of the Nautical Road. We have decided to discontinue
further discussions on this topic.

We desire to refer our readers for further informa-
tion on this subject to the excellent book entitled "The
Rules of the Nautical Road" by Captain Raymond F.
Farwell and copyrighted by the United States Naval
Institute.

Our articles under this title contained quotations from
the book authored by Captain Farwell, for which he was
given credit in the articles, and also contained material
which was similar to that included within Captain Far-

well's book, for which specific credit was not given to
Captain Farwell.

The Pacific Marine Review is glad to give credit to
Captain Farwell and to the United States Naval Institute
for any material contained in its said two articles pub-
lished in October and November, 1947, which is identi-
cal with or similar to that contained in Captain Farwell's
book "The Rules of the Nautical Road."

In publishing our articles, we believed that we were
sharing with the United States Naval Institute its mis-
sion in "the advancement of professional, literary, and
scientific knowledge in the Navy."

\m m% BY wmv methods

THIS ARTICLE is designed to give a short discussion
of some of the unusual methods of determining the
position of the vessel.

First, let us take up a condition where the body is near
the zenith or when the sextant altitude is near 90°. I'm
sure all navigators will agree that it is rather difficult to
obtain an accurate meridian altitude or noon latitude
sight when the altitude is extremely high. Due to the
fact that the azimuth changes quite rapidly and that the
altitude changes very slowly, we find ourselves chasing
all over the bridge trying to be sure we have the sun
at its greatest altitude. By comparison with other navi-
gators, who have been going through about the same
antics, we find quite often that our sextant altitudes differ
by from one to three or four minutes. Then no one is

sure of his sight.

A simpler and more accurate method of determining
the noon position is to make two observations. One
should be made just a few minutes prior to meridian
transit and one a few minutes after meridian transit.
Upon making the first observation, the G.C.T. is noted
and the sextant altitude is noted. The G.H.A. and Dec-
lination of the Sun is determined and the Geographic
position of the sun at the instant of observation is plotted.
Next, the corrections from tables A, B, and C of the
Nautical Almanac are applied to the sextant altitude to
get the correct observed altitude. This corrected altitude
is then subtracted from 90° to get the Zenith distance.
Compare the G.C.T. of the observation with the G.C.T.
of Local Apparent Noon. This difference should never

Page 64

PACIFIC MARINE REVIEW

be more than 10 minutes and preferably much less — say
three or four minutes. Then advance the Geographic
position of the sun along a line through that position
parallel with the course line, a distance equal to the
distance your vessel would travel in the interval between
the time of observation and local apparent noon. Next,
measure off the zenith distance from the latitude scale at
the side of the chart and swing an arc from the advanced
geographic position of the sun in the direction of your
vessel. After the sun has transited the meridian, again
measure its altitude noting the G.C.T. of the observation.
Correct this altitude and substracc it from 90° getting
the zenith distance. Again plot the geographic position
of the sun at the instant of observation and lay down a
line parallel to the course line through this position. Then
retard the geographic position of the sun along this line
for the distance the vessel has traveled in the interval
between local apparent noon and the time of this second
observation. Again measure off the zenith distance with
a compass and swing an arc in the direction of your
vessel. One of the intersections of these two arcs will
give the position of the vessel at noon and your D.R.
position should indicate which intersection. An example
follows:

On June 5, 1948 the navigator of a vessel on a course
of 269°T. at a speed of 15K whose D.R. noon position
was Latitude 23° Ol'N., Longitude 173° 02'W. ob-
served the altitude of the sun's L.L. to be 88° 3 3 '.7 at
23h 25m 10' G.C.T. Later at transit as a check he ob-
served the greatest altitude to be 89° 26'. 1 after transit
at 23*^ 36™ 15' G.C.T. He again observed the altitude of
the sun's L.L. to be 88° 29'.3 from a 45 ft. H.E.

What was the vessel's noon position?

First by the hour angle method, he finds the G.C.T. of
L.A.N.

Longitude 173° 02/0 W
G.H.A. of Sun at 22^ G.C.T. = 150° 23/8
Sun has to travel to transit 22° 38.'2

Corr. to G.H.A. for l^ 30"' = 22° 30.'0
Sun has to travel to transit 8. '2

Corr. to G.H.A. for 33' = 8.'3

G.C.T. of Local Transit 23'' 30"" 3 3' on June 5

He then finds the geographic position of the bodies at
the time of the two observations.

1st Observation.
G.C.T. 23'' 25" 10'

=: 150° 23/8
= 21°15.'0

G.H.A. at 22'' G.C.T.
Corr. for l*- 25"'
Corr. for 10'

2/5

G.H.A. or Long, of Sun at Observ.

=

171°

41.

'3

Declination at Obser.

^=

22°

37.

'3N.

Last Observation

G.C.T. 23'' 36"' 15'

G.H.A. for 22'' G.C.T.

=

150°

23.

'8

Corr. for ]'' 36"'

=

24°

00.

'0

Corr. for 1 5'

=

3.

'8

G.H.A. or Long, of Sun at Observ.
Declination at Observ.

174° 27/6
22°37.'4N.

The next step is to plot the two positions on the chart
advancing the first position 1.4 mi. along the direction of
the course line and retarding the second position 1.5 mi.

along the direction of the course line to allow for the
ship's run between the observations and noon.
Now apply the corrections to the observations.

1st Observation Noon Observation

Sextant altitude 88° 33/7 Sextant alt. 89°26.'l
Corr.A.B.C. + 9-2 -f 9/2

Observed alt.

Z.D.

88° 42.'9 Observed alt. 89° 35.'3
90° 90°

Z.D.

Dec.

= 1°17/1

= 0° 24.'7 N.
22° 37/3 N.

Lat.
Last Observation
Sextant altitude 88° 29/3
+ 9/2

23°02.'0N.

Observed altitude 88° 38.'5

90°

Z.D. = l°21/5

The latitude check is plotted. Then the Z.D. of the first
observation is measured with a compass on the latitude
scale and an arc with a radius equal to this distance is
swung from the first G.P. This is repeated for the last
observation. The intersection of these two arcs should fall
on the plotted latitude check line or at least will be very
near it if the noon sight is good, thus giving an accurate
determination of the vessel's noon position. This pro-
cedure may seem long and drawn out while reading, but
it can be completed in a remarkably short time in prac-
tice.

Another method of determining your noon position
more accurately when the altitude of the sun is over 75°
and the vessel is nearly stationary or on a nearly East or
West course is to make an observation 10 minutes or so
prior to L.A.N, and note the G.C.T. of the observation
and the sextant altitude. Next make an observation for
latitude at the greatest altitude and work your latitude
sight. Then set your instrument at the same alitude as
that of the first observation and wait until the sun sub-
tends this same altitude and note the G.C.T. again. The
mean of these G.C.T.'s will be the G.C.T. of L.A.N. From
the Nautical Almanac determine the G.H.A. of the Sun
at this G.C.T. and it will be the equivalent of your longi-
tude. With our present day methods of checking our
chronometer so that we are sure of our time this method
is comparatively accurate.

If your course is not nearly East or West a correction
to apply to the altitude of the first observation for use
with the second observation to get a reasonably close
approximation may be found as follows. Upon making
the first observation make note also of the azimuth of the
sun. Then when your latitude sight is made at noon
notice the G.C.T. with the time difference between the
first observation and the noon observation and the speed
of your vessel, and you can determine the distance run
between observations. Using twice this distance run and
your course, find the difference of latitude in Table Three,
Bowditch. Now with this difference of latitude and the
azimuth of the first observation, you may find in the
"Altitude Correction for D.R. Latitude" tables on the
next to the last page of any volume of H.O. 214 the
correction to apply to the sextant altitude of the first
observation in setting your sextant for the last observa-
(I'leasc turn to page 86)

NOVEMBER • 1948

Page 65

CRflfT

RADAR PAYS FOR ITSELF M Ml TRIP

By MANUEL D. MEDINA

Managing Owner of M. V. Normandie

and

T

RONALD T. STRONG
San Diego Manager of Westinghouse Electric Eorporation

UNA BOAT FISHING in Southern California is big
business. 5 1^3 million cases of canned tuna were
packed in 1947 and still the public's appetite for the
succulent sea food was unsatisfied. In San Diego alone
the retail value of the tuna pack for 1947 is estimated at
over 100 million dollars.

To catch this quantity of fish requires more than just
a fisherman and a rod and line. There was a time when
a small fishing boat could run out only a day's trip from
San Diego or San Pedro and bring back several tons
of fish. Today the best fishing is off the coasts of Central
and South America, and round trips of 5000 miles from
San Diego are common.

The modern tuna clipper, with its elaborate refrigera-
tion equipment, was evolved to meet this condition. Of
the more than 100 large tuna clippers operating out of
San Diego in 1947, M, V. Normandie was high boat,
making five trips and bringing in to the cannery 1978
tons of fish.

The Normandie was built in 1928 and taken over
by the Navy in 1942. For many dangerous months, she
and several other San Diego tuna clippers operated about
the Solomon Islands supplying our troops there with
fresh frozen meat from New Zealand. Three of these
clippers were lost to Japanese bombs, one was wrecked
in a typhoon at Okinawa, but Normandie came back to
resume its peacetime occupation.

'When Normandie was re-purchased by its original
owners from the Navy, she had on board a Navy type
radar. Use of this equipment quickly demonstrated the
great value of radar in the long fishing trips. At times
when foul weather was brewing and other fishing ves-
sels were fog bound, Normamlie could proceed con-
fidently into a sheltered harbor, guided solely by her
radar, with a line of "blind" boats following thankfully

in her wake.

But Navy radars are complicated, and many of them
have seen hard service. This radar required excessive and
costly maintenance. Therefore, the owners decided to
invest in a modern radar, simple, self-contained Westing-
house type MU, developed to meet these requirements.

The antenna may be mounted separately at the mast
head if greater height is required. After considerable
study, however, the owners decided that the combined
mounting as shown on Normandie gave sufficient height
for all practical purposes. This mounting has definite
advantages in ease and economy of installation, relia-
bility and ease of access for maintenance, all important
factors in the fishing fleet.

■While the 40 and 16 mile ranges of the set are im-
portant for navigation, the shorter ranges of 4 and IJ/2
miles are equally important in the work of fishing. Before
a tuna clipper gets on the fishing grounds it must load
up all its tanks with bait, 6 to 10 inch live sardines. Bait
is taken in a seine handled by a small boat, and involves
close-in work along the beaches.

Recently Normandie went out from San Diego to get
bait preparatory for sailing to the Central American
fishing grounds. The six to ten inch sardines and mack-
erel used as bait are taken in a seine cast close to the
beach from a motor dory. It was a dark and foggy night
and the motor dory disappeared in the darkness almost
immediately on leaving the ship. Ordinarily the dory
would have had great difficulty in finding the ship again
on its return, searching blindly with the ship using
flares and firing guns. Hours have been spent, and some-
times a whole night, in groping around for rejoining.

But with the MU radar, Norynandies navigator could
watch the motor dory proceed to the beach and cast its
net. On completion of the cast, the motor dory crew was

Page 66

PACIFIC MARINE REVIEW

astonished to have Normandie slide up alongside of
them, out of the fog. At no time was the navigator in
doubt as to the location of the motor dory and he could
even follow on the radar scope its movements in circling
to draw out the seine. Both time saving and safety may
be credited to the radar in this operation.

Normandie then returned to San Diego harbor, M. O.
Medina at the wheel, George Stokcly, navigator-radioman
conning from the radar scope. With visibility practically
zero, there was no difficulty in threading a way through
the channel and among the anchored ships in the bay.
Radar showed the way clear through to the correct berth
on the Embarcadero.

After this experience, M. O. Medina says, "I would
take my ship anywhere, anytime, no matter how bad
the visibility, if it has a modern radar. I would not want
to operate a tuna boat without a radar."

Tuna clippers do not operate on fixed routes, well
marked with modern navigational aids. They must fol-
low the fish, in unmarked bays and among the reefs of
poorly charted islands. In every operation of the fishing
boat, a reliable radar is needed, primarily for safety,
secondarily for time saving.

When Normiindie or one of her sisters puts to sea,
she represents an investment close to a half million dol-
lars. Even more important, she contains the lives and
fortunes of some seventeen men who constitute her
officers and crew. These men, with the boat owners,

work on shares on each trip, — no fish, no pay. With
skill and luck, one fisherman's share for a three months
trip may run as high as S3000. Or it may be nothing.
Too many crews in the last few years have remrned
penniless, in other vessels, with all their catch and their
personal belongings lying with the ship deep on some
distant reef. And some have not returned. Radar would
have prevented most of these losses. For with radar,
the navigator has a clear indication of every object pro-
jecting above the earth's curvature within a forty mile
radius. He may proceed through a dense fog with per-
fect confidence that no other vessel is in dangerous
proximity. With the Westinghouse radar he may fix his
position from high landmarks forty miles distant or
from a small buoy only 100 yards away. He may enter
a fog bound harbor, seeing plainly on his scope the curve
of the beach, islands, points, buoys and adjacent vessels.
Other major equipment on the Normandie includes:
Main propulsion by Union Diesel heavy duty engine,
850 H.P.; Electric power for pumps, refrigeration, etc.,
supplied by two Union Diesel Auxiliary Engines, one
a 6 cylinder, 175 KW and the other a 4 cylinder, 125
KW, both driving General Electric generators. Cargo
handling equipment — a .small Campbell Machine Com-
pany winch powered with a 5 H.P. General Electric
motor, handling the cargo boom. Refrigeration is sup-
plied by four York Model D-8 compressors driven by
General Electric 30 H.P. motors.

Westinghouse MU Radar. Indicator Console mounted in

chart room of Normandie.
At the left is M. O. Medina, principal owner of Normandie,
and at the right, A. C. McBride, Jr., Electronic Engineering
Company, Westinghouse Radar Distributor and Installer.

A. C. McBride, Jr. (upper right), explaining trans
to George Golti, Chief Engineer, Normandie. Be
Ronald T. Strong, of the Westinghouse San Diego

NOVEMBER • I 948

Page 67

socoiHucuurs

m DIESEL TUG EQUIPMEH

Few people outside the petroleum industry can visual-
ize the extent of the maritime operations of oil com-
panies, or realize that their marine department has many
thousands of employees, including land and sea-going
engineers, naval architects, electrical machinery experts,
and other technicians. Tankers, which represent a sub-
stantial part of the American Merchant Marine, are by
no means the only type of vessel owned. Some idea as to
the cost of keeping American oil tankship fleets up-to-
date will be gained from the fact that now building in
U. S. yards are 63 sea-going ships valued at more than
$320,000,000. Smaller craft, too, represent a tidy sum in
dollars.

The ramifications of the petroleum business are so ex-
tended that a variety of craft are needed for domestic
and foreign operations, such as harbor tugs, river tow-
boats and barges, geophysical and exploration cruisers,
oil well drilling barges, floating hotels for ofT-shore drill-
ing crews, derrick barges, piledriving barges, and — the
latest addition — converted L.S.T.'s, which are used in
connection with drilling at sea in the Gulf of Mexico.
In addition, oil companies contract for extensive ocean
towing work with towboat companies.

Recently, the Socony-Vacuum Oil Company's marine
transportation department decided to modernize its New
York district tug fleet. A new tug, built at Port Arthur,
Texas, has been purchased from the General Motors
Corporation, and two existing steam tugs are to have
their machinery replaced with G. M. -Cleveland Diesel
engines of 1,000 hp. each. Socony's marine department
is under the direction of Frederick R. Pratt, with W. B.
Jupp as manager.

"Socony 10", the new tug, recently made the run from
P(.rt Arthur to New York under her own power, aver-
aging about 10!/2 knots. Shortly after her arrival a demon-
stration run was made from Bayonne, N. J., to Port
Socony, Staten Island, N. Y., for the benefit of a number
of newspapermen and trade journal editors.

W^^^^

^^

wBKn lOBiTfh'^'iii"

1

n^l

m

ft ^

n

^

The new 12-cylinder V-type General Motors Cleveland

Diesel engine of 1000 bhp. for the reconverted "Socony

10" tug being modernized for the Socony-Vacuum Oil

Company's New York district tug fleet.

She is typical of the fine steel tugboats turned out at
the yard in Port Arthur. The propeller is driven through
an airflex coupling and reduction gear, a comparatively
simple installation.

"Socony 10" has very pleasing lines. She is 102 ft. long.

"Socony 10," one of the two tugs of the Socony-
Vacuum Oil Company to have its steam engines
replaced with G.M. Cleveland Diesel engines of
1,000 HP.

Page 68

PACIFIC MARINE REVIEW

by 24 ft. beam, 12 ft. 4 in. depth and 10 ft. 6 in. draft,
and is classed to the American Bureau of Shipping high-
est standard of workmanship. Her propelling unit con-
si."its of a 12-cylinder V-type G. M. -Cleveland Diesel en-
gine of 1,000 bhp., and of the two-cycle type.

For auxiliary power there are two 30 kw. General
Motors Diesel-generator sets, one small Diesel-driven,
self-contained, pumping unit, and a large electric storage
battery for starting the main engine, and which also

provides lighting current when the Diesels are not run-
ning.

Accommodation is provided for a total of ten offi-
cers and crew. She is equipped with ship-to-shore tele-
phone, and with a radio direction finder.

Work on converting the two Socony steam tugs to
Cleveland Diesel power will commence in January. By
mid-summer they should be ready to join their sister in
New York Harbor.

0«t t^ 7i/a<^

New Construction — Reconditi (J ning — Repairs

Bethlehem Converts "Winged Arrow"

T. C. Ingersoll, manager of the San Francisco Yard
of Bethlehem Steel Company, Shipbuilding Division,
has announced that the yard was awarded a contract for
the reconversion of a Navy AP, the Winged Arrnic.
to a standard C-2 cargo vessel with accommodations
for eight passengers. Work on this job has already
started and is scheduled to be completed around the first
of the year. Highlights of this major conversion include
complete overhaul of the vessel's machinery, removal of
troop facilities and defense features.

The Winged Arrow was built at Moore Drydock
Company in December 1943 and later operated as a

freighter by McCormick Steamship Company. In the
summer of that year it was converted to a Navy AP
and operated by the Navy until October 1946, when it
was laid up in the U. S. Maritime Commission Reserve
Fleet at Suisun Bay. The vessel was surveyed in February
1948.

The Winged Arrow, which is 435 feet long, has a
beam of 63 feet and is of 6,214 gross tons, is one of ten
such vessels purchased on the Pacific Coast by Waterman
Steamship Company of Mobile, Alabama. It is expected
the Winged Arrow will be operated in round-the-world
trade.

Douhle Barge
Launching

A unique double launching, in which
a pair of barges, tied together, slipped
tandem style down a single way, recently
added two new hopper barges to the S.in
Francisco Embarcadero clean-up fleet.

The twin barges ( pictured opposite j
are 100' long and 9' 6" deep, with a 29'
beam and 200 ton capacity. Keels were
laid last March on a single way, and the
two all-welded steel vessels were design-
ed, fabricated, erected and launched si-
multaneously at the Pacific Coast Engi-
neering Company yards in Alameda at a
cost of $135,000.

/.-t.L-a-

NOVEMBER • I 948

Page 69

n E Ul S FLASHES

WATERMAN CONVERSIONS

The ten Waterman C-2 cargo vessels on the Pacific Coast have now been
assigned and are broadly distributed to West Coast yards. In addition to those
previously announced:

The WINGED ARROW was awarded to Bethlehem, San Francisco.

The HERALD OF THE MORNING to Everett-Pacific.

The DELSANTOS to Todd, San Francisco.

The DASHING WAVE to the Triple A Machine Shop.

The final distribution shows:

Everett-Pacific — three ships.

Bethlehem, San Francisco — one.

Todd, Seattle — two plus one drydocking.

Todd, San Francisco — two.

Puget Sound Bridge & Dredge — one.

Triple A Machine Shop — one.

LUCKENBACH CONVERSIONS

The next big conversion job for Pa
C-3s. Specifications have been complete
expected that bids will be called for by
November. It is likely that all seven o
with two to Puget Sound and five to San
vessels being presently located in those
are in Seattle. The SEA FLYER, SEA RUNN
in San Francisco Bay. The first bids to
SEA FLYER. Another pair of ships, SEA D
other three bringing up the rear.

cific Coast yards will be Luckenbach's
d for most of the ships and it is

the Maritime Commission before mid-
f the ships will go to West Coast yards
Francisco Bay yards because of the

areas. The SEA STAR and the SEA BARB
ER, SEA BASS, SEA CAT and SEA DEVIL are
be called will be on the SEA STAR and
EVIL and SEA BASS will follow, with the

Six of the vessels were built at Western Pipe and Steel and one at
Ingalls. Surveys were made by M. J. Ryan.

BIG TANKERS

No announcement has been made on the 30,000 ton tankers known as the Navy
or National Defense type. Bids are under consideration and it is expected that

Page 70

PACIFIC MARINE REVIEW

at least part of this program will go to West Coast yards.

Stevens Institute has completed tests on a model of a 720 ft. tanker to be
built by Shipbuilders Company, Inc. of New York. Following the basic lines of
the NORMANDIE the tanker will have a beam of 108 ft. and draft of 33 ft. with a
displacement of 51,000 tons and a top speed of 20 knots.

4: ic ie :{( :fc

COMMERCIAL SHIP REPAIR BUYS SAN FRANCISCO YARD

The Commercial Ship Repair has again expanded its operations and pur-
chased the Maritime Engineering and Ship Repair Company of San Francisco.

*****
WESTINGHOUSE AT SUNNYVALE

The 57-acre Joshua Hendy Iron Works Plant at Sunnyvale, Cal., leased 19
months ago by Westinghouse, has been purchased outright by Westinghouse at
$3,472,000. Further details will be found elsewhere in this issue.

*****

COLUMBIA STEEL COMPLETES PACIFIC COAST MILL

The new cold-reduction sheet and tin plate mill at the Pittsburg, Cal.
plant of Columbia Steel Company was placed in operation October 21. Alden
Roach, well known in shipbuilding circles in the West, has been elected presir-
dent of Columbia.

*****

TODD GETS BIG CONVERSION JOB FOR TURKS

The former Navy transport IMPERIAL, purchased by the Turkish government,
will be converted to a passenger liner for world wide service by the Turkish
government, the work being done by Todd's San Francisco yard. Three other Navy
transports, the MONTEREY, ACONCAGUA and COPIAPO will also be converted by Todd
for the same owners, the work being done by Todd's Brooklyn and Hoboken yards.

*****
BIG GENERAL ELECTRIC ORDER

The General Electric Company was awarded what amounts to nearly a clean
sweep of the propulsion and electrical equipment on three new round-the-world
passenger-cargo liners for American President Lines. Included will be pro-

NOVEMBER . 1948 Page 71

pulsion turbines and gears, turbine generators for lighting, main power switch-
boards and even searchlights and floodlights. Ships will be built by New York
Shipbuilding Corporation, Camden.

BETHLEHEM LOW BIDDER ON ARMY DREDGE

The big army dredge A. MACKENZIE, damaged in the South Pacific, will be
repowered, altered, and repaired by a San Francisco Bay yard. Low bidder is
Bethlehem.

NAVY EMPLOYMENT AT HIGH LEVEL

Employment at the San Francisco Bay installations of the Navy have passed
the 70,000 figure.

H. F. ALEXANDER

It is rumored that Trailerships, Inc. is asking for bids on the two coast-
wise automobile carriers which have been under contemplation for some time.
This is the H. F. Alexander project.

U. S. TANKERS TO BE BUILT IN BRITAIN

The British Information Services advise that shipyards on the north-east
coast of England have received a United States order for seven tankers, valued
at about $20,000,000. This is one of the largest hard currency contracts ever
placed in the United Kingdom.

Three of the vessels will be of 16,500 tons deadweight each, fitted with
steam turbine machinery. Four will be of 12,000 tons deadweight each, with
Doxford Diesel engines. The vessels will be the latest in tanker design and
welding will be largely adopted in their construction.

The order has been placed by the Overseas Tankship Corporation of New
York, which is a sea transport subsidiary of the Texas Company and is asso-
ciated with the Standard Oil Company of California, the California Texas Corpo-
ration, and the Bahreins Petroleum Corporation. Arrangements have already been
completed under which OTC, which owns some 1,000,000 tons of shipping, will
have much of its tonnage dry-docked, repaired, and surveyed in British yards.

Page 72

PACIFIC MARINE REVIEW

How to get the most for your maintenance dollars
• • • ALL THE TIME!

Located on the Atlantic, Pacific and Gulf tJoasts of the United States,
Bethlehem's 11 ship repair yards can handle any kind of work on any
type of ship with speed, efficiency and economy nil the time. With 39 dry
docks, graving docks and marine railways, miles of pier space, and acres
of modern shops and storage areas, Bethlehem's wide range of facilities
offers many advantages to ship owners. Bethlehem, a completely-integrated
company, has the organization, the craftsmen and the material to assure
the ship operator of satisfaction all the time. If you want the most for your
maintenance dollars always specify, "Repairs by Bethlehem."

SHIPBUILDING . . SHIP CONVERSION . . SHIP REPAIRS
NAVAL ARCHITECTS and MARINE ENGINEERS

BETHLEHEM STEEL COMPANY

GENERAL OFFICES: 25 BROADWAY, NEW YORK 4, N. Y.
NOVEMBER • I 948

SAN PEDRO YARD

al Island. Calif.

SHIP KBPAIR YARDS

BOSTON HARBOR
Atlantic Yard
Simpson Yard

NEW YORK HARBOR

Brooklyn 27th St. Yard
Brooklyn 56lh St. Yard
Hobokcn Yard
Statcn Island Yard

GUlf COAST

Beaumont Yard
(Beaumont. Texas)

SAN FRANCISCO HARBOR
San Franrisco Yard
Alameda Yard

Page 73

"^cumM^ ^i(^At4^

California Maritime Academy Commencement

At the commencement exercises of the California
Maritime Academy, Vallejo, Cal, on September 4, nine-
teen young midshipmen making up the 1948 graduating
class took the oath of acceptance of commissions in the
U. S. Naval Reserve from Fleet Admiral Chester W.
Nimitz.

Other prominent guests there to welcome the nine-
teen graduates were Capt. Henry Blackstone of San Fran-
cisco, chairman of the Academy's Board of Governors;
Charles L. Wheeler of San Francisco, executive vice
president of Pope & Talbot; Dr. Joel A. Burkman of
Sacramento, member of the Board of Governors; Dr.
Aubrey A. Douglass of Sacramento, Associate State Di-
rector of Education; Commodore Norman L. Queen.
USN, of Washington, D. C, supervisor of state acade-
mies for the U. S. Maritime Commission; Nathaniel F.
Main, president of the CMA Alumni Association, and

Commodore Russell M. Ihrig, USN (ret.), superintend-
ent of the Academy, who conducted the program and
introduced the speakers.

The graduates received degrees of bachelor of nauti-
cal science, conferred by Captain Blackstone, and were
given licenses as third mate or assistant engineer. Of
the nineteen graduates, thirteen were in the engineering
group and six in the deck group.

Engineering graduates were: John W. Ball, Earl C.
Bowersox, Stuart P. Carney, Jr., Frank R. Cole, William
A, Dux, Jr., John W. Gibbs, Stanley E. Harvey, John D.
Meyer, Edward S. Olson, Ronald J. Parker, Raymond A.
Rowe, Francis L. McCullough and Frederick C. Swain.

Deck group graduates were: Donald E. Buck, Harry R.
Christensen, John W. Ford, Bruce T. Johnston, Rob-
ert W. Otto and Roscoe S. Wilkey 11.

Midshipman S. P. Carney. Jr.. receives Naval Re-
serve Connnnission from Fleet Admiral Nimiti at Cali-
fornia Maritime Academy commencement. Commo-
dore Norman L. Queen. U. S. Maritime Commission,
left, presented commissions in U. S. Maritime Service.
Captain Henry Blackstone. chairman of Board of Gov-
ernors, right, presented Bachelor of Science degrees.

the

: Distinguished visitors, left to right: Luther
nber of Board of Governors; Captain Hem
.cation and benediction: Commodore Russe
academy: Fleet Admiral Nimiti: Vice Adm

Gibson. Vallejo publisher and
y Blackstone; Chaplain Cook.
II M. Ihrig, superintendent of
ral Tlsdale. USN (ret.); Rear

Admiral Frank Lowry. Commander. Mare Island-Va
Bottom: Distinguished speakers, left to right: Dr. Joel A. Burkman. Assistant
Director of State Education; Commodore Queen; Charles L. Wheeler, execu-
tive vice president. Pope & Talbot. Inc.; Fleet Admiral Nimiti; Captain Black-
stone; Dr. Aubrey Douglass, Associate Director of State Education.

Page 74

PACIFIC MARINE REVIEW

Marine Office
Of America

Fred Galbreath at his desl In confe

The Marine Ottice of America was created in New
York on March 1, 1919 as the Marine Department of
the American Insurance Company, American Eagle Fire
Insurance Company, Continental Insurance Company,
Fidelity-Phoenix Fire Insurance Company, Firemans In-
surance Company, Glens Falls Insurance Company and
the Hanover Fire Insurance Company.

In 1930 the Pacific Department was created in San
Francisco.

The Marine Office organized its Northwestern De-
partment in Seattle in 1931 There is also a branch in
Los Angeles.

The Pacific Department is under the management of
Fred Galbreath, and the Assistant Manager, Emmet
Cummings. Paul A. Carew is the manager of the North-
west Department in Seattle, and the Los Angeles opera-

tions are under the responsibilities of Neil Dimning and
Lincoln Walters.

One of the leading underwriters of marine insurance
for ship owners and importers and exporters, the Marine
Office of America underwrites cargoes and covers the
interests of ship owners for both hulls and Protection
and Indemnity risks. The United States P. & I. Agency,
Inc., which is the service department for ship owners, is
established in San Francisco, with Captain Henry Black-
stone in charge.

The new offices occupy about 6,000 square feet of
office space at 140 Sansome Street, running through to
Pine Street. The premises were completely rebuilt and
modernized, with modern equipment being installed for
every department.

Emmet Cummings at his desit (upper left), and vistas of the beautiful new offices of
Marine Office of America.

NOVEMBER . 1948

Page 75

Meetings of Naval i\rchitects and Marine Engineers

Pacific Coast Section

William Lambie

The first combined meeting of the Pacific Coast sec-
tions of the Society of Naval Architects and Marine
Engineers was held at the Mare Island Naval Shipyard
on October 26. This combined meeting of the Southern
California, Northern California and Pacific Northwest
Sections brought together leading authorities on many
phases of marine architecture and, with a nod toward
Navy Day, the visitors to Mare Island were permitted
to inspect many phases of Naval Shipyard operation and

to see three unreleased moving pictures of Naval war-
fare. More than 300 were in attendance during the day
which started at 9:00 A. M. and continued to 11:00 P.
M. The day was divided into Navy Yard inspection,
presentation of technical papers and Navy motion pic-
tures.

The four technical papers read during the afternoon
session included one by Henry J. Kirschner of Pacific
Car and Foundry Company on the history and develop-
ment in the United States and abroad of cycloidal pro-
pellers; a paper by Comdr. H. A. Arnold of Mare Island
on German Naval shipbuilding; a paper by Ross Lauren-
sen of the University of California on stability calcula-
tions for floating derricks; and a paper by William
Lambie on cavitation in connection with marine pro-
pellers. An article on cycloidal propellers following up
two articles on the subject in May and June 1946 issues
of the Pacific Marine Reiiew will be published in an
early issue as will also a review of Mr. Lambie's paper
on cavitation.

(Piit»res on page 78)

I

The ANNUAL SPRING MEETING of the
SOCIETY OF NAVAL ARCHITECTS AND MARINE

ENGINEERS, Scheduled for May 1949, will be
held in SAN FRANCISCO. An arrangements
Committee, headed by Joseph Moore Jr., is
being organized.

Northwest Section

The second annual Fall meeting of the Northwest
Section of the Society of Naval Architects and Marine
Engineers was held at the Gearhart Hotel, Gearhart,
Ore., on October 1, 2 and 3, and some eighty members
and their ladies from the States of Oregon and Washing-
ton and the Province of British Columbia gathered for
three days of combined business and pleasure.

Due to the extent of the area in which the members
of this Section reside, it is the custom to hold three
regular meetings each year in Seattle with the fourth
taking place in Oregon under the direction and auspices
of the Oregon members. This latter meeting is arranged
to combine a technical session with a family gathering
and is of three days duration.

The guests assembled on Friday evening at the locale
of the meeting in the beach resort of Gearhart on Ore-
gon's beautiful seacoast. A buffet supper was served dur-
ing the entire evening for the convenience of the visitors
as they arrived.

On Saturday morning the golf tournament on the
Gearhart Golf Course was followed by luncheon and the
Technical Session. Papers presented at this session con-
sisted of "The Development of the Columbia River Gill-
Net Boat" by Joseph M. Dyer, member from Astoria, and
"The Conversion of Fishery and Hydrographic Explora-
tion Vessel Spencer F. Baird" by Harold C. Hanson,
member from Seattle. Mr. Hanson's paper is published
in this issue. Presentation of the papers was followed by

discussion. The Technical Session concluded with the
showing of the color film "The Building of the Destroy-
er" presented by the courtesy of Todd Pacific Dry Docks
of Seattle.

The Saturday evening's program commenced with a
cocktail party followed by a banquet at 8:00 p.m. Fol-
lowing the banquet was a distribution of the many valu-
able and handsome golf and door prizes. The evening
concluded with the showing of three films, "Down the
River of No Return" by courtesy of A. W. Paterson,
"This is Oregon " by the Standard Oil Company of Cali-
fornia, and 'The Modern Mariner" by General Motors
Corporation.

Sunday was devoted to the visitors' own personal pref-
erences.

All sessions were presided over by William H. Wat-
kins, Chairman of the Section, while arrangements for
the meeting were under the direction of the Convention
Committee consisting of Basil A. McLean (Chairman),
William L. Williams, Floyd H. Simon, Claude F. Butler
and Henry Davies.

Arrangements are completed for the Third Annual
Fall Meeting to be held at Gearhart on August 26, 27
and 28 of 1949.

SHOTS OF THE NORTHWEST SECTION MEETING OF

THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ^

ENGINEERS AT GEARHART, ORE.

Page 76

PACIFIC MARINE REVIEW

From top center, clockwise.

Officers. Left to right: W. H. Watkins, chairman; H. E. Lovejoy, secretary-treasurer; H. C. Hanson, vice chairman; T. G. Greaves,
T. M. Rowlands and J. M. Dyer, Board members. (Not in photo, G. J. Ackerman, Board member.)

Committees. Left to right: B. A. McLean, Annual Meeting; P. F. Spaulding, Meetings; F. G. Greaves, Licensing; H. C. Hanson,
Model Basin; T. M. Rowlands, Papers; C. F. Butler, Membership.

WHO'S WINNING WHAT? W. L. Williams, R. M. Blasen and Mrs. P. F. Spaulding.

H. C. Hanson, T. M. Rowlands. F. G. Greaves and J. M. Dyer.

Front row, left to right: John Stewart, P. E. Forsythe, R. H. Barnes, H. E. Mathews. Back row, left to right: A. J. Squire, A. W.
Paterson, Henry Davies, J. L. Sutherland.

Front row, left to right: G. A. Guins, Paul Marmont, L. W. Johnson, Robert Kelly. Back row, left to right: T. A. McLaren, Thomas
White, G. C. Snyder, J. F. Petrich, L. S. Baier.

Thomas White, P. E. Forsythe and John Stewart.

J. L. Sutherland, Henry Davies, R. M. Blasen and R. G. Zenen.

L. R. Hus.sa, B. A. McLean, G. J. Ackerman and W. L. Williams.

Annual Meeting Committee. Left to right: Henry Davies, secretary and general superintendent, Albina Engine & Machine Works;
F. H. Simon, maintenance superintendent, Oregon State Highway Commission; B. A. McLean (chairman), principal surveyor, Ameri-
can Bureau of Shipping, Portland; C. F. Butler, Naval Architect, Albina Engine & Machine Works; W. L. Williams, director and
manager, American Mail Line, Portland.

Center. Top: Mrs. Richard M. Blasen and Mrs. Joseph M. Dyer.
Bottom: Mrs. Henry Davies and Mrs. J. L. Sutherland.

NOVEMBER • I 948

Page 77

Kaval Architects and Marine Engineers Meeting

(Story on page 76)

Part of the Naval Architects' group during the lunch hour on Mare Island. Over 300 were in attendance at the Navy

Yard tour, the luncheon, the technical talks, the dinner, or the Navy's showing of war pictures which rounded out a day

that extended from 9 a.m. to I I p.m. Standing, rear center, at speaker's table Is Joseph Moore, Jr.

Propeller at Mare Island

Lester Whl
son Navlq

of Naval
and Ma

te of Mat-
ation Co..
Df Society
Architects
ine Engi-

Snapped at Mariners' Club

Fletcher Monson, president of the San Francisco Mariners'

Club, chatting with Kenneth Ingram, of the Standard Oil

Connpany, on Standard Oil Day.

One of the functions of the propeller shop at Mare
Island Naval Station is the reconditioning of damaged
propellers. During the war and since there has been a
continuous flow of work of this type in which the pro-
pellers may be reground, repolished, blades straightened
or retipped, new blades attached, or the entire propeller
redesigned.

Indicating the kind of damage sometimes incurred, the
accompanying photograph set up in the grounds of the
Navy Yard shows a propeller that has seen better days.
The propeller is from the U.S.S. Nipsic and was damaged
at Samoa in the hurricane of March 16, 1889.

The Nipsic was convoyed to Honolulu for repairs. She
returned to the United States from Hawaiian waters and
was placed out of commission at the Mare Island Navy
Yard October 29, 1890.

This propeller is located in Alden Park at Mare Island
Naval Shipyard. The inscription on the tablet reads: Pro-
peller from U.S.S. Nipsic wrecked at Apia, Samoa in the
hurricane of 16 March 1889. The propeller is stamped:
Washington Navy Yard 1878. Weight— 7,900 lbs.

Page 78

PACIFIC MARINE REVIEW

Pacific Argentine Brazil Line

Between Pacific Coast Ports and
East Coast of South America

The fast, modern ships of the Pacific Argentine Brazil
Line sail direct and regularly from Pacific Coast ports
(via Canal Zone) to important ports of the East Coast
of South America. Shipments to or from these oppor-
tunity markets will have our prompt attention.

Write to have your name placed on our
Mailing List for Saili7iri Schcdnle.f.

POPE & TALBOT LINES «g|

PACIFIC ARGENTINE BRAZIL LINE *

PACIFIC WEST INDIES-PUERTO RICO
PACIFIC COASTWISE • PACIFIC & ATLANTIC INTERCOASTAL

POPE & TALBOT, INC.

exixutive offices
320 California St. • San Francisco '

Offives and Terminals

SEATTLE 4

TACOMA

PORTLAND 9

SAN FRANCISCO 4

OAKLAND 7

STOCKTON

LOS ANGELES 15

NEW YORK 6
PITTSBURGH 22

DETROIT 2

PHILADELPHIA 6

BALTIMORE 2

NORFOLK

SAN JUAN, P. R. 18

Foreign Agency -Offices

VANCOUVER, B. C.

CANAL ZONE

COLOMBIA

TRINIDAD

BRAZIL

URUGUAY

ARGENTINA

Spencer F. h

fCtjnttnucd fyom page 47)

and the canopy over the bait tanks.

The decks aft were covered with wooden 2" x 6"
gratings from rail aft to break of deck forward, for safety
and insulation purposes in working on deck.

The refrigeration system consisted of two ammonia
compressors placed on a flat in upper aft end of engine
room. These were one .t':" x 3' 2" 4 cyl. machine and
one 2 cyl. VY' x .yV' machine with 10 HP and 5 HP
respectively. The condenser and receiver were installed in
lower aft end of engine room.

Special deck machinery in the Baird included one
DMT- 10, .30 HP doubledrum trawling winch and one
DHV-5, 7' 2 HP deep sea oceanographic wincii, botii of
which were designed and built by the Markey Machinery
(.(;mpany, of Seattle. There is also one Bathe Thermo-
gr.iph winch for use with the Nansen bottles on deck on
'. carboard side.

The all steel trawling winch is a double drum type
with leads direct to ship side. Each of these drums iiandles
2400 ft. of wire rope ior handling of nets and is capable
of lifting direct 10,000 lbs. at 60 ft. per minute. There
are also two auxiliary drums at top of winch that handle
the cargo whips. These handle 150 ft. of 1/2" wire rope
at 125 ft. per minute and can lift 5,000 lbs. The drums
have been equipped with automatic cable laying and
spooling devices or ferries, also equipped with measuring
ilevices for determining the amount of wire rope in use
.It any time. The gypsy head has neoprene facing on it to
protect the gear. The gypsy head on either side of winch
is for purse seine handling. The fore gypsy controls the

manila lift line for the handling of the plankton nets; the
horizontal roller on top of the winch between the two
bitts fairleads the line direct from the plankton net
tackle lift block between the two outer boom bands.

This winch is controlled by a 30 HP motor fitted to
bed under side of deck, on suitable bed; the gear box
handling the sprocket drive has 13 ft. of l'/2" sprocket
chain. This turns 202 RPM.

The control box was fitted alongside mast on main
deck on port side. The grids consisted of six banks of
resistors fitted under deck.

The deep sea electric hydrographic or .sounding winch
has single drums handling 20,000 ft. (6500 meters) of
5 32" cable, turning 0 to 125 revs per minute, with a
line speed of 245 ft. per minute; also automatic fairlead
for laying and spooling the cable, and it is equipped with
a counter to indicate the amount of cable laid out. This
winch is set at a suitable angle to allow of direct lead to
the hydrographic boom which centers over the working
platform hung at outside of gate through bulwarks.
Motor is IV2 HP, 850 RPMs, equipped with sprocket
chain of 1 ' ./' pitch.

The Louis Wende Co. motor driven Bathe Thermo-
graph Sounding was located on starboard deck with drum
of 300 fathoms of standard .021 seven-strand wire lead-
ing to all-bronze block. Type C boom fairlead, hung on
special davit fastened to boat deck overhead, supports
stanchions.

The mast of standard wooden type 16" diameter was

installed on deck aft with a five ton boom from which

the ordinary wire lift band and 10" steel block was fitted

at outer end. Three feet below another band was fitted

(Please turn 10 paue 81 )

NOVEMBER . I 948

Page 79

Westinghouse Sunnyvale Plant Makes Large Turbine

For the first time in the West's history, large turbines
are being constructed on a commercial, peace-time basis.
This operation, at the Westinghouse Electric Corpora-
tion's big plant at Sunnyvale, Calif., is a very elaborate
one, involving a great deal of heavy equipment, ranging
from huge machine tools to devices which are actually
measured in millionths of an inch. All the stages of tur-
bine construction must observe very close tolerances.

Shown in the pictures are close-ups of some of the

many operations which go into the manufacture of an
efficient, high-speed marine turbine.

The turbine in the pictures is being built for a new
ore carrier on the Great Lakes. The vessel is for the In-
land Steel Company, Cleveland, Ohio, and is being con-
structed by the American Shipbuilding Company, Lor-
raine, Ohio. It is to be 660 ft. long and 70 ft. wide, and
will lequire a 7700 hp. turbine. Gross tonnage of the
ship is to be 12,310 and deadweight tonnage 21,150.

Upper left: One of tfie most important jobs in the complex operation of
making a 7500 fi.p. marine turbine is setting in the turbine blades. Here,
machinist Elmer Smiley, of the Westinghouse Electric Corporation plant
at Sunnyvale, is carefully tapping one of them into place on the low-
pressure turbine spindle for a new freighter. The blade was inserted
through a slot at the top. When completed, the wheel will have a solid
row of blades like the two in the foreground.

Lower left: This gear casing and its contents are designed to transmit a
lot of horsepower. Shown here is the drilling of one of the large bearings
which will support the main gear wheel. At the end of this boring bar,
a case-hardened revolving cutting blade slices the steel like cheese.
This picture shows the blade pushing a curled-up shaving ahead of the
cutting edge, iust before it fell off to join the other shavings below.
Machinist John Marovich, holding a long-handled oil can, is carefully
aiming the stream of oil in front of the blade in order to keep the metal
as cool as possible.

Upper right: Two rows of turbine blades have already been installed on
the high-pressure spindle. Note, in foreground, the many grooves which
have not yet been bladed. Each row has blades of different design and
dimensions, to take maximum advantage of each of the various stages
of steam pressure. This spindle and the low. pressure one (background),
which will be in the same turbine unit, are machined to extremely close
tolerances from huge billets of solid steel. Hammer in hand, machinist
Chester Sermone is tapping punch holes to indicate the location of pins
which hold the final blade in place. This point on the wheel's circum-
ference is the location of the entry slot, through which all the wheel's
blades were inserted.

Lower right: The high-pressure turbine chamber must be closed up very
tightly, for it will have to withstand approximately 400 pounds inlet steam
pressure. Since no gasket can stand the gaff, each half must be machined
with microscopic accuracy for a metal-to-metal connection. Since this
chamber will house a high-speed turbine, turning about 5.000 revolutions
per minute, effective lubrication is vital. Inside the bearing cover, in
foreground, oil will be forced under pressure to the heavy journal
supporting one end of the turbine spindle. Machinist Fred Geisdorf is
tightening the bearing end cover, to make sure that there will be no oil
leakage under operating conditions.

Page 80

PACIFIC MARINE REVIEW

A complete Kistorq and description
0^ the port and its facilities.

aMERICA'S MOST MODS RN POFRT ^ ^ J^ i^rl R ^% IS WA I Jl^

Spencer F. Baird

{Continued from page 79)

to which hung a 2500 lb. full load and 1500 lb. surge
load accumulator spring to which was attached the 8"
portable sleeve block lead for handling the lift for wire
rope for the plankton net lifts. Three feet lower on the
boom was another band for handling the topping lift and
tiie tackle block lift under for lifting seine nets and other
nets. This leads to roller and over to niggerhead where
rope is reefed in.

To provide ample fresh water for extended cruising
an evaporator of Kleinschmitt make was installed on
starboard side of engine room. This was of 750 gallons
daily capacity. It was operated by a system of pumps,
three in number, three settling tanks, heater, etc. This
was piped so that water would go first to galley tank
atop house and so arranged that this would overflow into
the water system below. By this means if any contamina-
tion should occur, it would be discovered immediately,
and there would be no chance for any serious water con-
tamination by failure of evaporator system.

Very little provision was made in the original vessel
for the purification of oils, so a No. 65 DeLaval Unimatic
Purifier for Diesel oil was installed on starboard side of
engine room. This was so arranged along with an ample
550 gallon day tank in fidley space that enough clean oil
was on hand at all times in case it was necessary to
operate for several hours on this tank, the original day
tanks not being large enough for this purpose.

The lube oil purifier of same make and size was also
installed on the same flat and arranged to purify the oil
that was in the clarifiers. One engine could be down for
several hours and the oil cleaned in its system and the
same could be done to opposite hand.

The main deck and boat deck as well as tlie pilot house

NOVEMBER . 1948

Fire Signal Tag Issued by Paul W. Hiller

At the suggestion of the Port Warden of Los Angeles
Harbor, Frank D. Higbee, a fire signal tag has been
issued by Paul W. Hiller, 315 Avalon Blvd., Wilming-
ton, Cal. The tag is to be placed on vessels coming into
the Los Angeles port and may be tied to the whistle
control and kept for emergency. Originally promulgated
by the Los Angeles Harbor, and more recently adopted
by the Port Wardens Association and many other ports,
the signal is becoming international.

The new signal tag, which can be obtained from
Paul W. Hiller, reads as follows:

New official FIRE SIGNAL, Los Angeles Ordinance
No. 93,366, and as adopted by the American Assn. of
Port Authorities, 5 PROLONGED BLASTS, whistle or
siren, for fire at a dock, or in a ship not underway. Land
equipment, fire boats, and tugs will respond to this
signal. It is unlawful to use this signal for other purposes.

had awnings fitted over as shown on the plan and crows
nest was installed on foremast for the necessary observa-
tions for this work. Awning was fitted over this as well.

Another set of davits was installed on port side so that
two 24' power boats could be used in connection with
ship's operation.

The special depth recorder, a special Navy NMCl type
24,000 ft. deptli, was installed with oscillator blisters at
fore part at bottom on starboard side, closely in line with
the pilot house. The recorders were installed in the wheel
house.

Page 81

People Who Know
USE DEVOE

WALL ROPE

B & L BLOCKS

GETTY
HARDWARE

WEEKS-HOWE
EMERSON CO.

Ship Chandlers

EXbrcok 2-2681
255 MISSION STREET
SAN FRANCISCO 5

SURPLUS BARGAIN

NEW NEVER USED MARINE

DIESELS

Washington, Model 8-R-I8, 600 HP at 277
RPM 141/2" Bore X 18" Stroke. NEW—
Never Used. Weight 80.000W each. Price
including original lot of spare parts, tools,
right and left rotation, per pair (of 2),
$65,000 loaded, f.o.b. Jeffersonville, Ind.

Wooldridge Brokerage Co.

JEFFERSONVILLE, IND.
P. O. Box 54 Phone 2-2283

FOR SALE: Only a few left

MURRAY & TREGURTHA

Outboard ropulsion Units

Model 02 & 021

With Chfvsler M-8 Marine Engines. These Units
will make a towboat out of your barge or propel
your floating machinery around. ALL unused
export crated, af close-ouf price, SM95.00. New
cost now 57000.00. (Gov't Surplus)

OUT-DOOR SALES COMPANY

1107 COLUMBIAN MUTUAL TOWER BLDG.
MEMPHIS, TENN.

HUGO NADANER STUDIOS

Commercial and Industrial
Photography

629 Commercial St., San Francisco
DOuglas 2-3258

I). ^. Sieger tlected President
Of ilmerican Welding Society

The American Welding Society
has elected Cieorge N. Sieger of De-
troit as its president for the year
1948-49. Sieger, President of the
S-M-S Corp., Detroit, will direct the
activities of the Society, the national
technical organization of 7,500
members representing the welding
engineering profession, after his in-
stallation at the Society's annual
meeting at Philadelphia during the
week of October 24.

Sieger is a national authority on
resistance welding and is a past
president of the Resistance Welder
Manufacturers Association. During
the war he served as chairman of
the Task Committee, Resistance
Welding Electrodes Advisory Com-
mittee and .as a member of Task
Committee, Resistance Welding
Machines Advisory Committee of

the War Production Board. He was
also a consultant on cemented tung-
sten carbides for the Cutting Tools
Section staff of the Board.

Watson's Montgomery
Is General Electric Director

George Granville Montgomery,
prominent San Francisco corpora-
nnn evfcutive, has been elected to

Honolulu Oil Corporation, Oceanic
Steamship Company and Pacific
Guano Company, all of San Fran-
cisco; and vice president of Ewa
Plantation Company, Kohala Sugar
Company, Waialua Agricultural
Company and other Hawaiian cor-
porations.

Montgomery was admitted to the
California State Bar in 1916 and
practiced in Oakland until 1920
with exception of his service as a
captain with the I44th field artillery
with the A.E.F. during World War
I, With Castle & Cooke since 1934,
Ik- maintains his headquarters in the
company's San Francisco offices in
the Matson Building, 215 Market
Street.

George S. Montgomery

the General Electric Company's
Board of Directors.

Montgomery, whose primary
business is serving as vice president
and director of Castle & Cooke, Ltd.,
sugar factors and shipping agents
with headquarters in San Francisco,
is a native of Hollister, California.
He is vice chairman of the Board of
Directors of the Matson Navigation
Company; director of Bay and River
Navigation Company, California
and Hawaiian Sugar Refining Cor-
poration, American Trust Company,

Ets-Hokin & Galvin Appointed
^gent for Crocker Wheeler

Ets-Hokin & Galvan, electricians,
with offices in San Francisco, Wil-
mington, Monterey, Stockton, New-
port Beach, San Diego and Oak-
land, have been appointed as official
service station for Crocker- Wheeler
apparatus.

Walker, Potts & Miller

A new marine surveying partner-
ship is announced under the above
name at 424 Harbor Lane, San
Diego. The announcement states
that Frank K. Wyatt is no longer
associated with the firm but that
Willi.am C. Miller, who has for a
long while been employed by the
firm, is now a partner.

K. M. Walker is surveyor for the

Page 82

PACIFIC MARINE REVIEW

Matt Stromberg

American Burt.iu of Shipping in
San Diego and will be recalled as a
frequent contributor to the Pacific
Murine Revieiv.

But/ler Promoted
By Hall Laboratories

I'. W. Butzler, widely known ex-
pert on boiler water conditioning
and a member of the staff of Hall
Laboratories since their establish-
ment twenty years ago, has been ap-
pointed to the new position of busi-
ness manager of the firm.

Hall Laboratories' parent firm,
Hagan Corporation, assigned Butz-
ler as engineering consultant for
Hagan and Hall clients in the Pitts-
burgh area in 1938.

Butzler was for many years right-
hand man for Dr. R. E. HaU, direc-
tor of Hall Laboratories, as an engi-
neering consultant on boiler water
problems throughout the United
States and Canada.

Strombery Succeeds Siantscbi
f\t ^nrdberg's

^Lltt Stromberg, who has been
[ean Santschi's assistant for many
years, has been appointed to succeed
him as Manager of the Installation
and Service Department of Nord-
berg Manufacturing Company. Sant-
schi will continue to spend a con-
siderable part of his time with
Nordberg in Milwaukee and in the
field in a consulting capacity.

Santschi was born in Switzerland
and got his first engineering train-
ing in that country. In 1904 he went
to Belgium while the Diesel engine
was in its infancy and he was select-
ed by Usines Carels Freres at Ghent
to work in their Experimental and
Testing Department under the sup-
ervision of Dr. Rudolph Diesel. As
a result Santschi practically grew up
with the Diesel industry.

In 1914 (Carels sent Santschi to
the United States to install two 1250
horsepower Diesel engines in a
Fhelps-Dodge plant in New Mexi-
co, after which he joined Nordberg
as Test Engineer for Diesel engines.

In 1925 Santschi was appointed

Jean Santschi

Manager of Installation and Service
of Marine and Stationary Diesel en-
gines and other machinery built by
Nordberg, the position he held at
the time of his retirement.

Incidentally, one of the New
Mexico installations was the largest
Diesel engine in the United States
and it is still in operation.

Navy YP Converted to Tuna Clipper

at Long Beach Marine Repair Co.

A Navy YP was converted to a 128 foot tuna clipper by the Long Beach Marine Repair
Company. Crew's quarters were changed and many other improvements were made
... its capacity Is now approximately 260 tons of fish. The craft was renamed the
White Sea.

Whomever your repair problem is you'// find f/ie experience, modern equip-
ment, ond ikilled workmanship of Long Beocfi Marine Repair is real assur-
ance of a job done right. Lef us bid on your job now.

l.%. 7-a9SS TIr

1409 WIST 7th ST.

MARINE REPAIR CO.

LONG IIACH 13, CALIFORNIAc
Inal 4-1214 L. •. 6-6433

• IIRTH 73 (IHANNIL 3)

NOVEMBER • I 948

Page 83

PUT

CHEMISTRY

TO WORK

your
power
plant
with

"HOUSE OF MAGIC"
PRODUCTS

Boiler Water Treatment
Fuel Oil Conditioner
Rust Eradicator
Scale Solvent
Refractory Preservative
Carbon Scale and Slag
Remover

Chemical Products for Power

Equipment with

Dependable, Scientific

Service

GARRATT-CALLAHAN
COMPANY

of California

148 Spear St., San Francisco 5

Warehouse stocks
Portland • Seattle • Los Angeles

Fiberglass Corp. Establishes Pacific Coast Division

{complete

Sk

irlainL

enance

ervice

• TANK CLEANING

• BOILER CLEANING

• CHEMICAL CLEANING

• SAND BLASTING

• PAINTING

INTERNATIONAL
SHIP CLEANERS

INC.

863 Harrison St., San Francisco 7
Phone: SUtter 1-3293

Establishment of a Pacific Coast
Division of Owens-Corning Fiber-
glas Corporation and the appoint-
ment of L. R. Kessler as its general
manager were announced recently.

Establishment of the separate di-
vision is designed to handle con-
struction, manufacturing, and sales
operations of the company in the
Pacific Coast area and neighboring
western states. All of the research,
development, engineering and other
departmental services of the com-
pany will be made available to the
Pacific Coast Division.

Construction of a new Fiberglas
plant at Santa Clara, California, is
now well under way, and production
is scheduled to start there in July
1949.

W. C. Winterhalter was named
sales manager of the new division.

Working under Mr. Winterhalter's
supervision are managers of four
West Coast branch sales offices: D.
R. Dyas, Los Angeles; H. B. Little
II, San Francisco; E. N. Still, Seattle;
and J. A. Tallman, Pordand. Walter
D. Gipe will transfer from his post
in Toledo as administrative assistant
to Ben S. Wright, Fiberglas general
sales manager, to become service
manager of the Pacific Coast Di-
vision.

The Santa Clara plant will be the
fifth U. S. plant operated by Owens-
Corning Fiberglas Corporation. Oth-
er U.S. plants are located at Newark,
Ohio; Ashton, Rhode Island; Hunt-
ington, Pennsylvania; Kansas City,
Kansas. Through Fiberglas Canada,
Ltd., the company operates plants at
Oshawa and Sarnia, Ontario.

W. C. Winterhalter

Moran Summarizes lowing Operations

Moran Towing & Transportation
Company recently issued a booklet
giving details of their towing opera-
tions during the past year, and con-
taining many excellent photographs
of their tows.

Three hundred ninety-one offshore
towing assignments were completed
by Moran — 124 being over 500
miles in distance and 53 of them
ranging from 1,000 to 12,996 miles
— a total of 230,723 miles of deep
sea towage. They picked up or de-
livered tows in many foreign ports.

The longest single tows ever under-
taken by any towing company were
two tin dredges, the largest ever
built, which were transported by
Moran during the past year all the
way from Tampa, Florida, to Banka
in the Netherlands East Indies.

In addition to these operations,
Moran acted as agent for United
States and other governments and
private companies for 360 long dis-
tance towing assignments, totaling
129,864 miles.

Page 84

PACIFIC MARINE REVIEW

Aiden Ruach
Becomes President
Of Culumbia Steel

Allien Ci Roach, president of
Consolidated Western Steel Corpo-
ration, has taken on duties as pres-
ident of Columbia Steel Company,
the steel-producing subsidiary of
United States Steel Corporation on
the Pacific Coast. Me succeeds J. Les-
ter Perry, formerly president of
Carnegie-Illinois Steel Corporation,
who was called out of retirement on
May 1, 1947, to assume the presi-
dency of Columbia following the
death of its president, William A.
Ross. Perry will remain with United
States Steel in an advisory capacity.

For the last seven years Roach
has been president of Consolidated
Steel Corporation which recently
became a subsidiary of United States
Steel under the new name of Con-
solidated Western Steel Corpora-
tion. Roach will continue as presi-
dent of Consolidated Western Steel.

A native of St. Louis, Mo., Roach
received a B. S. degree in Civil En-
gineering from the LIniversity of
Illinois. He worked for several rail-
roads in various capacities and for
two years was plant engineer for

Flying Stone

Lelghton Stone, manager of Swett-Stone
Co., San Francisco, is back in San Fran-
cisco after a flying tour of a number of
his Eastern plants. He found production
facilities extremely busy, and after con-
ferences with engineering and research
departments, reports several important
product improvements in the offing.
In Connecticut. Stone visited American
Instrument, Consolidated Safety Valve,
and the modern new Ashcroft Gauge
plant at Meriden. He also attended a
filter conference at Cuno Engineering. In
Boston he saw the Hancock Valve people,
and in Chicago, llg Electric Ventilating
Co. He returned home via the Marshal-
town, Iowa, plant of Fisher Governor.

D. C. Bowman, engineer and con-
tractor in St. Louis. He was also
associated with the Union Iron
Works in Los Angeles as a con-
tracting engineer for a short period.
Roach became associated with Con-
solidated Steel Corporation in 1929
as contracting manager in charge
of the Industrial Building Division.
In 193i he became vice president in
charge of Sales and Engineering,
w,is elected a Director of the com-

^ Alden G. Roach

pany in February 19.38, and an ex-
ecutive vice president in October
1938. He became president in
August 1941.

M£N WITH RESPONSIBILITY
RECOMMEND HARBOR SUPPLIES

DECK-STEWARDENGINE ROOM SUPPLIES

821 Folsom Street, San Francisco 7, Exbrook 2-4500

Night Phone: Mission 7-3814
Swan Island — Portland 18, Oregon — WEbster 2243

NOVEMBER • I 948

Page 85

Exclusive Distributors for Plant Magnesia
Products

Manufacturers and Distributors of Plant
Packings

Also Distributors for Raybestos Manhattan
and B & W Insulating Firebrick

PLANT

ASBESTOS CO., INC.

Phone UNderhill 1-2874

Phone Ent. 10367

941 • 16th STREET

SAN FRANCISCO

OAKLAND • SAN JOSE • MODESTO

Pacific Coast

Shipping

Must have union leadership that will

help the industry give regular, depend-

able services.

Pacific Coast

Shipping

Wants a contract with RESPONSI-

BLE union leaders who can provide

guarantees of responsible, honest per-

formance.

/^^^/^?^C

Miiintenance Allowed fur Seaman's Frulic

(Continued from page 61 )

business. Men cannot live for long cooped up aboard
ship, without substantial impairment of their effi-
ciency, if not also serious danger to discipline. Re-
laxation beyond the confines of the ship is necessary
if the work is to go on, more, so that it may move
smoothly. No master would take a crew to sea if he
could not grant shore leave, and no crew would be
taken if it could never obtain it. Even more for the
seaman than for the landsman, therefore, 'the super-
fluous is the necessary* **to make life livable' and
to get work done. In short, shore leave is an elemental
necessity in the sailing of ships, a part of the busi-
ness as old as the art, not merely a personal diversion.
"The voyage creates not only the need for relaxa-
tion ashore, but the necessity that it be satisfied in
distant and unfamiliar ports. If, in those surround-
ings, the seaman, without disqualifying misconduct,
contracts disease or incurs injury, it is because of the
voyage, the shipowner's business. That business has
separated him from his usual places of association.
By adding this separation to the restrictions of living
as well as working aboard, it forges dual and unique
compulsions for seeking relief wherever it may be
found. In sum, it is the ship's business which subjects
the seaman to the risks attending hours of relaxation
in strange surroundings. Accordingly, it is but reason-
able that the business extend the same protections
against injury from them as it gives for other risks of
the employment."

The court held that the theory of the Aguilar case
was sound and that the libelant in this case should re-
cover. The court said that denial of maintenance and
cure "is consonant neither with the liberality which
courts of admiralty traditionally have displayed to sea-
men, who are their wards, nor the dictates of sound
maritime policy." On the question of whether the diving
was misconduct or gross negligence, the court said that
no evidence was available to show a skillful diver could
not have safely negotiated the dive in the four feet of
water in the pool.

Unfortunately, again the decree of the District Court
was reversed.

hn Fi\es by Unusual Methods

iContinucI fioni pilgc 65}

nun. This correction is to be added if your difference of
latitude is toward the sun and subtracted if it is away
from the sun.

These two methods of using the sun to determine the
noon position are the uncommon rather than the common
ways and surely are not new ways. For most of the time
they will not only be impractical but often it will be
impossible to use, them, this depending upon the position
of the observer and the sun. Their accuracy in this writer's
opinion is greater than that of advancing the morning
sun line or star sights. Then, too, there is always the
possibility that due to weather conditions, a fix by morn-
ing stars or a morning sun line is not available. 'With
these methods, if conditions are right, you still will be
able to deterrriine your vessel's position at noon.

They are worth keeping in the back of your mind, if
for no other reason than broadening your knowledge of
the subject. It's always wise to have a trick or two up
your sleeve for special occasions.

Page 86

PACIFIC MARINE REVIEW

Thomas B. Stillman of B UV Dies

Thomas B. Stillm.iii, .it;cd 3iS, I:ni;int<.'ring Consultant
for The BabctKk & Wilcox Company, and internationally
known authority in the field of fuel-oil burning and
marine boiler design, died suddenly on September 28 in
Philadelphia while enroute to the Naval Boiler and Tur-
bine Laboratory at the Philadelphia Navy Yard.

Mr. Stillman made many significant contributions to
the development of modern boilers and fuel-oil burning
equipment in naval and merchant vessels, holding more
than 25 patents relating to boilers, superheaters, oil burn-
ers and economizers. In the field of oil burning equip-
ment he was regarded as one of the world's outstanding
authorities. He was the author of many technical papers
in the field of oil burners and marine boilers.

• FOR SALE'

Book Review

THE SHIPBUILDING BUSINESS IN THE
UNITED STATES OF AMERICA, sponsored by the
Society of Naval Architects and Marine Engineers.
Price SI 2.50.

Under the guidance of a Control Committee of mem-
bers of the Society and an experienced editor, a com-
petent technical staff of thirty authors, well known in
the industry, has assembled into two compact volumes
a comprehensive work on the history, organization and
operation of shipbuilding.

This two-volume publication presents in a non-tech-
nical but practical style authoritative material on the
many business problems which must be solved eco-
nomically and promptly in the building and repairing
of ships. Among the subjects covered are chapters on
cost estimating; production and material control; pro-
posals and contracts; planning, designing and schedul-
ing; procurement and storekeeping; costkeeping and
accounting; management controls; marine insurance; in-
spection; wage systems; shipyard layout and organiza-
tion; labor; economics and shipbuilding; statistics; his-
tory.

h\s Chart

Publication of new nautical chart 91.^0 covering Alaid
and Nizki Islands of the Semichi Group in the Aleutians
has been announced by Rear Admiral Leo Otis Colbert,
Director, U. S. Coast and Geodetic Survey, Department
of Commerce.

The new chart, together with chart 9125 published in
1947, provides large-scale coverage at 1:20,000 of the
Semichi Islands. These new charts of the waters near the
end of the Aleutian Chain are available for those vessels
that use the shorter and better weather great circle route
to the Orient from Pacific Coast ports of the United
States.

Chart 9130 was compiled from modern hydrographic
and topographic surveys by the Coast and Geodetic Sur-
vey. Details appearing on the chart are presented in con-
formance with the new symbolization recently adopted
for nautical charting by the Coast and Geodetic Survey.
Relief of land areas is indicated by contours at lOO-foot
intervals. The blue water tint is carried to the 5-fathom
curve.

Chart 9130 measures 34 by 42 inches and is distrib-
uted at 75 cents per copy by the sales agents, district
oriices, and the Washington office of the Coast and Geo-
detic Survey.

CARGO VESSELS
MARINE EQUIPMENT

VESSELS— AE type (482' i 60' x 20' —
turbine, 6700 SHP— displ. 10,600 (f. I.)— also
LST. LSM, LCI types.

• LIBERTY SHIP ENGINE
PARTS

• CARGO WINCHES

Lidgerwood and Markey

• PUMPS, STEAM

From 41/2 X 3% X 4 fo 18 x 14 x 24. including air

• PUMPS, ELECTRIC

From 3-4 HP to 30 HP.

I 15 DC, 230 DC, & 440 AC.

• PUMPS, DIESEL

1000 GPM at 260' head. New and used.

« GENERATORS, STEAM

25 KW, 60 KW 75 KW, 190 KW, 240 KW; Steam
150= to 575 = ; Current, DC & AC.

• GENERATORS, DIESEL

20 KW DC, 30 KW DC, 100 KW AC or DC,
200 KW AC or DC, 1000 KW AC.

• ENGINES, DIESEL

225. 450, 900, 1600, & 1800 HP, running or guar-
anteed.

• TRANSFORMERS

100 KVA to 500 KVA, 2300V primary.

• 2500 KVA SUBSTATION
COMPLETE

34,500V— primary; 2,300V— secondary.

• MISCELLANEOUS
EQUIPMENT

From vessels of various types.

Southern CALIFORNIA'S Largest
SHIP DISMANTLERS

NATIONAL
METAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND. CALIF.

LOS ANGELES: NEvada 6-2571

Cable NACOR

NOVEMBER • 1948

Page 87

INTEROCEAN LINE

Havre- Antwerp-Rotterdam
Express Freight, Refrigeration,
Passengers

WEYERHAEUSER S.S. CO.

Pacific Coast Direct Line, Inc.

/nfercoasfal Service via Panama
Canal

KNUTSEN LINE

Unifed Kingdom — North Pocifie-
West Coast, South America
Express Freight, Refrigeration,
Passengers

SALEN-SKAUGEN LINE

Pacific — Orient
Express Freight, Passengers

SALEN-SKAUGEN LINE

Atlantic — Orient

Express Freight, Passengers

INTEROCEAN

STEAMSHIP CORPORATION

Pacific Coast Managing Operators

Head Office — Son Francisco, Calif.

Other offices at New York, Baltimore, Los Angeles,

Long Beach. Calif., Portland Ore., SeaHle, Wash.

Westinghouse To Buy Hendy Plant

The Westinghouse Electric Corporation through R.
A. Neal, vice president, has announced its decision to
purchase the 57-acre Sunnyvale, California, Works which
was leased from the Joshua Hendy Iron Works. West-
inghouse assumed operation of the plant as of March 1,
1947, under terms of a 10-year lease with the option to
purchase by November 1, 1948.

This move is indicative of the company's confidence

Book Beview

THE STORY OF THE SHIP, by Charles E. Gibson,
published by Henry Schuman, Inc. Price $4.00; 244
pages.

Here in untechnical language is the story of the evolu-
tion of the ship from the first crude raft to the magni-
ficent steamships of today, a book which will be of
special interest to the seaman and layman alike. It is
a story about the ship and the reasons for its being, the
social and economic conditions which resulted in its
design and development, a simple and fascinating history
of how man has built the ship to meet his needs.

The author is a layman who has known ships inti-
mately as a lieutenant in His Majesty's Navy during
World War II, and has followed his insatiable thirst for
full knowledge about every aspect of ships and shipping.
Their history, he says, is "the life of a science and art,
for the building and sailing of ships is both."

There is romance in this story of the ship as related
to man's economic, technological and cultural growth.

in the business and industrial future of the west. Already
the company has invested several million dollars in ma-
chinery and equipment, and facilities are continually
being expanded to meet the needs of western industries
and electric utilities and to produce equipment for
export purposes.

The plant is already in rapid production on distribu-
tion and power transformers, alternating-current motors,
steam turbines up to 12,500 kilowatts generating capac-
ity, voltage regulators, valves, large air moving equip-
ment, gears, switchgear, and other products.

The Sunnyvale Works is a major unit in the nation-
wide chain operated by the company's Manufacturing
& Repair Division.

Aerial photograph
of the Sunnyvale
plant which West-
inghouse Electric
Corporation Is
purchasing.

S ^

Page 88

PACIFIC MARINE REVIEW

AT SEA OR IH PORT

WILSON

TUBE CLEANERS

CutCosts

lising costs of ship oper-
ation make new highs in
efficiency a "must". That's
why you'll find Wilson
Tube Cleaners on deck in

ports all over the world, ready to help improve

boiler room efficiency two ways.

• Faster turn-around in port when tube
cleaning is necessary — fast-acting Wil-
son cleaners make short work of scales
and deposits — get you back at sea in
less time.

• Better heat transfer, new operating
economies through more thorough, less
frequent tube cleaning with Wilson
equipment

Wilson Tube Cleaners are available for straight or
curved, ferrous or non-ferrous tubes from y^" I.D.
to the largest ever cleaned. Call your local Wilson
Representative to select the proper performance-
proved Wilson Tube Cleaners for your fleet main-
tenance program. Please address Department

THOMAS C. WILSON, INC.

21-11 44th AVENUE, LONG ISLAND CITY 1, N. Y.
Cable: "TUBECLEAN," N«w York.

WILSON

TUBE CLEANERS

NOVEM BER . I 948

WILL YOU HAVE ENOUGH
SKILLED WORKERS?

For skilled work on your impor-
tant electrical installations both in
the shipyard and aboard your ships,

//se

PRACTICAL MARINE

tLbw I Kll/I I Y ByS. N. LeCoutit
and H. S. Dusenbery

This book will help you train reliable electrical
workers for your new building programs; will in-
sure better, more intelligent, more skilled work on
ALL of your electrical equipment.

The HOW, WHY and
WHAT-TO-DO on

cable Installation

SUCCESSFULLY USED IN MANY SHIPYARDS

This book is based on the instruction
materials prepared by the authors for
the Moore Dry Dock Co. and widely
used in other shipyards. Written by
practical, experienced men. the book
is clear, simple, easy to learn and
complete. It not only tells how to

all ;

also expla

boards

gyro compass, radio direc-
tion finder, automatic
pilot, rudder angle Indj-

"/ strongly recommend this book,"
says Jack Wolff, Supervisor of Ship-
yard Training for the U. S. Maritime
Commission during the war. "// is
ohiious that practical marine elec-
tricians have put into it the specific
things which they realize from long
experience that a marine electrician
must have."

"This practical handbook enables the
ship's electrician to work intelligently
on any piece of marine electrical
equipment." reports Marine Engineer-
ing & Shipping Reiieu.

ISO llliis.. Wiling dlatrams, etc.

SEE IT FREE. convinced that copies of this book win
save you nniih time and expense in the training of workers
and in the actual work done, we want to send you a copy on
10 days' approval, without obligation on your part. Just send
in the coupon below.

catof and other navigat-
ing equipment
all Mghiing systems
Arc detection and alarm
systems

relrigerallon machinery,
ventilating systems, tans,
etc.

yard power machinery
testing equipment
and all other electrical

Macmillan Co., 60 Fifth Ave, New York 11, N. Y.

Please send me a copy of PRACTICAL MARINE ELEC-
IRlClT'i' (5-1.25) on 10 days' approval, with the under-
standing that my bill will be cancelled if 1 return it.

Signed
Address

Page 89

HYET and STRUCK

STANCHIONS

Cut Down

A ccidents

and Repair Costs!

Sling-I03d of lumber moving inboard

igoinst stonchion on jn^ercoastal

freighter.

HYET and STRUCK ENGINEERING Go.

SHIP REPAIRING & MACHINE WORK
EX. 2-3508

425 Folsom Street

San Francisco, California

IM m Radars
For Signal Corps

Hugh A. Saul (righf foreground), Vice
President in charge of production of Ra-
diomarine Corporation of America, ex-
amines one of the RCA 3.2-centimeter
radars earmarked for installation aboard
a U. S. Army Transport Service ship, as
he and William B. Medvesky, production
foreman of Radiomarine, inspect the pro-
duction line.

Purchase by the U. S. Signal
Corps of 217 commercial-type ma-
rine radar units, valued at more than
§2,000,000, was announced by
Walter A. Buck, President of the
Radiomarine Corporation of Amer-
ica.

Scheduled for installation aboard
ships of the U. S. Army Transport
Service, the units consist of the
latest surface-search 3.2-centimeter
commercial radars, and represent
one of the largest single radar orders
received by Radiomarine to date.
Other government sales have in-
cluded units to the U. S. Coast
Guard, Army Corps of Engineers
and the U. S. Navy.

Booklet on Pumps
Prepared by Kinney

The Kinney Manufacturing Com-
pany, Boston, recently prepared an
illustrated booklet on their Kinney
Rotary Liquid Pumps. The booklet
also contains information about ro-
tating plunger pumps, pump drives,
Heliquad pumps, strainers, and
other Kinney products. Pumping
data conversion tables and many
other tables containing valuable in-
formation on pumps are included.
There are photographs and draw-
ings on each subject covered.

New Carrier Vice-President

Election of George N. Lilygren as
a vice president of Carrier Corpo-
ration, Syracuse, N. Y., leading
manufacturer of air conditioning

and refrigeration equipment, is an-
nounced by Cloud Wampler, presi-
dent. Lilygren was appointed comp-
troller of Carrier Corporation in

June 1947, and will now serve as
vice president and comptroller.

Prior to his association with Car-
rier Corporation, Lilygren had
broad experience in factory engi-
neering work as well as factory ac-
counting. He formerly was assistant
comptroller of Briggs Manufactur-
ing Company, Detroit.

CANVAS . . .

COVERS MADE TO ORDER— REPAIRED
RECONDITIONED, RE-WATERPROOFED

•

boot covers

• dodgers

•

deck awnings

• mast coafs

•
•

hatch tarps
winch covers

• instrumenf
covers

syiLivflo ^

J^oJuc^

' INDUSTRIAL
AND MARINE

AWNING COMPANY

The American Ship Building Company, Cleveland, recently completed the
conversion of the Lake Bulk Carrier, "S. B. Way," to a Self Unloader
tre-named the "Crispin Oglebay") for the Columbia Transportation
Company, Cleveland. Among the modern features installed wos o
C. H. Wheeler Electric Hydraulic Steering Gear, controlled by an
Automatic, Self-Centering, Springless Telemotor. Steering Gear is
equipped with dual motors and pumps and a two-cylinder
single-acting ram. Auxiliary rams ore provided for operation
with emergency hand gear C. H. Wheeler builds a com-
plete line of deck machinery. Write for Telemotor Bulletin.

C.H.WHEELER MANUFACTURING CO.

1814 Sedgley Avenue, Philadelphia 32, Pa.

REPRESENTATIVES IN MOST PRINCIPAL CITIES

STEERING GEAR ON

"CRISPIN OGLEBAY"
BY C. H. WHEELER

•'>^'

THe'STa TRANSPORTkriON CO.

mwuivt.

DECK MACHINERY • STEAM CONDENSERS
STEAM JET AIR EJECTORS

OF PHILADELPHIA

We can do it!

Bring your intricate machining and grinding
to our precision tool department — It's ex-
perts like Ben Hochtritt, old time toolmaker
(shown here at chasing tap) who aid in
building prestige for General Engineering.
Out of their wealth of experience and skill
comes the solution of your problem.

Consult our engineers on any

problem pertaining to metal

fabrication and handling.

COMPLETE 100-PAGE BOOK IN COLOR, SHOWING
FACILITIES, UPON REpUEST.

GENERAL ENGINEERING
and DRY DOCK CORP.

EXECUTIVE OFFICES—
1100 SANSOME STREET, SAN FRANCISCO, CALIFORNIA

\^.

t

NOVEMBER • 1948

Page 91

OHM

SHIP SERVICE
COMPANY

^ MAINTENANCE

it: BOILER CLEANING
ir TANK CLEANING
ic SHIP PAINTING

Ben Ohm, Owner
Phones — GA 1-5215 - 5216 - 5217

Ohm Ship Service Company

SHIP SCALERS

1 TOWNSEND STREET
SAN FRANCISCO 7. CALIFORNIA

Eriksun Elected President of Hagan;
Boho Now Vice-President

NOW in Our

NEW PLANT

Expanded Manufacturing Facilities

Specializing in Panel Boards, Sw'ifeh Boards
and Generofor Controf Boards

COLUMBIA
ELECTRIC MANUFACTURING CO.

275 Steuart St., San Francisco
Phone: GArfleld I-6I0I

Eugene V. Winter Co.

Engineers • Manufacturers' Representative

AMERICAN HAMMERED PISTON RING DIV — KOPPERS CO.

NATIONAL TRANSIT PUMP AND MACHINE CO

THE MAXIM SILENCER COMPANY

RED HAND COMPOSITIONS COMPANY

SIMS PUMP VALVE COMPANY

ISDrummSt. DOugias 2-2714 Son Francisco 11, Calif.

D. J. Erikson has been elected president of Hagan and
its subsidiary companies — Calgon, Inc., Hall Laboratories,
Inc., and Buromin Company — to succeed J. M. Hopwood
who has been president of Hagan Corporation since
191 8. Hopwood has been elected chairman of the board
of directors of the Hagan group.

Erikson began his career with Hagan Corporation
more than thirty years ago as a draftsman. He went from
drafting to field service and then into sales work follow-
ing a short period in military service in 1917-18. He
helped to establish Hagan's New York office in 1920
as a service engineer, returning to Pittsburgh head-
quarters of the firm in 1922. He was appointed sales
manager in 1927.

Erikson then went into his work of making the
chemical product, Calgon, a special phosphate glass
material widely applicable in water-conditioning for in-
dustry, business and household.

In 19.^9 he was elected vice president in charge of
sales. This position has now been taken over by M. J.
Boho who joined Hagan as a field service engineer in
1936, after serving as a research engineer in private
industry and with the Potomac Electric Power Company
in Washington, D. C. Boho was transferred to Hagan's
New Projects Division in 1938, where he was engaged
in the development, design and application of automatic
combustion controls for steel industry use. He was ap-
pointed assistant general manager of sales in 1945.

Boho played an important part in the designing, in-
stallation and adjustment of Hagan automatic combustion
controls in many of the largest steel and utility power
plants in the United States and Canada before World
War II. He is particularly well known in the steel in-
dustr)' for his engineering work in the field of automatic

(introl o( soaking pits — special furnaces which represent
I crucial step in the making of steel to meet strength
\nd ductilit)' requirements.

MOORE-McCORMACR

.\>li:ill< .\> IIKI>I KIJI'S \xsv.

I'r.i^lit and l*a»s<Mi}:rr Si-rvii-r lictwocii lli.- Kaet
(;i)a>t of lliiilcd States and tlic countries of

iii{\/ii • inrcrvv • argentiina
i>A< 1114 iii<:i»i nurs mxe

l''roif;lil and rasscnger Service between tlic West
Coast of L'nitcd Stales and the countries of
HKA/.ll, • I Kl(;l VV • ARGKNTINA
AMKIlirA.X M A>Tir IJXE

Freight and Passenger Service between ibc East
Coast of Unite<l States and the countries of

NORWAY
POLAND

DENMARK
FINLAND

SWEDEN
RUSSIA

^ 1

i^rnm i\ml llnrlmr l„

1 -J Pay. Moor,-M,(:orm,irk

Lin

cs oprraU'd miirr

than

ISO ships, Ivil II

!,.<

setx, trtinsporlril

7,')

,239 Iruopn nii-l

t urn

dSUIO.III fn^

uf i,„r

,„ru<: v.. <fc./i.l/,.-

, r,:i„m.Mli(,.^

\t<r<h,ml \lar:m mils! /»•

kwi't strung in /iifK .■

"1 For complete information apply

MOORE -McCORMACK

140 CALIFORNIA STREET

San Franciico II. Calif.

530 WEST SIXTH STREET

I.oi Angdei U. Calif.

DEXTER-HORTON BUILDING

S<^atll« 4. Wa>hin|!lon

BOARD OF TRADE BUILDING

Portland 4. Orrfon

744 HASTINGS ST. WEST

Vancouver, B. C.

Offices in Principal Cities of the Vorld

STATEMENT OF THE OWNERSHIP, MANAGEMENT, CIRCULA-
TION, ETC., REQUIRED BY THE ACTS OF CONGRESS OF
AUGUST 24, 1912, AS AMENDED BY THE ACTS OF MARCH
3, 1933, AND JULY 2, 1946.

Of I'.ACIFIC M.^RINE REVIEW, published monthly at .San Francisco,
California, /or September 8. 1948. State of California, County of San
Francisco.

Before me. a Notary in and for the State and county aforesaid, personally
appeared B. N. DeROCHlE, who, having 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 knowl-
edge and belief, a true statement of the ownership, management, 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 Acts of March 3, 1933
and July 2, 1946, embodied in section 537, Postal Laws and Regulations,
printed on the reverse of this form, to wit:

I . That the names and addresses of the publisher, editor, managing
editor, and business managers are:

Publisher. JAMES S. HINES PUBLISHING COMPANY, 500 San-
some St., San Francisco U.

Editor, T. DOUGLAS MacMULLEN, 500 Sansome St

Bu

Manager, B. N. DeROCHlE, 500 Sansome St.
(If

That the owner is: (If owncj hy a corporatic

must be stated and ;iIso immL-dutcIy thercunde

J of stockholders owning or holding one per c

of stock. If not owned by a corporation, the

of the individual owners must be given. If owned by

other unincorporated

ividual member, must be given.)
JAMES S. HINES. 500 Sansom
MARY G. HINES. 500 Sanson
-i. That the known bondholders
[ling or holding 1 per cent or mc
other securities arc: (If there are
None.

That the two paragraphs next abi
and

nd addr<

San Francisco
San Francisco

more of total
1 and addresses
1, company, or
IS those of each

stockholdi

stockholdi

company but also, in cj

upon the books of the (

the name of the person

given; also that the ;

affiant's full knowledge

under which stockholde

books of the company

other th "

that any

indirect

(SEAL)
(My,

: St.. San Francisco 11.

c St., San Francisco 11.

, mortgagees, and other security holders

re of total amount of bonds, mortgages,

none, so state.)

, giving the names of the

ity holders, if any. contain not only the list of
ty holders as they appear upon the books of the
iscs where the stockholder or security holder appears
:ompany as trustee or in any other fiduciary relation.
1 or corporation for whom such trustee is acting, is
said two paragraphs contain statements embracing
and belief as to the circumstances and conditions
rs and security holders who do not appear upon the
as trustees, hold stock and securities in a capacity
that of a bona fide owner; and this affiant has no reason to believe
ther person, association, or corporation has any interest direct or
the said stock, bonds, or other securities than as so stated by him.
B. N. DeROCHlE (Signed)
Business Manager,
to and subscribed before me this 8th day of September, 1948.
EDITH GOEWEY
Notary Public in and for the City and County of
San Francisco. State of California.
)mmjssion expires December 24. 1948)

STANDARD A. S. A.

and ACID RESISTANT

FLANGED FITTINGS

CALL YOUR DEALER FOR STOCK LIST

(Fittings Sold Thru Dealers Only)

THC

WARMAN

PLANT

LOS^wiass

MEMBER ALLOr CASTING INSTITUTE

NOVEMBER . I 948

Page 93

CATALINA ISLAND
STEAMSHIP LINE

Sfeomer Service fo Cafalina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
Telephone Numbers: Terminal 2-4292; Terminal 2-4293; Long Beach 636-563

WHJSTLE CALX FOR TUGS: 1 long — 3 short

GENERAL OFFICE: Catalina Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45: Long Beach 7-3802

Member — American Woferwoys Operators

n/lerrill-Stevens
Installs hvi Boiler

With the recent installation of a
Besler High Pressure Test Boiler,
Merrill-Stevens Dry Dock & Repair
Company, with main yards in Jack-
sonville, Florida, continues its ex-
pansion program to keep step with
advance methods of ship repair
work.

The new boiler, believed to be
the first ever installed in the South
Atlantic and Gulf area, is capable of
producing steam of 1,500 pounds

George Swett Resumes
With Yorciilbro Tubes

The Yorcalbro Aluminum Brass
Condenser Tubes which were so
well accepted in the marine and in-
dustrial fields before the war are
again available through George E.
Swett & Co., Engineers, San Fran-
cisco.

These tubes were first installed on
famous ships registered in San Fran-
cisco a number of years before the
war started, and these installations
are still in service requiring only a
negligible percentage of tube re-
placements over the years.

The serviceability of the Yorcal-
bro Tubes is not confined to marine
condensers alone. They can be sup-
plied for all forms of heat exchang-
ers on board ship in which salt
water comes into contact with the
tubes, as, for example, in auxiliary
condensers, air or oil coolers, com-
pressor inter-coolers, salt water cal-
orifiers and drain coolers. Another

Besler High Pressure Test Boiler.

W. E. Cole, Jr. of Merrill-Stevens is

shown adjusting the fuel feed to one

of the burners.

use is for sea-water mains and pipe
lines.

^J^eadquarterd at the J4arhor I

T^

COFFIN PUMPS

THE GARLOCK
PACKING CO.
"On Dec* one) Se/ow"

LESLIE CO.

ATLAS MARINE PAINTS

MARINE ELECTROLYSIS ELIMINATOR
CORP.

NEW YORK BELTING and PACKING
CO.— Air, Fire, Water and Steam
Hose
TODD COMBUSTION EQUIPMENT CO
TUBES CORDAGE COMPANY
J & L STEEL CORPORATION, Wire Rope
ALLENCOTE REFRACTORY COATING
DIAMOND POWER CORP.
KOMUL Anti-Corrosive Coating

PAXTON MITCHELL Metallic Packing
ENSIGN Products

J. M. CosTELio Supply Co.

MARINE SPECIALTIES

221 No. Avalon Blvd., Wilmington, Calif. Phone Terminal 47291

pressure per sq. in. at a temperature
of 900 degrees in only two minutes.
starting from zero.

Officials of Merrill-Stevens be-
lieve this installation a great step
forward as it is designed to save
ship owners and operators thou-
sands of dollars through expediting
ship repair work. The steam, gen-
erated so quickly in this boiler, is
used to test safety valves, regulating
and reducing valves, pumps, tur-
bines and gauges. Formerly these
had to be tested aboard ship, using
ship's steam. When ship's plants
were cold for other repairs, there
was a delay in the testing operations.
With the new Besler steam genera-
tor a part can be brought to the
Merrill-Stevens' laboratory and test-
ed in two minutes.

Merrill-Stevens has grown from a
small marine blacksmith shop 75
years ago to one of the South's larg-
est ship repair firms. Since Pearl
Harbor, more than a thousand ves-
sels of all types have been serviced
by the company.

Page 94

PACIFIC MARINE REVIEW

OVERHAULED, TESTED

AND SET WITH STEAM FOR —
ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

Thomas i Short Company

245 Fremont Street
San Francisco

YUkon 6-0294

When you need babbitt . . .
look for "Federated" First!

Federated Is first with a complete line of babbitt
metals . . . "Thermodyne" and "XXXX Nicicel," tin-base
for heavy bearing loads; "Merit" and "Record," lead-
base for lighter loads; Federated "G" and "S." lead-
base for precision bearings and special properties.
Federated is first in chemical and metallurgical facil-
ities . . . first with practical service engineers to help
you solve bearing metal problems . . . f^rst. too, in
convenience, for there are I I Federated pUnts and 25
sales offices, 7 of them in the West within easy reach
of your phone.
Buying babbitt? Think of Federated first!

^e^^&^a?^;C metals division

AMERICAN SMELTING AND REFINING COMPANY
San Francisco • Los Angeles • Portland
Seattle • Salt Lake City • Butte • El Paso

World Shipping

SOME COLD FACTS

You, our shipper friends, many times have been
caught in an economic vice by irresponsible leader-
ship in the Pacific Coast maritime industry. To be
exact, during the past 14 years our services to you
have been interrupted 1405 times, some for short
periods, some for long.

This constant harassment of our Industry and viola-
tion of your right to dependable waterborne trans-
portation finally has forced us against a wall.

We in the steamship business have taken a united
stand not to deal with unions whose leaders look
upon a contract as a mere scrap of paper to be
discarded at their wll'. We have taken this stand
in order to put the industry back on a business basis.

We appreciate your support in our Industry-wide

struggle.

IT'S TO YOUR INTEREST. TOO

General Steamship Corp., Ltd.

465 California St., San Francisco 4
Los Angeles Portland Seattle Vancouver

SAVIN0
SHIP REPAIES

CBAIC SHIPBUILDING CO

long BeacIi,Calif.'5^???832-81

NOVEMBER . 1948

Page 95

FORSTER SHIPBUILDING CO., INC.

SHIPBUILDERS • ENGINEERS • MARINE WAYS • REPAIRS

All types of diesel and hull repairs

CONSTRUCTION OF ALL TYPES FISHBOATS

PLEASURE CRAFT AND BARGES

WOOD OR STEEL

TErminal 2-4527 • Ferry Street

P. O. Box 66, Terminal Island Station

SAN PEDRO. CALIFORNIA

Los Angeles Harbor

Formerly
Garbutt & Walsh

S. F. Propeller Club

MATSON TABLES. PROPELLER CLUB, OCTOBER MEETING
Left to right: Captain William Meyer; Terry Rowe, Castle & Cook; Captain H. R. Gellesple, marine manager; Joseph B.
Hurd, Alexander & Baldwin; A. J. Pessel, public relations manager; H. B. Perrin, secretary; Captain M. C. Stone, port

captain; A. J. Haring, service manager.

Frank Foisie, speaker, and Louis Lapham, president of the
San Francisco Propeller Club, taken at the October meet-
ing in the St. Francis Hotel. Foisie reviewed the maritime
strike situation, and the club voted endorsement.

Snapped at the Propeller Club, clockwise from 7 o'clock:

George Barr, Joe Moore, Jr., A. Bockteldt-Svendsen, Roy

Folger, Joe Moore, Sr., Ralph Myers, Phil Coxon, George

Crow.

MOTOR

REPAIRS...

PORTLAND

Replacement Parts for All Types of Motors and Controls

Electrical Dynamic
Shipboard Balancing
Installations of Rotors
of all types and Armatures

24 hour service

MARINE

ELECTRIC

CO.

2121 N. W. Thurman

7 days a week

Phone BR 6448

Portland 9, Oregon

Page 96

PACIFIC MARINE REVIEW

KOMUL is u wril-pmved

*o"uB° <*t»;iliiifi for iiiariiio »er\ ice.
(• Appliciilioii lo (lump siir-

f'iurs first reci)innirn<l«-il it
for use ill spuces siil>j<Tt
to con<leiisatioii of moist inc. Its coiitiiiiious film uikI re-
sistance to elieiiiieals reeoiiiiiieii(l<'<l it for use on steel
[iccks under magiiesite. Simpli<'it\ of ;ippli(-;ilioii has made
marine men want it for hard-to-f;et-at spaies.

Technically, KOMl'L is an irreversihie emulsion of coal-
tar-pitch, retaining all the protective characteristies of
pitch in an-easilj-used form.

An illustrated folder and a sample on a steel panel . . .
for the asking. The panel \ou can twist or henil as you
will and you can dig at the coating lo pro\e kO.Ml 1/s
adhesion and tougliness.

SELBY, BATTERSBY & COMPANY

5235 Whitby *»enue. PHILADELPHIA 43, PA.
J. H. CORDES J. M. COSTELLO SUPPLY CO.

34 Davis Street, San Funcisco II, Calil. 221 N. Aialon BM, Wllmlniton, Calll.

GENERAL MACHINE

and REPAIR WORK

Representatives for

TODD COMBUSTION EQUIPMENT, INC.

(TODD OIL BURNERS)

COlUmBIH

l|]flCHIO[

UIORIi!;

L. K. Siversen, Owner

'"aTiTJ' BERKELEY. CALIF, dl^::

nd

St.

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA
S. S. SANTA FLA VIA
S. S. SANTA LEONOR

These C-2 fast freight vessels, eipiipprd with refrigerator
space, and limited passenger acioninicxlutions, together
with modern chartered tonnage, supply frequent service
between —

BRITISH COLUMBIA
OREGON

and
Mexico Central America

Ecuador Peru

WASHINGTON
CALIFORNIA

Panama
Bolivia

Colombia
Chile

SEATTLE SAN FRANCISCO LOS ANGELES
White Building 2 Pine Street 523 W. Sixth

SEneca4300 SUtter 1-3800 Michigan 7811

VANCOUVER

991 Hastings St., W.
PAcific 7271

PORTLAND

738 Mead Bldg.
CApitol 1013

What will YOU have from the complete

VIKING LINE

ROTARY
PUMPS?

Viking is a specialist
in Rotary Pumps of
sizes from 2 3 to
1050 gpm, pressures
to 200 psi — 500 psi
on hydraulic oils.

Send for free bulletin
47SU today!

Pump Company

Cedar Falls, Iowa

PACIFIC COAST DISTRIBUTORS

KEEP POSTED

New Equipment and
Literature for Yard,
Ship and Dock

SERVING THE ORIENT Magnetic Cumpass Pilot

with fasf, regular refriger-
ofor and dry-cargo service

PACIFIC FAR EAST LINE'S modern
fleet of dry-cargo end refrigerator
vessels provides frequent, regu-
lorly scheduled sailings betweert
California — Philippine Islands
North and South China — Hong
Kong — Japan — French Indo-China
Korea Deep Tank Facilities.

LIMITED PASSENGER ACCOMMODATIONS

NEW YORK 6, N. Y. SAN FRANCISCO 4, CALIF.

39 erood.oy 3IS Col.toinlo Streer

LOS ANGELES WASHINGTON

DETROIT CHICAGO

Coble Addr«i: PACFAREAST

GREAT WESTERN CORDAGE

Based upon the favorable results
obtained in a diversified test pro-
gram, Sperry Gyroscope Company
announces production plans for a
Magnetic Compass Pilot. Developed
since the war and experimented
with for many months aboard a
score of ocean fishing craft, river
towboats, tugs and yachts, the new
device has proven a welcome means
for automatic steering of small and
intermediate size craft through a
magnetic compass.

With final production designs ap-
proved, Sperry is in hopes of begin-
ning deliveries well before the end
of the first half of next year. Simple
and easy to operate, the equipment
consists of a course setting knob and
course indicator attached to the top
of a high-quality standard magnetic
compass. When a course is "dialed"
by means of the course setting knob,
the boat turns to the new course and
holds it automatically until a new
course is chosen. A pickofif senses
the compass reading and applies
rudder through a power unit or
steering engine.

Test installations have been made
on craft ranging from a 40-foot
cruiser to large river towboats. To
fit the particular needs of small and
medium size craft, Sperry can pro-
vide a power unit or steering engine
to meet any requirements up to

Improved T-Square

The new" Instrumaster" T-Square,
recently placed on the market by
Instrumaster Industries, Chicago, is
molded in one integral piece of shat-
terproof plastic, and remains 100%
accurate eien if dropped. The clear
plastic permits full visibility of the
surface on which the T-Square is
placed, providing an unobstructed
view of the whole area. Both sides
of the T-Square are equally usable,
offering greater convenience and
longer life. The ribs, which are pro-
truded .020 above and below, en-
able the T-Square to be moved
across the working surface more
smoothly. In addition, users draw-

T-Square

ing with ink do not have to be con-
cerned about smearing the writing
fluid.

The "Instrumaster" T-Square is
available in two blade lengths, 18"
and 24".

17,000 pounds steering cable pull.
The pilot requires little power,using
either 32-volt or 110-volt DC.

A utility accessory to the mag-
netic compass pilot is a remote
steering controller. It is a small,
hand-held control with a flexible
cable which permits rudder changes
ro be made from any point on deck
away from the helm.

KEEP POSTED

The details of new equipment or the new literature announced in this department will
be furnished without obligation on your part. For quick service, please use this coupon.

PACIFIC MARINE REVIEW

500 Sansome Street - - - San Francisco
Send me descriptive data of the following new equipment or literature as reviewed in

(Identify by name of manufacturer and catalog]

BUSINESS..
ADDRESS..

GENERA L VO YA GE REP A IRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Comp/efe Welding Facilifies

C A V A NAUGH MACHINE WORKS

FRANK CAVANAUGH
220 East B Street. WILMINGTON. CALIFORNIA

GENERAL MANAGER

Phones: TErminal 4-5219, TErminol 4-5210

MARINE SPECIALTIES

ALLENITE SOOT ERADICATOR

ALLENCOTE REFRACTORY COATING

BUHERWORTH TANK CLEANING SYSTEM

COFFIN PUMPS

FLEXITALLIC GASKETS

FRANCE METALLIC PACKING

KOMUL ANTI-CORROSIVE COATING

LESLIE REGULATORS & TYFON WHISTLES

MULSIVEX, OIL & GREASE REMOVER

SANDUSKY CENTRIFUGAL CAST LINERS

SCALETEX, WATER SCALE REMOVER

SEA-RO PACKING

CORDES BROS.

4 Davii SI. San Francisco 11, Calif. OArflold 1-S35S

SHIP REPAIRS-COWERSIONS

MAIN 3122

24 • Hour
Service

Three Plants in Which to Serve You
PIER 66. SEATTLE 1.
WINSLOW and TACOMA, Washington

NO JOB TOO SMALL — NO JOB TOO BIG

COMMERCIH SHIP REPAIR

J. J. Fea+hersfone

E. A. Black

Propeller Design

• Save Fuel

• Increase Speed

• Eliminate
Vibration

Send us your prob-
lems ... we special-
ize in propeller de-
sign.

WILLIAM LAMBIE, Naval Architect
216 East C Street Wilmington, California

LAMBIE PROPELLERS

HoucH & mm CO.

311 CALIFORNIA ST. • DOuglas 2-1860 • SAN FRANCISCO

Representing

WALTER KIDDE & COMPANY. INC.

Rich Smoke Detecting System

Lux Fire Extinguishing System

Sclex-zonit Fire Detection System

AMERICAN ENGINEERING COMPANY

Steering Gears • Deck Machinery

Vapor Car Heating Company Service

HOUGH Patent Boiler Feed Checks • LANE Life Boats

SCHAT Davits

CONSULTING ENGINEERS • MARINE SURVEYORS

SURVEYORS TO BUREAU VERITAS

MARINE DISTRIBUTORS FOR SHEROLITE PRODUCTS

FOR NAT-LEA-KENNEDY ASSOCIATES

The Isherwood Systems
of Ship Construction

There is an Isherwood System for every type
of mercantile vessel

Eminently suitable for Oil Tankers ....
Designers and Specialists in Hull Construc-
tion and Reconversions

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED

4 Lloyds Ave.. London E.C.3

17 BoHery Place. New York

Manufacturers of

WATERTIGHT

FIXTURES

AND

FITTINGS

Ask for

Our Catalog No. 3

Edison G.

E. Appliance Company

MARINE

ELECTRIC

CO.

195 FREMONT STREET

. SAN FRANCISCO. (

CALIFORNIA

Telephone EXbrc

ok 2-6312 — Established

1886

PVEMBER . 1948

Page 99

M. J. GIGY & ASSOCIATES

112 MARKET STREET. SAN FRANCISCO
MARINE AND INDUSTRIAL ENGINEERING AND EQUIPMENT

ALDRICH PUMP CO.
M. L. BAYARD & CO.. INC.
HYDRAULIC SUPPLY MFG. CO.
LAKE SHORE ENGINEERING CO.

Tel. YUkon 6-2803 & 6-2031

Representing

PIEZO MFG. CORP.

STRUTHERS WELLS CORP.

THE VAPOR RECOVERY

SYSTEMS CO.

BEEBE BROS.

TURK PRODUCTS CORP.

TREGONING INDUSTRIES. INC.

FRED S. RENAULD CO.

Nights, THornwall 3-4212

Bethlehem Steefs Show

Prtxluction of a new color motion
picture portraying the vital role
steel is playing in the growth of
western industries is announced by
Bethlehem Pacific Coast Steel Cor-
poration. This film, which will be
institutional in type, is expected to
be completed around the first of the
year. Following a fast moving pace,
it will show interesting and unusual
applications of different types of
steel in the logging and lumbering
industries; manufacturing; agricul-
ture; oil drilling and refining; min-
ing; the garment industry; and the
fabrication and erection of steel
framed buildings, bridges and other
large construction projects. Steel-
making and processing scenes wiU
be taken in Bethlehem Pacific steel
plants and fabricating works located
in Seattle, South San Francisco, Ala-
meda, and Los Angeles.

The motion picture, which is be-
ing produced by New World Pro-
ductions of Hollywood, will be
available to industry, schools, col-
leges, clubs, and organized groups.

Nordherg Announces New Bulletins

Cunningham

Air Whistles Folder

The Cunningham Manufacturing
Company, Seattle, have available a
small folder on their Cunningham
Air Whistles. The whistles are made
of cast bronze in six different sizes
or diameter of diaphragm. The
larger sizes are made in two lengths
of horn and the smaller sizes in
three lengths.

Cunningham Air Whistles are
available through all marine dealers.

The Nordberg two-cycle Duafuel
engine is described and pictured in
a new bulletin, " Nordberg Gas
Burning Diesels," published by
Nordberg Manufacturing Company,
Milwaukee.

The Duafuel engine is quickly
convertible to either oil or natural
gas fuel without changing pistons,
heads, cylinders or other major
parts. This dual fuel engine oper-
ates on the full Diesel principle
when burning either gas or fuel oil,
whichever is the most economical.
The Bulletin contains a five-color
drawing of the schematic arrange-
ment of gas details and piping of
Nordberg Duafuel Diesel engines.
Also shown are several installation
pictures.

Copies of this bulletin. No. 106-
A, may be had upon request.

Heat-Besisting
Sealing Compound

A new heat-resisting sealing com-
pound, Stabond C-875, has been
added by the American Latex Prod-
ucts Corporation to its line of Sta-
bond cements, adhesives and allied
compounds.

Stabond C-875 is a resin based
material, suitable for filleting or
caulking, which retains its adhesive
and sealing properties at tempera-
tures as high as 500° F. Its adhesion
to aluminum, brass, tin, steel, micar-
ta, lucite, fiberglas, wool and stain-
less steel is satisfactory at all tem-
peratures between minus 65° F. and
500° F. It will meet aircraft stand-
ards for low temperature flexibility,
and for vibration resistance through-
out its entire operating range.

Nordberg Manufacturing Com-
pany announces publication of Bul-
letin 143B on Gasoline Marine En-
gines and Reduction Gears. This
eight-page two-color bulletin gives
features, specifications, design and
construction of the three basic mod-
els of Nordberg Gasoline Marine
Engines which are available for di-
rect drive or reduction gear drive in
ratios of 1.88, 2.44, 3.22 and 4.12
to 1. Two pages are devoted to
cross-section drawings of the en-
gine and the reverse and reduction
gears. The bulletin also contains a
chart of brake horsepower ratings
at both engine and propeller RPM
for direct and reduction gear drive.

Copies of Bulletin 143B may be
had free on request to the Gasoline
Marine Engine Dept., Nordberg
Mfg. Co., Milwaukee 7, Wis.

Corrosion Test
Strip Described

Randall and Sons, chemical engi-
neers, Berkeley, Cal., describe, in
their information circulars Numbers
1 and 3, the use of their step-plated
bearing corrosion test strip to deter-
mine the onset of bearing corrosive
characteristics in crank case oils dur-
ing use.

The corrosiveness is measured by
reading the number of steps of lead
plate removed when a sample of the
used oil is stirred with the strip for
one hour in a heated cup. The ten-
dency to form "varnish," if any, is
also revealed in the test. Regular
routine tests of the existent corrosiv-
ity by the engine room crew will in-
sure maximum useful life of bear-
ings and lubricants.

Application for Membership in the
Diesel Engineers International Assn.

576 Newark Ave., Jersey City, N. j.

Name

Address

Reference

H, C, HANSON

NAVAL ARCHITECT
Marine Appraisals
Construction Supervision •
PIER No. 52

AND ENGINEER
Marine Surveys
Construction Estimates
ELLIOTT 3549

SEATTLE 4, WASHINGTON

Page 100

PACIFIC MARINE REVIEW

MEmUD

MARINE PRODUCTS AND SERVICES

!r\

fVe

COMPLETE BOILER WATE
APORATOR TREATMENT
IINE TREATMENT

STEAM LINE CORROSION C^fi

G. F. DREW & CO., INC.

15 EAST 26th ST., NEW YORK 10, N. Y.

COMPLETE AMEROID SERVICE BY DREW ENGINEERS

is available in principal seaports in the
United States, Canada and Brazil

TREATMENT

L OIL TREATMENT
L OUT COMPOUND
TROL

?o'

son
r*\ond

front*
V.OS

MQ

e\es

»

vtv

, S. MINES

Publisher

, N. DeROCHIE

Publisher

DOUGLAS MacMULLEN

Editor

AUL FAULKNER

4dverfijing Monoger

, N. DeROCHIE. Jr.

Sales Promotion
Manager

iOROTHY GRAVES

Aiiistant to
editor

AVID J. DeROCHIE
Los >tngeles
>»dverfl$lng-Publicl»y

.OS ANGELES OFFICE

WiUhire Blvd., Beverly Hills
ephone — BRadshaw 2-6049

SAN FRANCISCO
Telephone— GArfield 1-4760

ic Marine Review is indexed
larly by Engineering Index,

bscription rates:

year, $2.00; two years,
0; fhree years, $5.00; (or-
I, $1.00 additional per year;
le copies, 25c.

TABLE OF CONTENTS DECEMBER. 1948

lake Aua>' That Baby's Bottle? Editorial By T, Douglas M.icMullcn
Tankers ............

Tanker Transportation By M. C. G.mihlc

Supertanker

Tanker Freight Rates B\- O^cai

cytuss

35

47
483

51

Underwater Search for Oil in Gulf

Naval Architects and Marine Engineers, Analysis of Papers Read at 1948 Meeting
Factors in the Design of Marine Boilers By George W. Kessler

Model Tests on Tanker Hulls By Richard B, Couch and Manley St. Denis

Selection of Steam Conditions for Merchant Vessels

By Mark L. Ireland, Ir., and Douglas C. MaeMillan
Marine Salvage By Rear Adm. William A. Sullivan
Controllable Pitch Propellers By Comdr. Lewis A. Rupp

Heat Insulation in S. S. "Lurline" By Arthur W. Johnson

Pacific World Trade

With the Port Engineers ......

Port Engineers of the Month: R. L. Stakeman, B. A. Young

Portland Port Engineers

Los Angeles-Long Beach Meeting

Port Engineers of Puget Soimd

On the Ways

Reblading Turbines at Bethlehem Yard
'"Humuula" LJndergoing Repairs at Bethlehem
Todd Lengthens Tanker

Tests of Largest Tanker ..........

News Flashes ...........

Coast Commercial Craft ...".....

The "Carol Virginia" — and a Pre-fab Housing
How Tows Are Planned

65

Rimning Lights ....

Radar .....

Long Beach Installs Harbor R.idar
Shore Based Radar

Keep Posted ....

69

70
72

74
82

.84

PUBLISHED AT 500 SANSOME STREET

SAN FRANCISCO 11. CALIFORNIA

^PiU^ Rope Gets Its Start In Columbian's Philippine Bodegas . . .

!

Loose bales of Manila fibre from the provinces are being received at the Columbian Rope Bodega (grading and packaging plant) in the Philippines

^fC^:g;^!f!^U^t Field Force Assures
Best Manila Fibre For COLUMBIAN ROPE

From fibre-producing plantations now gradually
being restored in the Philippine Islands, comes the
selected manila fibre that goes into Columbian Tape-
Marked Pure Manila Rope.

Columbian representatives, constantly in touch
with the better plantations, contract for the row fibre
before it is ready to pock or bole — to make sure of
getting the best quality. The selected manila fibre,
tied in bultos for easy handling, is transported to

Red .

While , \

Blue- \ ^jfjere /s no ?\r\er rope!

Columbian's warehouses, or bodegas, where it is
graded and baled for shipment to our mill.

Entirely rebuilt since the war's devastation, Colum-
bian warehouses and other facilities are completely
modern, strategically located, and managed by ex-
perts in judging and buying fibre. Columbian main-
tains this on-fhe-scene service to guarantee the best
in manila fibre supply. You benefit from this far-
reaching program, get better, more dependable rope
when you select COLUMBIAN — The Rope of the Nation.

COLUMBIAN ROPE COMPANY

400-90Genesee St., Auburn, "The Cordage City," N. Y.

Page 34

PACIFIC MARINE REVIEW,

Take Away That Baby's Buttle?

THE REMARKABLE PLAN of ECA's Paul Hoffman to use American ships for Mar-
shall Plan bulk commodities only when necessary has brought the industry up fighting.
The Hoffman ruling does not seem to have been well thought out; nor could it have
been made with a full appreciation of the tortuous route our shipping has followed
during the last quarter century, especially since the beginning of the war.

There is more to shipping than mere transportation, and Hoffman with his global
eye should know it. His use of American ships when fast, reliable service was needed,
and when cheaper foreign tramps were not available, is in seeming disregard of our
present policy of building up the Merchant Marine in the interests of our domestic
economy, world equilibrium, and national defense. He reminds of Milton's
" — at one gate to make defense
And at another to let in the foe".

An important objective of any foe could well be the further disruption of shipping,
which has an important place in the day-to-day welfare of 10,()0(),00() American fami-
lies. It is time that the cotton population of the South, the agricultural population of the
West, and the industrial population of the North and East, Mr. Hoffman, joined with
the exporters and importers, the ship builders and seafarers in a realization that ship-
ping is their livelihood as well as their defense, and that American babies must eat
while soldiers fight and relief cargoes sail.

The historical backdrop reminds us that the Merchant Marine Act of 1936 was
intended to put shipping on a reasonably competitive basis with foreign operators. The
program was getting well under way when war broke out and all of the ships were
taken over by the government. Many of them were lost, and all had to be replaced or
reconverted to peacetime operations, making shipping among the last of industries to
be restored to its owners. Many lines are still unrestored.

The Ship Sales Act of 1946 not only set up unrealistic prices for replacement ships
but permitted sales to foreign operators, and these latter ships are among those to which
Mr. Hoffman now looks for the undermining of American freight rates.

Shipping associations have jumped into this fight with admirable promptness, and
they seem to have the backing of Congressional members who required the 50-50 allo-
cation in the European Recovery Act. Fifty-fifty seems a very modest protection for
American interests and is giving away to relief countries far more in the shape of ship-
ping opportunities than they can get in other industries. In order to save on the cost of
relief, we do not invite Europeans to ojxfrate our mines, farms and railroads, and it
would not be unrealistic to require that all instead of 50'' should go in American ships.

DECEMBER . 1948 Page 35

CO

OS

as

CXD

tan^^en^

FROM THE STANDPOINT of Naval architecture,
the oil companies and tanker operators of the United
States are talking a bold step. They have designed and
ordered 60-<Kld tankers of giant proportions, 56 of which
are nearly double the tonnage of the T-2's 16,000 dead-
weight. As of November 8, the score stood at
35
13
5
3
Dimensions of the T-2
Those of the new types run:

26,000 tons
28,000 tons
30,000 tons
32,000 tons
are: Length 528', Beam 68'.

Length

600'

595'

615'

625'

Beam
82 '6"
84'
84'
85'

26,000 tons

28,000 tons

30,000 tons

32,000 tons

And tests were completed last month at the Stevens Tow-
ing Tank on the model of a 720 foot vessel with a beam
of 108 feet.

Some idea of the capacity of these great ships will be

tion and improvement of the war-torn economy of West-
ern Europe and a sufficient supply of oil products is
essential to that end. The ability of the United States to
export to Europe has about been exhausted. Our expand-
ing industrial prcxluction, increasing automobile and
truck operation, conversion of railroads to oil fuel, and
the needs of aviation and the merchant marine are but
suggestive of our own needs. The eastern hemi.sphere
must supply its own petroleum; and pipe lines and tank-
ers with every possible short cut to delivery are the
answer.

The Ships

Of the 56 vessels of the giant types now on order. Sun
Shipbuilding & Dry Dock Company has thirteen of the
26,000 tonners and Newport News Shipbuilding & Dry
Dock Company has eleven. Bethlehem Steel Company,
Quincy and Sparrows Point yards, has a total of 24, of
26,000 and 28,000 tons. Welding Shipyards, Inc., has
five of 30,000 tons and New York Shipbuilding Cor-
poration has three of 32,000 tons.

The overall design of these ships does not vary greatly

The big tanker program is developing so fast, and has so many variations, that it is not possible to
condense the entire story into this one issue as planned. Additional tanker plans and feature articles will
follow from month to month. We expect to take these big jobs one by one and publish comprehensive
details. Especially noteworthy in the January issue will be a discussion of tanker construction in Europe.

gained from the estimate that one 26,000-ton ship will
carry enough oil to fill 1,000 tank cars, or a train eight
miles long.

When it is realized that a tanker is a distinct type of
vessel, with conditions of stability and displacement in a
different category than those of other types, the doubling
of the deadweight and greatly increasing the overall
dimensions on a great fleet of ships prior to the comple-
tion of any of them, indicates long range vision and
adventurous designing.

But emergencies often bring their own solutions, and
the realization of the importance of petroleum in world
economy has forced drastic measures. It was as late as
October of last year that T-2s were exceeded in number
in the reserve fleets only by Libertys. By February of this
year the number in reserve had dropped to six, and by
June all had been taken.

This situation, in which conservative oil companies
suddenly go all out for a new program, invites attention
to the causes.

■ The Arabian American Oil Company has published a
well-illustrated brochure on world oil needs in which it
is shown that the United States has consistently supplied
between 60 and 70 per cent of the world's needs. But
U. S. demand and world demand are increasing at a
tremendous rate. It seems generally agreed that the
interests of security and world peace demand the restora-

from that of the three-house profile common on smaller
vessels, but the equipment does vary considerably — from
builder to builder and from owner to owner.

In this connection there was read at the recent annual
meeting in New York of the Society of Naval Architects
and Marine Engineers, a splendid paper on modern tank-
ers, by Harold F. Robinson, Chief Naval Architect, Beth-
lehem Steel (Company, Shipbuilding Division, Quincy,
Mass., John F. Roeske, Assistant Naval Architect, Sun
Shipbuilding & Dry Dock Company, Chester, Pa., and
A. S. Thaeler, Assistant Marine Engineer, Pittsburgh
Steamship Company, Cleveland, O., formerly A.ssistant
and Acting Chief Engineer, Federal Shipbuilding and
Dry Dock Company, Kearny, N. J. In the appendix to
this paper they present the characteristics of 37 tankers
by name, which are representative of nearly 800 sea-
going tankers built since 1936, and the 26,000, 28,000
and 30,000 ton types now under construction are in-
cluded. These tables are published herewith, with the
observation that they constitute a very valuable com-
pilation of data on the tanker building art which it is
important that the industry have readily available. The
tables are on pages 38 to 42. The T-2 characteristics will
be recognized under the typical Esso Gettyiburg. Also
reprinted from the "Modern Tanker ' paper are graphs
showing variations of operating cost and cargo carrying
• Please turn to page 42 1

DECEMBER . 1948

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PACIFIC MARINE REVIE

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Page 39

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PACIFIC MARINE REVIEW

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Tankers

I Continued from page 37)

capacity with speed and deadweight based on runs of
2,000 and 6,000 miles between ports.

Equipment

All of these new ships will have geared turbine single
screw drive, with the Bethlehem-built ships using Beth-
lehem turbines from the Fairfield plant. It is of interest
that the turbines for all of the 26,000 ton ships are of
the same shaft horsepower — 12,500 normal and 13,750
maximum overload. Sun is building two ships with
Westinghouse turbines, four with General Electric, and
seven with DeLaval. Newport News is building five with
General Electric and six with their own. The 30,000
ton ships at Welding Shipyards will have General Elec-
0 Sol? _^ ? 2 3^SJ> S 3-ogl : : : : : ? rtic turbines, while for the 32,000 tenners at New York

Ship, the propulsion equipment has not been announced.

The boilers in most of the 28,000 ton "Bethlehem
type" and 30,000 ton "Welding type" are Foster
Wheeler bent tube, 600 psi pressure, with 850° F. tem-
perature, while on most of the 26,000 ton "Sun" type,
they are Babcock & Wilcox straight tube 850 psi, 850° F.
Here again, however, the specifications vary from com-
pany to company, for B & W have equipment on a
number of 28,000 ton vessels including those for Stand-
ard of California. The detail of B & W specifications
shows the following:

Two 28,000 Ton Dd. Wt. Tankers— Bethlehem Steel
Co., Quincy Plant.

Four 26-000 Ton for Standard Oil of California — Sun
Shipbuilding & Drydock Co.

Two for Gulf Oil Company 26,000 tons.

Ten 26,000 Ton for Standard Oil of New Jersey —
Newport News Shipbuilding & DD Co.

One for Atlantic Marine Co., 26,000 tons.

For the above seventeen tankers the following descrip-
tion and engineering data is applicable.

Each tanker is equipped with two two-drum D type
boilers each having a 48" normal diameter steam drum
and a 30" water drum complete with superheaters, econ-
omizers, and air heaters. Each boiler is fired by four B&W
Iowa type burners. Each boiler is designed to generate
50,000 pounds of steam per hour at the normal load and
67,500 pounds at the overload at a working pressure of
'■Z <===" __ ' c "a _° 85Q psig. and a total steam temperature of 850° F. from

1 „ feed water at a temperature of 400 "F.

5^1 "S For the seven 26,000 deadweight ton tankers being

i ■= "^ u built by Sun Shipbuilding for Tankers Navigation Com-

c. .i ^ g| •- pany. Inc., the following description applies:

« |>: ^ I
^^^ z H o LJ g Each tanker has two two-drum D type boilers com-

'Xct t = plete with superheater and economizer. Each boiler is

I ^ •§! ^ .is fired by four B&W Iowa type burners. Each boiler is

S. I l.|!tS I 1. £ designed to generate steam at 52,500 pounds per hour

■D S J £^"2'^'i o I i^ at a normal rate and 78,750 at the overload rate, at a

■^"s la isai V '^^s^"^ working pressure of 600 psig. Steam is delivered at 800"

•3Z S'r- iHHB ~ ■■|c5"o"o-c F- ftt the superheater outlet from feedwater at a tem-

1^ ^ I ='=|||& perature of 240° F.

1 y. ;5 ^ lii'S^:I^° For the five 28.000 ton tankers being built by Bethle-

Page 42 PACIFIC MARINE REVIEW

hem Steel Company at Sparrows Point for the Foreign
Tankship Corporation, which is an interest of Standard
Oil of California, the following description applies.

Each tanker is equipped with two D type boilers
equipped with superheaters and air heaters. At the
normal rating each boiler is designed to generate 57,755
pounds of steam per hour and at the overload 63,830
pounds per hour at a working pressure of 600 psig and
a feedwater temperature of 830°F and a steam tem-
perature of 830°F.

On seven vessels for Socony- Vacuum (26,000 tons).
Sun will install Foster-Wheeler boilers 600 pound, 800°
as against the 850/850 originally planned. Foster-
Wheeler automatic evaporators on these ships will have
.1 capacity of 20 tons per day and can be operated as
single or double effect units. As a result of using these
evaporators, the water storage space aboard the vessel
has been materially reduced, thus permitting an increase
in cargo deadweight carried. On these ships also, access
to the shaft alley is provided from the boiler room.

In addition to the Socony- Vacuum ships, Foster-

lie l^u. 'r

A 48'/2 ton prefabricated section of a large tanker being

set in place at the Bethlehem Sparrows Point Yard. This

picture adorns the cover page ot Bethlehem's Shipbuilding

Division's 1949 calendar.

Wheeler is furnishing boilers and economizers for the
following hulls, all of which are of the super types: hulls
4467, 4468, 4469, 4470, 4471, 4472, 4473, 4474, 4475,
1607, 1608 and 1611. The last three are at Bethlehem-
Quincy while all the rest are at Bethlehem-Sparrows
Point.

It is not announced as yet but it is understood that
certain of the largest types of vessels will have Combus-
tion Engineering's sectional header boilers of 650 psi
and 1000° temperature. More of this in subsequent
stories.

The auxiliary electric generators (2 each), geared
turbine, are 400 KW A-C for all types, and are about
evenly balanced between Westinghouse and General
Electric. Main switchboards are mostly Westinghouse,
although eleven Sun jobs are General Electric. As far as
we are advised, all ships are to have Westinghouse Micar-
ta bearings, bracket fans and searchlights, while other
major equipment is widely distributed as to manufacture.

General Arrangement

Most of these vessels follow a fairly uniform profile
plan. They are three-island single screw, geared turbine
driven, with a curved raked stem and cruiser stern, with
one complete deck, and propulsion machinery aft. The
deck, profile and arrangement plans on pages 43 and 44
are of the 28,000 ton type for the Foreign Tankship
Corp., subsidiary of Standard Oil of C!alifornia. Bethle-

DECEMBER . 1948

Page 43

■IhI

htm. Sparrows Point, has the contract.
PARTICULARS

Lenjith ovirall 623'

Length hctween perpetidiculars 595'

Breadth molded 84'

Depth, moulded to upper deck at side, amidships 44'

Oratt, moulded to designed waterline 33'

Displacement, total, at designed waterline 36,000 tons

Deadweight to designed waterline 28,000 tons

Designed sea speed at designed waterline 16 knots

At the maximum SHP, the trial speed would be

about 16-V:( knots.

ESTIMATED CAPACITIES

Liquid cargo capacity, 100% full 2-10,400 barrels

Dry cargo ca|>acity, bale 65.300 cu. ft.

Fuel oil, 100% full-
Forward deep tanks 7,600 barrels

After deep tanks 6,800 barrels

Fresh water 137 tons

The hull will be divided by watertight and oiltight
transverse bulkheads into compartments as follows:

Fore peak, chain locker. Boatswain's .stores.

Dry car.go spaces, deep tank for fuel oil or ballast, ballasi,
and transfer pump room.

Fore cofferdam.

Nos. 1 to 10 cargo oil tanks

After cofferdam. Pump room.

Fuel oil bunker ranks.

Boiler room.

Engine room.

After peak, steering gear room.

Two continuous oiltight longitudinal bulkheads to-
gether with nine transverse bulkheads will divide the
cargo oil space into thirty tanks.

The forepeak will be u.sed for ballast only. The deep
tank forward will be fitted for fuel oil or ballast and the
spaces over, on the Lower and Upper decks, will be (itted

for dry cargo.

There will be an oiltight enclosure in the deep tank
forward for the ballast and fuel oil transfer pumps. Ac-
cess will be provided by means of a steel trunk and ladder
from a companionway on the Upper deck. Access to the
lower dry cargo space will be by an inclined ladder from
the Upper deck and by cargo hatches fitted into the
Forecastle and Upper decks.

A carpenter shop, lamp rt)om and paint room will be
fitted in the forecastle, each having access dirtx^tly to the
open deck. A tonnage opening is to be provided in the
after bulkhead of the upper deck forecastle space.

On the upper deck tmder the bridge houses amidships
there will be a fresh water tank, stowage spaces for
stewards' and mates' stores and cargo oil hose and mis-
cellaneous stowage. A tonnage opening will be provided
in the after bulkhead of this space.

The bridge houses will be fitted for accommodations
for the captain, deck otlicers, and radio operation in ad-
dition to the wheelhouse, chart room, gyro rtwm, ship's
oflice and ventilation fan room.

In the poop enclosure and the poop house, accommo-
dations shall be provided for the engineering officers, the
steward and the crew. Additit)nal spaces will be fitted for
the galley, mess rooms, recreation rooms, stores spaces,
laundry, emergency generator room and fan room.

A separate house on the poop deck house top will be
fitted for a hospital.

Machinery Description

The vessel will be arranged for single screw propul-
sion with geared turbine propelling machinery located in
a machinery space aft. The principal characteristics of the

Midship section of 26,000-to tanker for So

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Cost of Operations graphs from the paper "Modern Tank-
ers," referred fo on page 37.
Top to bottom:

Variation of operating cost and cargo-carrying capacity
with speed and deadweight (2,000 miles between ports).

Variation of operating cost and cargo-carrying capacity
with speed and deadweight (6,000 miles between ports).

Annual cargo-carrying capacity for varying deadweights
and speeds.

machinery instaUations will be as follows.

Shaft horsepower

Normal ahead ...., 12,500 SHP at 100 RPM

Maximum ahead 13,750 SHP at 103 RPM

Steam Conditions

At boiler superheater outlet 600#G-850°F

At turbine throttle 585#G-840°F

Main Condenser Vacuum (12,500 SHP— 75°F

sea water) 28y2" hg.

Designed fuel rate (all purposes at 12,500 SHP

18,500 BTP/lb. oil) 0.54 Ibs/SHP-hr.

The propulsion unit will consist of a series flow high
pressure and low pressure rurbine arranged to drive a
propeller through double reduction gears and a line of
shafting. An astern element is to be incorporated in the
low pressure turbine designed to develop 80 per cent
of the normal ahead torque at 50 per cent of normal
ahead RPM with a steam flow not greater than that
which is available when burning oil at the rate required
for maximum power ahead. They will also be capable of
operating at 70 per cent of normal ahead RPM for one-
half hour. The low pressure turbine and astern elements
will exhaust into a surface type condenser located be-
neath the turbines.

The two boilers will be fitted with superheaters, de-
superheaters, waterwalls, economizer, steam type air
heaters and automatic combustion controls. The boiler
feed system will be of the deaerating type with two
stages of feed heating.

The electric plant will consist of two 400 KW-450
volt, alternating current, geared turbo-generator sets
complete with necessary auxiliaries and switchboards.
A 75 KW-450 volt Diesel engine driven generator and
switchboard shall be provided for emergency lighting
and for dead ship starting.

The cargo oil system is to be arranged so that up to
four different petroleum products may be handled simul-
taneously. Four rurbine driven centrifugal pumps will
do the cargo pumping. In addition four steam driven
reciprocating pumps will be installed for tank stripping
purposes.

Crew accommodations will be provided for a total
complement of 47 persons, consisting of 16 deck depart-
ment, 17 engine department, and 9 steward department
personnel, and 5 spares.
To be continued —

Details on various phases of the construction of this
and other tanker projects will appear in subsequent
issues of Pacific Marine Review. There is special interest
in the amount of welding as compared with riveting, the
machinery arrangement, electronic equipment, and many
other subjects.

Page 46

PACIFIC MARINE REVIEW

By M. G. GAMBLE
Guiieral Manager ol: Marine Operations

Stiiiiilaiil llil I'.diiiiiaiiy (New JersGy)

FOLLOWING the clistx)very of oil in Pennsylvania in
1859 the problem of petroleum transportation by
water first presented itself. An economical means of
transporting the oil from the upper reaches of the Alle-
gheny River to the Pittsburgh area was initially found
through the use of rafts steered by poles and floated
down the river with the current. This means of transport
was followed by improvement in barge design and by
ocean shipments by means of cases and barrels loaded in
dry cargo sailing ves,sels. Later, an early type of tanker
was developed. It contained separate steel tanks with air
spaces under and around them. The chief objection to
this latter type of carrier was a tendency toward excessive
gas collecting in the space around the tanks with conse-
quent danger to personnel and equipment.

However, in 1886 the transportation of oil by tanker
in much the same manner as we know it today began
with the construction in a British shipyard of the S. S.
Gluckaiif. Since that time considerable progress has been
made in hull and machinery design and much more is in
prospect; but the principle of carrying oil in tanks
extending to the skin of the ship in a large seagoing
vessel has remained the same over these 62 years, and
there is little likelihood of this form of transportation
meeting any serious competition in the future.

The trend of tanker design has always been toward
larger and faster ships, but the greatest progress in this
direction has been within the last ten years. In 1938 in
order to facilitate the construction of tankers satisfactory
to the Navy Department for use as Navy oilers, and at
the same time serviceable in commercial trades. Standard
Oil Co. ( N. J.) entered into a contract with the U. S.
Maritime Commission which resulted in our company
placing contracts with four shipyards for the construc-
tion of a total of twelve such tankers. These vessels had
a deadweight of about 18,300 tons, a contract speed of
18 knots and an approximate capacity of 146,000 barrels.

Under the terms of this agreement and in collaboration
with the Navy and the Maritime Commission, the Stand-
ard Oil Co. (N. ].) designed and built these special
tankers and the Government paid the cost of the Na-
tional Defense features. At that time these ships were
among the largest and were the fastest tankers ever built
in American shipyards. The National Defense features
incorporated in them enhanced their value for speedy
and economical conversion into Naval auxiliaries — and
four of them were even converted into baby flat tops.
These vessels also paved the way for the Government's

M. G. Gamble

extensive war-time tanker construction program and
for the larger tankers being built by private industry
today.

In a general discussion of tankers it is interesting to
review and compare the tanker tonnage situation during
and after the two world wars. In 1914 the total world
tanker flee; consisted of little more than 2,000,000 dead-
weight tons: about 87'( of which was under foreign
flags. However, due largely to construction in U. S. ship-
yards the world tonnage by the end of 1921 had in-
creased to about 7,000,()()0 tons, more than half of which
was under the U. S. flag. But unlike the situation at the
close of the recent war, U. S. Government owned tankers
accounted for only about one-fourth of the U. S. flag
tonnage. A business depression then set in which, coupled
with low cost construction in European yards, brought
building in U. S. yards to a standstill. In the period from
1921 to 1929 foreign flag tonnage increasc-ii about 150' ',
due to construction in Europe, while in the United
States we were struggling to absorb the American flag
surplus.

In 1929-1930 it began for a time to look as though
U. S. tanker construction would again come into its own,
but once again a serious business depression called a
halt. By 1935 the U. S. flag tanker fl"ct had droppcti to
about 30'^( of the world tonnage and consisted mainly
of vessels approaching obsolescence. Although there was

DECEMBER . I 94i

Page 47

.\ ur.ulual rise in the construction of tankers from that
jx.ir, the pace of building in U. S. yards did not approach
that in foreign yards until 1941. In 1942 submarine
warfare reached its peak; U. S. ship construction was
speeded up rapidly, and for the first time since World
War I tanker construction in this country exceeded that
in foreign yards. The bulk of our war-built commercial
fleet, which consisted of about 9,000,000 tons of T-2
type tankers having a deadweight of about 16,600 tons
and a speed of 15 knots, was constructed during the
next three years. Today, about 4.V <■ of the worlds tanker
tonnage is under the U. S. flag, and while the volume of
tonnage under construction here does not equal that
being built in Europe, orders recently placed here call
for a substantial number of tankers having a deadweight
of 26,000 or more tons and a speed of about 16 knots.

While the war resulted in the loss of about 40' v of
the prewar world-wide tanker fleet, this was more than
replaced by new construction, and the overall effect has
been to hasten the general utilization of larger and faster
ships. One might say that size and speed more than any
other factor, are means of combating today's high trans-
portation costs which have more than doubled since 1939.

On the other hand, it should be remembered that the
larger and faster the vessel the more valuable her time
and the greater the possible savings from improved
turnaround. In fact, we might go so far as to say that
from the standpoint of economy, quick turnaround is
second only in importance to the utilization of large
fast ships. Even a T-2 has an average cost at the dock of
about $2,000 per day, and the corresponding cost of a
modern 26,000 ton vessel would be about 30% more.
This gives some idea of the importance of keeping port
time to a minimum.

The industry's tanker tonnage position today is very
different from what it was a year ago. At that time we
were in the throes of transition of the war-built fleet
from Government to private ownership and many tank-
ers were immobilized until the completion of this transi-
tion several months ago. In other words, from the Fall
of 1947 and extending through the Spring of 1948 we
were all feeling the effects of an apparent serious world-
wide shortage of tankers, while the fact was that the
tankers afloat during that period would have been ample
had they all been in operation. During recent months,
our problem has been to find use for the surplus tanker
tonnage, as private companies have been forced, because
of the lack of business, to tie up from 60 to 70 tankers.
Under these conditions it is unlikely that a serious short-
age of tanker transportation will develop during the com-
ing winter period.

Here, it might be interesting to summarize the tanker
tonnage in the world today and express it in terms of the
T-2 type, which we might call the representative war-
built tanker.

A survey made last April of tankers of 2,000 gross tons
and over showed that including all types there were the
equivalent of 1264 T-2s in the world with an aggregate
deadweight of about 21 million tons. Of these, 542 ves-
sels or 9,000,000 tons were under the American flag.
Other Western Hemisphere tonnage totaled 149 ships
of this type, having a deadweight of 2>^ million tons,

and Eastern Hemisphere tonnage accounted for the re-
mainder of 573 vessels or 9'/2 million tons.

Summarizing the world's tanker fleet from another
point of view, it is interesting to note that tonnage
under the U. S., Panamanian and Canadian flags repre-
sents about 53 'y of the total, and if we add the tonnage
owned by EGA countries we find that 95 /o of all the
tanker tonnage in the world is thus accounted for.

It is difficult to forecast the adequacy of the world's
tanker fleet to take care of future petroleum transporta-
tion needs. This is particularly true today when there
are substantial movements from the Persian Gulf to this
hemisphere, which involve four times the tanker ton-
nage required for a movement of the same volume from
the U. S. Gulf to New York. However, it is my feeling
that under peacetime conditions the tankers now avail-
able, augmented by new deliveries which might reason-
ably be expected, wiU be very closely in balance with
expected transportation needs for the next few years.
Much, of course, will depend on the extent to which
obsolete vessels are retired from service, which in turn
is largely influenced by the tanker market and resultant
freight rates.

If we assume that over a long-range period of say 20
years the average life of a tanker is twenty years, addi-
tional new tonnage to the extent of 5'^( of the existing
fleet would be required annually, without any regard for
increased oil requirements or any effect from possible
longer hauls. If, in addition, we assume a long-term
factor of say 3' f annually, representing overall increased
petroleum transportation requirements, 8% of the total
tonnage or about 100 equivalent T-2s in the form of new
construction would be required each year. At this point
the question might well be raised as to how well the
tanker construction program now under way would meet
such a requirement over the next few years.

In 1947, 31 ocean tankers were constructed throughout
the world, all but one of which were delivered from
foreign yards. So far this year, only 2 1 tankers have been
delivered, but 28 others reported launched in European
yards will undoubtedly be delivered before the year ends.
Adding probable completions in this country of 4 or 5
more we get a total of more than 50 new tankers for
addition to the world fleet in the current year. According
to the best available information there are the equivalent
of 1 15 T-2s under construction or on order in the United
States today, and 286 of the same type building or on
order in Europe — thus making a total of more than 400
equivalent T-2s scheduled for delivery over the next
four years. This represents an average of 100 per year,
which strangely enough coincides with the long-range
requirement of about 100 per year previously mentioned.
On the other hand, if, as appears likely, the average
long-term rate of growth in requirements will be ex-
ceeded over the near term, a balance might well be
arrived at by further postponement of retirements from
obsolescence.

In viewing the world-wide tanker situation, I cannot
help but feel that the most difficult period of postwar
readjustment is behind us, and that the industry can be
depended upon to meet all anticipated commercial re-
quirements under peacetime conditions.

Page 48

PACI FlC MARINE REVIEW

FROM THE GOLDEN GATE to the furthest reaches of the waters of San Fran-
cisco Bay, commerce responds to the signal "Full Ahead!"

Winches are humming, cargo whips are swinging their inboard-outboard
rhythm, the waterfronts are alive with the traffic that comes and goes by sea.
Led by the Mother Port, all ports of the Bay Area are teeming with an alacrity
and activity not witnessed hereabouts since wartime operations repeatedly
set astounding records for San Francisco Bay in number of ship arrivals and
departures, volume of cargo handled, speedy turnaround, and efficiency in
getting the job done.

The future is ours to capitalize.

The past, with all its vicissitudes, we can file away with all the other yester-
days. Only the remembered traditions of great accomplishments in the field
of maritime activities should concern us with the past. That, and the colorful
historical background on which our heritage is based— history being reenacted
throughout California in this era of Centennial observances.

In the midst of these manifestations of patriotism, and loyalty to flag and
country, it is wise to look to the future and heed the signal:

FULL AHEAD

BOARD OF

STATE HARBOR

COMMISSIONERS

FERRY BUILDING
SAN FRANCISCO 11, CALIF.

ROBT. H. WYLIE,

Port Manager

FOREIGN TRADE
ZONE NO. 3

PIER 45. SHEDS B AND D

SAN FRANCISCO 11, CALIF.

For Rules and Details, write
Supt., Foreign Trade Zone No. 3.

THE PORT Of SAN FRANCISCO SOLICITS YOUR BUSINESS

DECEMBER . 1941

Page 48-A

THE E.fso Zurich, at present Hull 566 of the Sun Ship-
building & Dry Dock Company at Chester Pennsyl-
vania, is the first of fourteen sisters which will be built
for the Esso fleet by the summer of 1950. Into their
design and construction are being poured all the knowl-
edge and skill accumulated in the sixty-two-year history
of the specialized vessels called tankships.

The Jersey Standard tanker fleet of 131 oceangoing
ships, plus 84 special types such as lake tankers, is already
larger than before the war, despite a wartime loss of 84
vessels. The fourteen new ships, costing more than S75
million, will add to the fleet .3,192,000 barrels of cargo
capacity — the equivalent of a train of standard tank cars
just over 100 miles long. This formidable investment in
the future of the oil business is a measure of the world s
insatiable, and still growing, demand for petroleum. It
is also an indication of the increasingly critical role of
transportation in meeting that demand, as an ever larger
proportion of the world's oil is supplied from areas
remote from the great oil-consuming population centers.

One of these remote areas is the Middle East, whose
enormous petroleum reserves are counted on to supply
an increasing share of the oil needs of western Europe.
At present, tankers are moving some 925,000 barrels of
crude oil daily from Persian Gulf ports. The approximate
equivalent of 350 tankers, each of about 138.000 barrels
capacity, is engaged in this trade, and two-thirds of the
ships are making the long, uneconomic haul around the
Arabian peninsula, through the Suez Canal and the
Mediterranean to western European countries.

Although this movement of oil is greater than ever
before, there are enough tankers to meet today's needs.
However, the expected expansion in Middle East crude

oil production and in Eastern Hemisphere refining ca-
pacities will impose an increasing load on oil transport
facilities m that part of the world.

Pipelines are counted on to carry much of this load
by moving crude from the Persian Gulf to the Mediter-
ranean. But these pipelines are as yet unbuilt, and in-
definite delay in completing them would throw the entire
transport burden upon tankers. This would require new
tanker construction on a scale far greater than now antici-
pated and at a cost in steel far higher than that of the
pipelines. Furthermore, until the additional tankers were
made available, it would probably prove necessary to
withdraw a number of existing tankers from service
elsewhere in the world or limit oil shipments from the
Middle East.

A ship which carries a fluid cargo ( whether petroleum,
liqueiied gas, vegetable oil, molasses or something else;
is not necessarily a tanker. She may carry it in barrels or
even in built-in tanks, but she does not qualify as a
tankship unless her tanks are an integral part of the
hull, or shell, of the ship. The first true tanker was a
German vessel, the Gluckauf, built in England in 1886.
Two years later came the Standard, first tanker owned
by the original Standard Oil Company.

Bulk transport bv water was then, and still is, the most
economical method of moving oil long distances. That
is one reason why the world's tanker fleets have grown
steadily until this year they totaled approximately 21
million tons of cargo-carrying capacity. More than one-
third of this total was accounted for by the famed T-2s
of the U. S. Maritime Commission's wartime building

ent of the ship is indicated in the profile

The inter

ange

below. Cargo space is set apart, fore and aft, by cofferda
twin bulkheads wiih air space between. The larger tanks, desig-
nated as cargo tanks I to 10, run down the center of the ship.
Abreast of them are the snnaller port and starboard wing tanks
numbered I to 10.

Page 48-B

PACIFIC MARINE REVIEW

program.

Since they came into service, the T-2s have been a
kind of yardstick with which other tankers were com-
pared. At some future time, the yardstick may be the
"supertankers," of about the Esso Zurkh's size and
speed, now being built for Jersey Standard and other
U. S. tanker operators.

Here's how the Eiso Zurich shapes up alongside a
typical wartime T-2:

T-2 Esso Zurich
Length overall ( feet ; 528 628

Breadth (feetj 68 823^2

Draft, loaded (feet) 30 31i4

Speed (knots) 15 16

Capacity :

Tons 16,625 26,000

Barrels 138,3.^5 228,000

A tanker, reduced to her essentials, is a collection of
floating tanks, plus machinery to propel her and pump
her cargo, and living space for her crew. The designer
of the Gliickauf might be pleased if he knew that, sixty-
two years later, tankers were still being built along the
general lines which he conceived for the first petroleum
steamer in history.

Nearly all tankers, ever since, have followed this plan.
Their living and working space is at the after end, except
for the midships house where the bridge and deck offi-
cers' quarters are located, and the forecastle or forward
end where the windlass and anchor-chain hawse pipes,
are located. Amidships lie the cargo tanks, under a long
deck so low that seas often sweep across it. Since there
generally is no pasasge through the cargo space below
this deck, a railed walkway runs about eight feet above
it. These features give the loaded tanker her characteristic
and unmistakable silhouette — three widely separated
humps on a hull almost awash.

The oil tanker is unique among cargo vessels in that
she is a one-way carrier. Her job is to move petroleum,
whether crude or refined, to areas where it is in demand.
Seldom, therefore, does she have a return cargo. When
her tanks are empty, she rides the waves as lightly as a
cork, and about as unmanageably; so on her return voy-
ages sea water is pumped into her tanks as ballast, until

of the new tanker unde
on the shipway.

she has settled low enough to be satisfactorily seaworthy.

The tanker has no long, pivoted cargo booms on her
masts or derrick posts, like those which distinguish a
dry-cargo freighter. She has instead a complex maze of
pipelines laid on her deck, with more below. From them
rise handwheels, paintctl in different colors for easy
recognition, which operate the valves controlling flow.
Through these lines her batteries of pumps unload her
liquid cargo.

There are "clean oil " cargoes and "dirty oil." Dirty, or

k

^ZI

jj,i— K i -"Li-Rrn-i^

^^

DECEMBER . I 948

Page 49

BUILDING A 26,000-TON TANKER
I, Workman tightening nuts on bolts betore riveting operations. 2. Riveter drives a r
ship. 3. Riveter using an air hammer to rivet steel plates in the hull. 4. Moving ste
of the bow section of the new tanlcer. 5. The stern frame sect!

vet into a riveted lap on the bottom of the
!l plates into position during the fabrication
)n of the new tanker.

blacky oil is crude petroleum or a product like bunker
fuel; clean oil is refined petroleum such as gasoline. The
clean-oil tanker often has the problem of carrying a
variety of products — gasoline of different specifications,
fuel oils, lubricating oils of many grades, weights and
colors — without mixing them up.

To do this, the pumpmen and the officers — especially
the chief mate, who has a special responsibility for the
cargo — need an exact mental blueprint of the ship's
cargo system: every tank and pipeline, pump and mani-
fold, header and crossover. All this euipment must be
checked for leaks before loading and at regular intervals
afterward. With well-trained men using careful proce-
dure, a clean-oil tanker may carry six or eight grades of
product without contaminating any of them.

Tanker cargoes are handled with remarkable speed.

Floating derrick used to attach stern frame to hull
during the construction of the new tanker.

A fast turnaround ( time in port) is a mark of efficiency
and a major factor in keeping down the cost of the prod-
uct transported.

A twenty-four-hour turnaround was once considered
exceptional for a big oceangoing tanker. However, the
average T-2 can pump some 10,000 barrels an hour and
usually discharges an unmixed cargo in fifteen to twenty
hours. The Esso Zurich' i four cargo pumps, steam-tur-
bine-driven, will pump 22,000 barrels an hour. Her turn-
around time, with a cargo more than half again as large
as a T-2's should be even shorter.

Gradual improvements in hull design and in propul-
sion machinery, over many years, have made possible the
usful operation of a tanker so big and fast.

In the economics of bulk oil transportation by water,
the aim is to minimize the "cost per cargo ton per mile."
The more oil a tanker carries and the faster she steams,
loads and discharges, the more cargo she will transport
during her useful lifetime. On the other hand, if size and
high speed send her operating costs up too sharply, some
of the power will be wasted.

Of course, her size may be limited by the harbor con-
ditions and terminal facilities in ports where she is ex-
pected to call. She might, for example, be needed to de-
liver prtxlucts to ports along the west coast of Central
America. Here are few deep-water harbors into which
any ship can steam with impunity, so the tanker used in
this trade must be of limited draft.

Even if her trade is to be only among the larger oil
ports, a few feet of deeper designed draft might mean
that she would be denied access to some of them, when
fully loaded. So, when a new tanker is to be designed by
Jersey Standard's marine department, one of the first con-
siderations is to find out where she is to go and how big
she may be within limits set by harbor and terminal
facilities.

For all her bulk, it is worth noting that the Esso Zurich.
fully loaded, draws only about a foot and a half more
water than a T-2. There will be few harbors or terminals
available to the T-2s where the new supertankers cannot
call. As queens of the world's largest privately owned
tanker fleet, they will serve the oil-consuming world
wherever petroleum is to be moved by sea.

Page 50

PACIFIC MARINE REVIEW

^CM^en. 'piecaAt SWi5^

By DSCAH J. BtVFUSS"

TODAY rhe quescion is often asked, "Do the tanker
charter rates fluctuate widely?" Let us take an ex-
ample, prior to the influence of World War II of that
active trade Gulf to United Kingdom and Continent
where many clean charters were made.

Over the decade 1926-1936 this typical trade had its
upward movements to sharp peaks in freight rates, sharp
declines and level stretches. The details might be worth
examining. During most of 1926 rates were close to 28
shiUings per ton.* In the latter part of that year they
ranged sharply up to 50 shillings, took a little drop of
about ten per cent during that winter and climbed up
to 50 shillings again in the spring of 1927. By September
of 1927, however, rates had taken a dive and were down
to 16 shillings. With a little fluctuating of 3 or 4 shillings
either way they did not change until the early part of
1929. Here again rates advanced so that in the early
part of 1930 they again stood at 50 shillings.

Within a short six months charters were being con-
summated at 12 shillings. For five years (1931-1936)
the rates ruled in the comparatively narrow range of 8
shillings to 16 shillings. Dirty rates in this same trade
followed almost the same pattern but the peaks were not
quite as high.

Other trades, like our transpacific (mostly Japan
discharge), followed a very similar trend with almost
the identical ups and downs. The same is true of most
regular trades.

In the strictly American trade between United States
Gulf Ports and the ports north of Cape Hatteras, the
barometer for dirty tankers is based on crude of 30^ or
lighter. In the same years, 1926-1936, it might be well
to examine this trade which also followed a similar up
and down pattern, but it is more simple to take the
averages so we find the rates during 1926 and 1927
were 31 ' j cents to 32 cents per barrel, but the next year
they had dropped to 17 cents on the average. 1929 and
1930 rates averaged 30.8 cents and 28.3 cents, respec-
tively. For the net three years the averages were in the
narrow range between 14.4 cents to 15.1 cents. The
next two years (1934-1935) the rates were slightly up-
ward, being 18.5 cents and 18.2 cents, to be followed
in 1936 by an average of 23.8 cents.

The Maritime Commission during World War ,11
promulgated rates for all trades so that after the war
these rares were used while Governments controlled

• Prior to World War II, most of the negotiations for freights in
world trades were done in British Sterling,
* 'The author is a ship and oil broker in San Francisco and had extensive
experience in handling the tanker program during the war.

Oscar J, Beyfuss

ilK^B

tanker tonnage. The effect of the free markets began to
make itself felt late in 1947. By February of 1948, the
effect of the greatly accelerated requirements for petro-
leum products in the world markets had advanced the
charter rates to the peak of 250% above the Maritime
Commission rates. A month or so later rates had dropped
to about half of the peak, and within six months the
charters were being announced around 25% below U. S.
Maritime Commission rates.

The foregoing deals only with voyage and multiple
voyage chartering. During the period from the free
market to date, time charters mostly for 5 year periods
have held in the narrow limits of about S4.50 to S3. 50.

The active trades have changed since the War. Europe
formerly received her petroleum products from the
Caribbean-Gulf area, supplemented by Black Sea and
a little from California. Now the European requirements
are being largely filled from the Persian Gulf or the
refineries in the Eastern Mediterranean.

The length of voyages in many cases has been largely
increased, and this, together wirh the tremendous growth
of the use of petroleum products both at home and
abroad, will renuire a vast tonnage. Todav we have built
and are building numerous tankers of great carrying
capacity not even thought of before the War.

DECEMBER • 1948

Page 51

being sought in 50 feet of water eight miles off the Louisiana coast from the $1,200,000 drilling platform.

Ti^deficiAatex Sea^ic^

'Pofi Od m ^^^

IN MANY of he coastal areas of the United States
and elsewhere the search for oil continues endlessly,
presenting problems that are never met in other types
of prospecting. Through the courtesy of the American
Hoist and Derrick Company, some of the structures used
in offshore drilling and some of the problems en-
countered are outlined herein.

It requires a big structure to support a drilling rig in
50 ft. of water over an unstable bottom, especially in
such waters as those of the Gulf of Mexico where the
equipment, including quarters for the crew and a con-
siderable stock of supplies, must face some of the world's

Page 52

worst weather. Gales may reach 120 miles per hour,
driving waves 35 feet high.

From the structure shown above it is possible to drill
seven wells. It has two half-acre decks which hold a
complete rig for drilling and comfortable living quarters
for 54 men.

Arrayed on the top deck are quarters, racks tor 15,000
feet of drill pipe and long strings of casing, and the
specially reinforced derrick. This lattice of grey steel,
unassisted by guy wires, was designed to withstand
hurricanes and has nearly twice the strength of its land
counterpart. The mud storage room, living quarters, and

PACIFIC MARINE REVIEW

well area on the lower deck are sheltered from offshore
winds by thirteen fuel and water tanks on the seaward
end of the structure.

Never before has anyone attempted to construct a
stationary drilling island in fifty feet of water in the hur-
ricane-swept Gulf of Mexico, where wind and sea fashion
some of Nature's worst storms. There it must stand,
anchored by its 100 piles, many of which bear up be-
neath loads of 250,000 pt)unds each, driven deep into the
soft, silty clays below. Skin friction alone, between steel
"H " beam piling and the soft alluvial soil, supports the
10,000,000 pound structure.

Sea Was Greatest Problem

From the first, the sea loomed as the greatest prob-
lem in constructing this drilling island. The forces of
the Gulf, in deep water, were unknown. The Scripps
Institute of Oceanography, U. S. Army Engineers, and
others were consulted in gathering data on wave forces,
wave height, and the frequency with which waves would
strike the structure. The same oceanographer who fore-
cast sea conditions for the Normandy invasion in 1944
was employed to study wave forecasting in the Gulf of
Mexico. The results of these studies, together with the
records of the U. S. Weather Bureau, unveiled the might
and power of the elements.

From these data engineers calculated the forces ex-
pected to affect the structure, and tests were made on the
bearing of the soil beneath the Gulf. Six core test holes,
one from the top of a 24-inch pipe test pile driven into
the Gulf, were drilled in the vicinity of Grand Isle, pro-
viding information and samples of soil formations down
to about 400 feet. The soft soil required unusually deep
penetrations for piling, and the piles were driven from
147 to 197 feet into the Gulf floor, yet far enough above
the first firm bearing stratum to permit uniform settling
of the entire structure.

Designing the structure required extensive investiga-
tion, as nothing comparable had ever been built before
under such conditions or to resist such forces. After
months of study, the most practical design proved to be
a network of welded steel templets and braces mounted
on piling. Templets are the 18-ton prefabricated sections
which look like massive four-cornered ladders of pipe
and serve as supports and guides for the piling. Turn-
buckle rods and 8-inch pipe spacers between the templets
brace the structure internally, topped by big 24- and 30-
inch "I " beams supporting the treated timber decks. No
guy wires or external braces of any kind help the struc-
ture resist the pounding of the gulf, thus permitting boats
to approach from any direction. With this structure the
Humble Oil and Refining Company is now actively
drilling.

Maintaining Supplies Is Difficult Task

Supply is one of the most important considerations in
the operation of a drilling rig eight miles offshore. Due
to the lack of fresh water below ground, water for
drinking and maintenance purposes, both on the struc-
ture and on Grand Isle, is one of the most pressing prob-
lems. It must be barged from New Orleans via the
Mississippi River, a 24-hour trip. Food and drilling sup-
plies also must be barged in or trucked the 120 road

iP/i-aie l/,ni to paRC lOOi

Top: The gia
Revolver Crar
the water. Th

nt American Hoist

lowers a tempi
templets are 10 feet sq

& Derrick Compa
weighing 18 tons

Bottom: The pile-driver held by the American Re-
volver Crane drives the 10-inch steel piles 197 feet into
the bottom of the gulf.

Waval Architects and Marine Engineers

Analysis of Papers
Read at 1948 Meeting in Kew York

Factors in the Design of Marine Boilers By George W. Kessler Page 54

Model Tests on Tanker Hulls By Richard B. Couch and Manley St. Denis Page 35

Selection of Steam Conditions for Merchant Vessels By Mark L. Ireland, Jr. and Douglas C. MacMillan Page 83

Marine Salvage By Rear Adm. William A. Sullivan Page 91

Controllable Pitch Propellers By Comdr. Lewis A. Rupp Page 92

Propulsion Diesel Engines for Landing Craft and Small Boats By Capt. Homer Ambrose,

Comdr. G. C. Humphreys and Lt. Comdr. F. E. Swiderski Pacific Marine Review Jan. '49

Factors in the Design of Marine Boilers

By GEDRGE W. KESSLER
of The Babcock S> Wilcox Company

The design of marine boilers is a process of correlating
basic design data to meet the characteristics prescribed by
the naval architect. The process requires a thorough
understanding of the expected operating conditions and
the application of theoretical heat transfer and fluid
fiow data, modified as necessary by empirical factors
derived from research on similar types of boiler units.
Boiler design also involves stress analyses, consideration
of fabrication and maintenance problems and a knowl-
edge of developments in materials and other fundamental
research.

Many factors influence the design and selection of
boilers for a particular installation. These include cus-
tomer preference, space and weight limitations, regula-
tory code requirements, operating conditions, basic per-
formance requirements, general power plant design,
available fuel and method of firing, means of supplying
combustion air and procedure for evacuating the prod-
ucts of combustion from the furnace, water conditions
and type of propulsion. Although all of these factors
contribute heavily in the development of the design,
they must be so correlated that the boiler proportions
selected satisfy performance demands.

Competitive boiler designs are frequently compared
by analysing performance criteria, particularly those
based upon heat release and absorption rates. In general,
with the exception of the furnace heat absorption rates,
none of these design criteria is really satisfactory. How-

ever, they are all useful provided their limitations are
clearly understood. In order to fully utilize the designer's
talents he must not be handicapped with arbitrary re-
strictions which have no real importance as design cri-
teria.

In design procedure the boiler designer uses the same
fundamentals regardless of the steam pressure and tem-
perature range, manual or automatic operation, or the
requirements for additional heat reclaiming devices such
as air heaters and economizers. Experience indicates
where basic design data must be modified by empirical
factors to account for size difi^erentials, arrangements of
surfaces and cleanliness of combustion gases. Experience
also provides the balance between theoretical and prac-
tical design considerations which assures long time
operation of economically designed boiler units with a
minimum of maintenance and trouble.

In design analysis and the development of the boiler
components — furnaces, water screens, superheaters, tube
banks, economizers and air heaters — there is no set pro-
cedure which can be followed in all cases and by all de-
signers. However, unless generalized design procedures
are established the final development may involve the
expenditure of time and labor far out of proportion to
that actually warranted. In design procedures the all im-
portant relationship between temperature, heat transfer
rate, and surface must be fully recognized. Further, con-
siderations of the efl^ects of the circulatory characteristics
on boiler design, the disposition of heat absorbing sur-
faces and the effective use of pressure drop to minimize
alloy requirements, and the arrangement of heat absorb-
ing surfaces to minimize outages for cleaning and main-
tenance are of utmost importance.

In the final alignment of surface arrangements eco-
nomic readjustments should be made to reduce boiler
size weight and cost bv utilizing each type of component
surface to the fullest extent.

'age

54

PACIFIC MARINE REVIEW

Model Tests on Tanker Hulls

By RICHARD B. CDUCH

and MANLLY ST. IlKNlfi

uf the U. S. Navy IJavid Taylor Mudnl llaiiiii

In view of the large numbers of oil tankers currently
being constructed by the maritime nations of the world,
and the present accelerated interest in tanker design in
the leading shipyards of this country, with the resulting
large number of requests for model tests at the David
Taylor Model Basin, it was believed desirable to make

Top: Authors of technical papers presented at 56th annual

meeting of the Society of Naval Architects and Marine

Engineers, November 10-13, 1948, Waldorf-Astoria Hotel,

New York City.

Front row: Douglas C. MacMillan, associated with George
G. Sharp, Naval Architect; A. S. Thaeler, Asst. Marine
Engineer, Pittsburgh S.S. Co.; Marl L. Ireland, Jr., Tech-
nical Dept., Newport News S.B. & D.D. Co.; John F.
Roeske, Asst. Naval Architect, Sun Shipbuilding & Dry-
dock Co.; Commander Lewis A. Rupp, Bureau of Ships,
United States Navy.

Back row: Rear Admiral William A. Sullivan, U.S.N., Rtd.;
Manley St. Denis, of David Taylor Model Basin; Harold F.
Robinson, Chief Naval Architect, Bethlehem Steel Co.,
Shipbuilding Division, Quincy, Mass.; Richard B. Couch, of
David Taylor Model Basin; George W. Kessler, Babcock &
Wilcox Co.

immediately available to naval architects such pertinent
data as could be assembled and published relating to the
power performance of modern tanker hulls. Accordingly,
permission was obtained from the designers of ten hulls,
for wliich models were on hand at the David Taylor
Model Basin, to retest these models and publish a com-
parison of the results. All of the vessels of the group
are designed for approximately the same deadweight
capacity, length, and speed, although they vary appre-
ciably in hull form and propeller revolutions.

Since the factors involved in the choice of a hull
form include considerations other than those known to
the model basin, the basis for the comparison of the de-
signs was limited to the effect of hull form on the resis-
tance and power as determined from smooth water
model basin tests.

To establish a common basis for comparison, all
models were tested at the same displacement-length ratio
of 152 and all data liave been worked out to apply to a

Top: Winners of awards presented at annual meeting of

the Society.
Left to right: William Binley and Commander Frederick
A. Hunnewell, U.S.C.G., Rtd., awarded Fifty year Mem-
bership Certificates; Vice Admiral Edward L. Cochrane,
U.S.N., Rtd., President of the Society; Vice Admiral Earle
W. Mills, U.S.N., Chief, Bureau of Ships, winner of "The
David W. Taylor Gold Medal"; C. Richard Waller, Vice
President and Chief Engineer, De Laval Steam Turbine
Co., winner of "The President's Award"; Matthew G. For-
rest, Senior Assistant Naval Architect, Gibbs & Cox, Inc.,
winner of "The Captain Joseph H. Linnard Prize."

Bottom, left to right: John F. Metten, Chairman of Board,
New York Shipbuilding Corp.; Homer L. Ferguson, Chair-
man of Board, Newport News Shipbuilding and Dry Dock
Co.; Vice Admiral Edward L. Cochrane, USN (ret.]. Presi-
dent of Society.

DECEMBER . 1948

Bottom, left to right: W. John Kenney, Under Secretary
of Navy, principal speaker; J. H. King, vice president of
Babcock & Wilcox and of the Society, who served as
toastmaster; Vice Admiral Edward L. Cochrane,
USN (ret.) President of the Society.

Page 55

600-foot vessel displacing 32,800 tons with a service
speed of 16 knots. The models were towed for resistance
and self-propelled with the propellers originally designed
for the vessels.

The lines of the ten hulls together with the following

[lection of Officers Society of Naval
Architects and l\/larine Engineers

56th Annual Meeting,
November 10, 11 and 12, 1948

President: John B. Woodward, Jr., President and General
Manager, Newport News Shipbuilding & Drydoclc Corp.

Honorary Members; Sir Amos L. Ayre, The Shipyard,
Burntisland, Fife, Scotland.

Vice Admiral Edward L. Cochrane, USN (ret.) Head,
Dept. of Naval Architecture & Marine Engineering, Massa-
chusetts Institute of Technology.

Honorary Vice Presidents: Arthur B. Homer, President, Beth-
lehem Steel Co.

Roger Williams, Chairman of Executive Committee, New-
port News Shipbuilding & Drydock Co.

Vice Presidents fot term ending December 31, 1951: C. W.
Middleton, Director, The Babcock & Wilcox Co.
Capt. Harold E. Saunders. USN, Special Assistant to the
Chief of the Bureau of Ships, Navy Dept.
George G. Sharp, Naval Architect.
Rear Admiral Henry Williams, USN (ret.)

Vice President for term ending December 31, 1949 vice
Afthur B. Homer promoted to Honorary Vice-President:
David Arnott.

Vice President for term ending December 31, 1950 filling
vacancy incident to death of Rear Admiral C. A. Jones:
Vice Admiral Earle W. Mills, USN, Chief, Bureau of
Ships, Navy Dept.

Council Members representing Members and Associate
Members for term ending December 31, 1951: Walter
L. Green, James B. Hunter, Harvey F. Johnson — vice
Harold E. Saunders promoted to Vice-President, John F.
Nichols. W. Selkirk Owen and S. A. Vincent.

Council Member for term ending December 31, 1949, vice
Earle W. Mills promoted to Vice-President: Charles D.
Wheelock.

Council Members for term ending December 31, 1950 vice
David Arnott promoted to Vice-President, J. B. Wood-
ward, Jr. promoted to President and to fill vacancy in-
cident to death of W. H. Collins: William Francis Gibbs,
Daniel D. Strohmeier, O. B. Whitaker.

Council Members, representing Associates for term ending
December 31, 1951: B. F. Campbell, Harold S. Falk and
Albert V. Moore.

Treasurer: O. B. Whitaker.

Secretary: Wilbur N. Landers.

Assistant Treasurer: C. C. Knerr.

Assistant Secretary: Arlo Wilson.

Editor: H. H. Brown.

1949 EXECUTIVE COMMITTEE

J. B. Woodward, Jr. President, ex-officio, David Arnott, W.
E. Blewett, Jr., Edward L. Cochrane, Homer L. Ferguson,
Walter C. Hemingway, J. H. King, Emory S. Land,
Emmet J. McCormack, John F. Metten, C. W. Middleton,
Earle W. Mills, William S. Newell, Joseph W. Powell,
H. Gerrish Smith, O. B. Whitaker, Treasurer, ex-officio.

test data are presented in the paper;

(a) The wave profile corresponding to the service
speed of 16 knots.

(b; Curves of propeller characteristics obtained from
open water tests.

(c) Curves of the following plotted against ship's

John B. Woodward, Jr., President and General Manager
Newport News Shipbuilding & Drydock Corp.. who wa!
elected President of the Society of Naval Architects and

Engln

56th
be

rage

56

speed.

( 1 ) Effective horsepower ( EHP )
( 2 ) Shaft horsepower ( SHP )

(3) Revolutions per minute (RPM)

(4) Wake fraction (w)

(5) Thrust deduction fraction(t)

( 6 ) Propulsive coefficient (P. C. )

(7) True slip (S, )

( 8 ) Apparent slip ( S^ )

The power and coefficient data predicted from the
model tests results for all vessels at a speed of 16 knots
are given in the table.

An analysis of the resistance and propulsion data has
been made and certain conclusions drawn. Although the
number of vessels in this group is too small to permit
extensive generalizations, it appears justifiable to draw
the conclusions that follow. It should be emphasized that
these are valid only for the speed range of the tests and
for the variation in form characteristics of the vessels in
the group.

1. For a given length and displacement all variations
of a design will have sensibly the same wetted area and
thus the same "plank" frictional resistance.

2. The form resistance diminishes with increasing
angle of entrance of the load waterline.

3. The optimum prismatic and waterplace coeffi-
cients decrease with increasing speed-length ratio. This is
well known, but it should be noted how great a differ-
ence in resistance results from even a small change in
the prismatic coefficient at the higher speeds at which
wave making is important.

4. The optimum length of entrance increases with
speed-length ratio.

5. A bulbous bow is advantageous at least at all speeds
at which wave-making is not negligible.

6. At the speed-length ratio of 0.65 a rather wide vari-

( Please turn to page 83 )

PACIFIC MARINE REVIEW

J

"i^eat ^^t^cdatc(M. m. S^S. Idunime

By ARTHUR W. JDHNSDN
Western Asbestos Company

INSULATION on the Matson Navigation Company's
new Lurline, making operation of the vessel as eco-
nomical as possible, was part of an 518,000,000 recon-
version job which was finished early this year, resulting
in a practically brand new vessel. ( See the May issue of
Pacific Marine lieiieu ). On the original trials of the
Lurline in 1933 with everything wide open, the turbines
generated 30,000 shp and drove the hull at a maximum
speed of 22.5 knots. Fuel consumption figured at 0.625
pounds per shp. The success of the new insulation job
was verified on the first voyage after reconversion in
April, when records showed that although more steam
equipment had been added, and high speed was main-
tained, the fuel consumption was commensurate with
that of the ship prior to reconversion.

The power plant on the ship consists of 1 2 Babcock &
Wilcox interdeck superheaters, standard marine type,
water tube boilers, arranged in two boiler rooms and
supplying steam at 360 psi and 650F. throttle to two sets
of triple expansion Bethlehem-Parson turbines. Many
tubes were renewed, particularly in the superheaters and
brick work in the furnaces was completely renewed. All
of the machinery in the engine rooms was also com-
pletely reconditioned. Main turbines were removed from
the ship and made like new. All pumps were overhauled,
cleaned and repacked. All steam piping and valves were
inspected and gaskets renewed.

Due to complete rebuilding, all piping including low
pressure steam and hot water lines was re-routed.

As a result of all this work, all steam generating and
steam utilizing equipment, as well as hot water lines,
etc., had to be reinsulated. Because the insulation which
was installed when the Lurline was first built was found
to be in good condition, specifications similar to those
employed originally were used for the reconversion in-
sulation.

Equipment which operates at temperatures of 600F. or
less was insulated with 85' < Magnesia. Where tempera-
tures are higher, a coinbination insulation was used con-
sisting of an inner layer of diatomaceous silica insulation
and an outer layer of 85 'v Magnesia, thickness of the
inner layer being sufficient to reduce the temperature at
its outer surface to less than 600F. Use of this combina-
tion insulation takes advantage of the low thermal con-
ductivity of the magnesia insulation and the resistance
to high temperatures of the diatomaceous silica.

Table I lists the thicknesses of insulation used on pip-
ing. These were chosen on the basis of operating tem-

peratures, what the ste.un is to be used for, pipe size, etc.
Insulation Application and Finishing

To obtain tiie best service from the insulation, all pos-
sible steps were taken to insure a close, tight fit. Before
insulation was applied, pipe and equipment surfaces were
cleaned of all dirt, scale, debris, etc., that had collected
during the reconversion work. Semi-cylindrical sections
or segments of insulation, depending upon the diameter
of pipe involved, or blocks, in the case of equipment,
were wired in place with all joints butted tightly to-
gether. Where double layer construction was used, joints
in the outer layer were staggered with respect to the
joints of the inner layer so that there would be no direct
path for heat escape.

Joints, crevices, low spots, etc., in each layer were
filled in with either cement or .scrap made of the same

Lines leading to and from main feed pump in engine room
insulated with 85% magnesia and removable blankets.

DECEMBER .

948

Page 57

Top to bottom:

Main steam valves between boiler and engine room insulated
with a combination ot diatomaceous silica and 8S% magnesia
insulation and removable blanket type insulation.

Side view of magnesia insulated main evaporator. The insulation
is finished with a sewed asbestos jacket, sized and painted.

Steam piping in boiler room insulated with a combination of
diatomaceous silica and 85% magnesia pipe insulation. The in-
sulation is finished with a slied and painted asbestos jacket sewed
on with copper wire. The six feed water tanks are insulated with
BS% magnesia blocks, finished with asbestos jacketing.

material as the insulation of that particular layer, either
diatomaceous silica or 85 'f Magnesia.

Insulation on equipment was given a coat of asbestos
cement. To serve as a foundation for the cement, wire

Table I — Piping Insulation

operating

System Temperature

Material Thickness

Finish

Main Steam

690 F

Diatoma- 1 V2 in.

ceous

Silica

85% 2 in.

Magnesia

Asbestos Jacket

Emerg. Diesel Exh 650F

(same) 1 1/2 in.

1 ',n

"

Hot Fr. Water

120F

z in.
85% Standard Cotton Lagging

Magnesia

Tape

180° A.C.H.W

180F

240° A.C.H.W

240F

L.T. Fd. Water

150F

H.T. Fd. Water

200F

Hot Fuel Oil

200F

Gland Steam

360F

150 Steam

370F

.^5 Steam

370F

Aux. Stm. Drai

ns 280F

H.T. Fd. Wate

310F

11/2 in.

Desup Steam

450F

240 Steam

420F

150 Steam

370F

35 Steam

370F

Desup Steam

450F

2 in.

240 Steam

420F

1 50 Steam

370F

40 Steam

370F

L.P. Bleed &

10 Steam

240F

Double

H.P. Bleed

400F

Standard

S. W.

55F 80F

Wool Felt V2 in.

Circulating

Plumbing

55F lOOF

Drains in way

of Ceilings and

Sheathing

Fire and

55F 80F

Sanitary

Cold Fresh

55F 80F

Water and

S.W. Flushing

Page 58

mesh was first stretched over the blocks and firmly wired
in place.

Insulation on hot fresh water piping to plumbing
fixtures, hot water supply and return piping to air con-
ditioning, steam piping to distillers, air conditioning pre-
heaters, hot water heaters, and culinary steam piping to
galley and pantries, was finished with cotton lagging
tape and cemented in place with a rosin emulsion base
cement which is fire-retardant and waterproof. A layer
of rosin-sized paper was used under the tape finish in
toilet and shower spaces for further protection against
wetting of the insulation.

Insulation on all other piping, such as high pressure
steam, etc., was finished with an asbestos cloth jacket
sewed with No. 19 copper wire, thus providing a tight
fitting, good looking job that is fire-retardant. The jacket-
ing was coated with the fire-retardant, waterproof cement
mentioned above, after which the lines were painted.

Pipe insulation that requires protection against
tP/ease turn to paRe 91 li

PACIFIC MARINE REVIEW

IU911LD
TRflDf

Reg, U. S. Pjt. Off.

Rio Port Authority

Asks Better U. %. Shipping Procedures

Brazilian importers have three main complaints about
the way U. S. goods are shipped, according to the Brazil-
ian Government Trade Bureau which lists 1 ) inade-
quate packaging or crating; 2 ) deficient addressing;
3 ) haphazard loading.

"We have the impression," the statement said, "that
U. S. exporters are using for Brazilian shipments the
same kind of packaging they use for domestic trade.
Obviously cardboard boxx'S that serve for truck or train
transport are not so good for shipment to Brazil, since
they must be loaded and unloaded and to save space are
compressed aboard ship. As a result the boxes are broken
and pilfering is increased."

The Port Authority added that since these cardboard
boxes are usually of small size, they make for a great
deal more work in unloading, which in turn increases
the risk of damage. It estimated that because of differ-
ences in size it takes about 11 more operations to unload
such U. S. cargoes than to unload better-packaged cargoes
from Europe.

Increases Storage Task

The habit of shipping in cardboard containers, it was
pointed out, increases the storage problem of Brazilian
warehouses, as the fragile boxes cannot be piled on top
of each other to any extent and the upper part of the
warehouse must be left empty. Stronger packaging would
increase warehouse capacity by about half, the Port
Authority estimated.

Bad addressing and identification, the statement said,
frequently slows down shipments. "Some of these boxes
are so written over that they look like pages from a
book. They list weights and measures in feet and meters;
they carry all sorts of recommendations, advertising, fac-
tory addresses and what-not. But the main things, the
destination, the correct markings and numbers, are lost
to view. They are not written outstandingly; and some-
times they are just jotted down in pencil. Obviously, this
slows down the identification of goods as well as un-
loading and warehousing."

The Port Authority said that sometimes several thou-
sand boxes come in, all jumbled, of which a variety of
importers would each receive several hundred. Hours

have to be spent in sorting them out, while if they were
loaded together it would be a simple job. The present
method means that parts of one lot may be unloaded
over several days. Afterwards the thousands of individual
cartons have to be sorted again from warehouse piles.

"A little method in loading, in U. S. ports, would
greatly facilitate unloading in Brazil," the statement
concluded, "and would lower port costs as well. Undoubt-
edly these factors greatly infiuence port congestion. The
goodwill and cooperation of U. S. shippers will help
solve the problem for our mutual benefit."

Annual Report

Of Board of Harbor Commissioners, Los Angeles

Recently issued by the Board of Harbor Commis-
sioners of Los Angeles is their Annual Report for the
fiscal year ending June .30, 1947. This is the first Annual
Report to be published since the one issued before the
war for the fiscal year 1940-1941.

The Report contains several beautiful photographs of
the Port and Port activities as well as important statistical
charts which tell the story of its development.

The history of the Port of Los Angeles is described in
this booklet as well as the part played by the Port during
the war years. During the war years (July 1, 1941 to
June 30, 1946) a total of 14,960 commercial cargo
vessels arrived at the port. Total tonnage of commercial
cargoes handled through the port during this five-year
period was 88,667,989. During the fiscal year covered by
the report (July 1, 1946 to June 30, 1947) a total of
2,728 commercial vessels arrived at the Port, carrying
15,443,689 tons of cargo.

All phases of port activity are described in detail in
this complete story of Los Angeles Harbor. Included are
United States Government facilities; State of California
agencies cooperating with the Port; description of
wharves and transit sheds, the activities carried on by the
Harbor Engineer's Office; warehouse facilities; cargo
distribution; description of Harbor Belt Line Railroad;
oil development and its handling by the Port; fire pro-
tection, dry docks and shipbuildiing; the Marine Ex-
change, yachting; San Pedro-Terminal Island Ferry;
products handled through the Port; fishing.

The financial and statistical report of the Port com-
pletes this extensive review.

DECEMBER . 1941

Page 59

Television Sets Shipped To Rio

The ever-increasing interesr in television has spread
to Latin America, according to reports received by Moore-
McCormack Lines, and has resulted in the first shipment
of television sets to Rio de Janeiro, capital of Brazil.
Although there are no facilities at present for actual use
of the sets, they will be placed on display at the Inter-
national Exposition for Industry and Commerce at the
Hotel Quitandinha in the suburb of Rio, where they
will be inspected by visitors to the exposition.

Television sets being loaded
aboard the Argentina.

L A. Foreign Traders Elect Directors

Members of the Foreign Trade Association of South-
ern California elected eight directors at their annual
meeting in Los Angeles on December 2.

Directors include B. D. Blanchard, Richfield Oil Cor-
poration; W. B. Bryant, General Steamship Corporation;
N. E. Dunnavant, Commercial News; G. E. Hempshire,

Balfour Guthrie & Co.; R. W. Hemphill, Hemphill Tra-
vel Service; S. J. Hindle, American President Lines; J.
W. McCormick, Union Pacific Railroad; E. D. Peralta,
Western Union Cable System; W. Shore, Hamilton Co.;
S. D. Smith, Pan American Airways; P. Stein, customs
attorney, and E. W. Stevens, W. J. Byrnes & Company
of Los Angeles.

MONTHS INCLUDE WATER

. a POSTAL SHIPMENTS

BOARD OF STATE HARBOR COMMISSIONERSUS DEPT OF COMMERCE

LAST SIXWONTHS ARE WATERBORNE SHIPMENTS ONLT

Page 60

PACIFIC MARINE REVIEW

Swedish Consul Speaks Before Jr. Foreign
Trade ^ss'n of Soutliern California

The Junior Foreign Iradi.- AsscKianon of Southern
California has resumed us weekly meetings beginning
with the meeting at the Clark Hotel on November 9.
Speaker at this meeting was Walter G. Danielson, Con-
sul of Sweden, who gave a "Report on Scandinavia"
covering the economic and scxial phases of Norway and
Sweden.

Danielson pointed out that this area has a limited sup-
ply of dollars because of unprecedented spending after
the war. Because of domestic needs and the responsibility
of fulfilling commitments to neighboring areas, he said,
export to the United States is not possible, and present
import tariffs preclude competitive prices on the U. S.
market for available merchandise. He further stated that
while their social systems are far in advance of other
countries, these benefits have resulted in high income
tax rates, and also red tape in the form of permit re-
quirements, bureaucracy and regulatory decrees.

Groups a+ the right were sn.

Junior Foreign Trade Associ

on November 9. The speake

sul of Sweden, is shov

pped at the meeting of the
)tion of Southern California
. Walter G. Danielson. Con-
n in the top picture. ^^

MARINE
INSURANCE

Cargo, Hulls, Motor Transit,

Parcel Post, Registered Mail

and other

Inland Marine Lines

t^THE HOMEi^

t^^.

NEW YORK

^

SAN FRANCISCO LOS ANGELES

EXbrook 2-5600 Michigan 3661

565 Clay St. 639 S. Spring St.

MARINE MANAGERS
Clayton E. Roberts Alberto Martinez, Jr.

When Lurline Returned to Service

This traditional Hawaiian pig board was presented to
Captain Frank A. Johnson, master of the Matson luxury
liner Lurline. by the Hawaiian Civic Club. It was used in
the colorful luau which welcomed the Lurline back to
Hawaii on her maiden voyage last April. The inscription
on the pig board reads: "This hand carved pig board of
native Koa wood held the traditional offering of food in
the Hawaiian ceremony of prayer for the Lurline on her
return to peacetime service. Honolulu, April 21, 1948."
This photo was taken in Captain Johnson's office aboard
the Lurline.

DECEMBER . I 94i

Page 61

R. L. Sfakeman

Port Engineer of the Month

LONG BEACH

R. L STAKEMAN

OF PACIFIC FAR EAST LINE, INC.

A follower of the sea ever since 1918, Dick Stakeman
has been on ships at sea and in many shipyards where he
has had wide experience in the marine field in ship opera-
tion and in ship construction.

Dick was with the old Dollar Steamship Company for
seven years. He was on the President Wilson and also the
President Coolidge when that vessel first came out of the
yard. When Consolidated Steel Company first began
building ships in 1941 he began work with them as
chief trial engineer, and with their expansion he was
appointed general foreman of machinery in charge of all
machinery installation and tests on the outfitting docks.

Dick was associated also with a small steamship com-
pany as marine superintendent and with Stone and Web-
ster Engineering Company as mechanical supervisor. He
became port engineer for Pacific Far East Line's Long
Beach office in 1948.

--With The

Portland Port Engineers

Plastic bottom paints were all right for the Navy dur-
ing the war but their value to peacetime commercial
operation of ships has proved costly. This, in substance,
is what Quentin Herwig, president of Marine Service,
Inc., Seattle, told the Portland chapter of the Society of
Port Engineers at a Portland Transportation Club dinner
meeting November 11.

The experiment of using plastic bottom paints re-
sulted in many ship owners finding it necessary to re-
move the plastic and to recoat with conventional com-

Eos ^eles-Eong Beach Meeting

A talk by F. H. Drew of Westinghouse Electric Corp.
on "Steam Turbines in the Marine Industry " drew a fine
and representative group of shipping men to the Port
Engineers meeting at the LaFayette Hotel November 3.
Noted in the audience were the following:

Roy Campbell, Federal Paint; Bill Harrington, Bethlehem;
George McCoy, Marsol Corp.; H. W. McEwing, American
Pacific; Walter Richards, Wilmington Iron; Ray Jones, General
Petroleum; Dick Stakeman, Pacific Far East Lines; S. M. Scanlan,
P. M. Shipley and W. L. Budge, all of Westinghouse; Joe
Wosser, Matson; Bert Hale, Marsol Corp.; Harry Summers,
American Bureau (ret.); Hamp Neergaard, Burns Steam-
ship; Glenn Gulvin, American Pacific; F. Shea, Bethlehem;
Cy Cyrus, Union Oil; John Black. American Bureau; George
Hoxie, American President Lines; Frank Boomer, Lloyds; Bing
Miller, American Bureau; Al Maloney, Bethlehem; George
Bradford, World Wide Tankers; Jack Gilbride, Todd; Joe
Hare, Maritime Commission; C. P. Snively, American Pacific;
Capt. A. P. Brown, Todd; Shipfitter Edward Pike; J. O. Mc-
Donald, General Petroleum; Bill Kane, Todd; Dan Dobler,
Texas Co.

Many of the above are in the picture at the bottom of the
page. On the opposite page is a picture of Mr. Drew and others
who were at the speaker's table.

Page 62

PACIFIC MARINE REVIEW

Port [ngineers-

positions, according to Herwig.

Herwig said conventional bottom paints are designed
to be easy to apply by brush or spray under almost any
weather conditions and at an economical cost, and they
afford resistance to corrosion and fouling for a greater
period of time than the average out-of-drydock period of
a ship in commercial operation.

Conventional bottom compositions, under norm.il cir-
cumstances, should not require a sandblasting job in less
than twenty years on a freighter, and perhaps ten years
on a tanker, the speaker said.

Herwig emphasized the necessity of proper bottom
cleaning before application of bottom paints. He advo-
cated hand-brush application as against spray; the same

Quentin A. Herwig, speaker at meeting
of Portland Society of Port Engineers.

number of coats of primer for coating bare areas in dry-
dock as are specified for a new hull or a sandblasted
bottom. He also urged the sandblasting of the bottom and

Pictured at Los Angeles meeting.

Left to right; W. L. Budge, Steam Serv-
ice Supervisor, Westlnghouse Electric
Corp.; P. M. Shipley, Port Engineer,
Westlnghouse Electric Corp.; Joe Wos-
ser, Matson Navigation, President of Los
Angeles-Long Beach Society of Port En-
gineers; S. M. Scanlan, Engineering &
Service, Westlnghouse Electric Corp.; F.
H. Drew, speaker. Steam Superintendent
— Pacific Coast, Westlnghouse Electric.

DECEMBER . 1948

B. A. Young

Port Engineer of the Month

SAN FHANCISCD

BERNARD A. YOUNG

DF STANDARD DIL COMPANY OF CALIF.

"Barney" Young joined Standard Oil in 1921 as a
first assistant engineer, serving on company ships, in-
cluding the S.S. F. H. Hillmaii.

He attended the University of Santa Clara and Stan-
ford after which he entered service with the Navy dur-
ing World War I.

In 1923 "Barney" went ashore at San Pedro to take
over the position of marine repair inspector and marine
operator for Standard of California. He was transferred
to San Francisco in 19.30 as repair inspector on con-
struction and repairs, and in 1934 he became Superin-
tendent Engineer for the company's Marine Department,
the position which he now holds.

boottop plating in new ships to remove mill scale and
permit better adhesion of priming coats.

Proper supervision of marine painting jobs and the
importance of following the advice of the paint manu-
facturer were points stressed to avoid costly errors in
application.

Page 63

Port Engineers of Puget Sound

The November meeting of the Society of Port Engi-
neers of Puget Sound honored Captain George W. Call-
beck, U.S.C.G., who recently took over Capt. Hill's post
as head of marine inspection. The meeting was presided
over by Sid Smiih of the American Bureau of Shipping.
Smith intrtxluced Comdr. Arthur Dickert who welcomed
Captain Callbeck in behalf of the Coast Guard officials.
Numerous expressions of praise for the fine job of the

Top to bottom:

Front Row: J. O. Brown, J. Banner, T. F. Kane, G. W. Callbeck,

A. L Dicitert, Herb Peters, L. H. HIrschy. Back Row: John C.

Freeman, Ernest W. Ruef, Emery H. Joyce, G. C. Streng, J. J.

Cadogan, Victor V. Miller.

Left to right: J. M. Clark, L. H. Hirschy, William Macdonald,
Captain R. A. Johnson, Charles McMahon, M. W. Felton.

Right side of table, left to right: R. C. Storrs, J. F. Robertson,
J. D. Wilson, C. E. Gannon, J. P. Robb.

Left to right: F. H. Howard, Al Solibakke, Tom Kane, Victor Mills

Coast Guard on Puget Soimd were volunteered by ship-
ping men present.

Howard Perry of General Electric led a discussion of
turbines, steam and gas. His talk featured a brief history
of the development of the turbine, followed by a color
film, "Power By Which We Live ", produced by General
Electric.

Top to bottom:

Speakers table, left to right: Earl N. Story, USCG; Commander
Arthur L. Dickert, Officer-in-Charge, USCG, 13th Naval District;
H. E. Lovejoy, Puget Sound Freight Lines; H. M. Perry, General
Electric; S. K. Smith, American Bureau of Shipping; Captain G.
W. Callbeck, USCG; R. C. Black, General Electric; Ben Wilcox,
Socony Paints; E. M. Johnson, General Electric; Ronald R.
Askren, USAT.

Anton Anderson, L. Simonson, Herb Peters, Fento
A. H. McDonald, Merle A. Johnson.

Around the table, clockwise: John Elkins, Earl Lariviere, E. L

Marquat, John Freeman, George Streng, Lee Moyer, Captain

Story, W. J. Knowles (standing], J. Banner, J. J. Cadogan,

E. H. Joyce, Ed Ramey, R. C. Owen, C. D. Singer.

i

K. Young,

I

New Conslnirliiiii — lliii; mill il inning — Hr pairs

Reblading Turbines at Bcthlchiiin Yard

\m\ Blades in This One

8,932 new blades on the rotor —

4,929 new blades on the lower half of the casing —

This reblading operation was recently completed on
he low pressure turbine of the tanker S. S. Stanvac
Zdcutta at Bethlehem, San Francisco. This vessel, which
s operated by Standard Vacuum Oil Company, was built
t Bethlehem's Sparrow's Point yard. The reblading job
vas made necessary by the turbine bearings becoming
)verheated through accidental failure of lubrication.
This caused the rotor to rub and thus damage the rotor
Jades and the blades in the lower half of the casing.

In addition to this large turbine job, two other tur-
bine rotors were being rebladed in the yard's machine
hop at the same time, indicating the yard's available
pnanpower for carrying on a large number of turbine
eblading jobs at the same time. These were from the
Army Transports Frederick Fumton and James O'Hara,
jiow undergoing modernization-conversion by Bethlehem,
liscussed in an accompanying article.

Reblading LP roto

Cutting tool removing old blades as rotor turns in lathe
Reblading lower casing.

DECEMBER . 1941

Page 65

Top to bottom:

Regrooving LP rotor prior to installation of new type
blades. This is done with a tool bit as rotor turns in lathe
Reblading LP rotor with new type blades.

Grinding tips of one row of blades to design clearance
while rotor turns in lathe.

Reblading "Funston" and "O'Hara"

To take advantage of an improvement in blade de-
sign, which is expected to result in greater strength,
safety and operating efificiency, the Army recently
decided to reblade with new 13' r chrome blading the
low pressure turbine rotors on two of its transports now
undergoing modernization-conversion at Bethlehem San
Francisco. The two transports are the Fredrick Funston
and the Ja?nes O'Hara. both C-3 type vessels which were
completed during the early part of the war. Each engine
on these two vessels has a rated horsepower of 8500,
with an overload to approximate 9300.

Although the reblading of turbines of all sizes is an
old story for the San Francisco yard, each is a painstak-
ing and exacting job — and this was no exception. The
job on each rotor included machining out the old blading
on rows 1 through I 5 and the third row rateau astern;
regrooving the spindle to make room for the new lock-
ing; machining the shrouds to design clearance; balanc-
ing the spindle; re-instaUing the rotor in the casing. In
addition, each individual blade had to be machined to
proper length.

The entire reblading operation was performed in the
yard's machine shop under the supervision of Morris
Weitzner, chief engineer at the yard, Felix Conlin, Gen-
eral Machine Shop Foreman, and Peter MacDonald,
Machine Shop Foreman.

Major basic items for the conversion of these two
vessels include installation of a thermostatic fire detec-
tion system; extension of the Walter Kidde COj smoke

Rebladed turbine rotor being hoisted aboard the
Funston for reinstallation.

Page 66

PACIFIC MARINE REVIEW

"Humuula"
llndftrgiiiiig Kepairs
\[ Bi;thlelii;m

baik tui the lirbt time in the yard that
built her 19 years ago, the SS Humuula.
(opposite) Inter-lslantl Steam Navijia-
tion Company freighter and passenger
vessel is shown on dryclock at the San
Francisco Yard of Bethlehem Steel Com-
pany, Shipbuilding Division. The vessel
is currently undergoing grounding and
collision damage repairs and minor voy-
age reirairs.

Built by the yard in August, 1929, the
Humuula is a single screw vessel, 217
feet long and of 961 gross tons. During
the war she received a War Shipping
Administration citation for meritorious
service in ferrying troops and supplies
between Honolulu and Johnson. Palmyra
and C^anton Islands.

detecting and fire extinguishing system; installation of
all latest navigational equipment including the new
Radiomarine commercial type radar; new furniture, fix-
tures and fittings throughout the ship; and the installa-
tion of new motor drive topping lift winches (Lake-
shore Engineering Company ) and a .lO-ton boom at
number 1 hatch for heavy lifts.

All machinery was inspected and certified by the
American Bureau of Shipping and the United States
Coast Guard. New hospital equipment and a new operat-

ing room, dispensary, pharmacy .uid diet kitchen also
are included.

Upon completion, the vessels will be classified A-1
and AMS by the American Bureau of Shipping and will
meet all requirements of sub-chapter M of the Coast
Guard and will be certified by the Coast Guard to carry
approximately 1200 passengers.

Conversion of the Frederick Funston is expected to
be completed by the 15th of December. Completion date
for the Jdiiivs O'Hara is set for February of next year.

Contrast

Three former U. S. Navy crash-
bodh present an Interesting
contrast with three larger ves-
sels in the background repair-
ing at Todd Shipyard's Brook-
lyn Division. The trio of sub-
chasers are to be conve rted
for ferry service to carry work-
ers from Gulf ports to tide-
land oil wells.

DECEMBER

I 948

Page 67

Todd Lengthens Tanker

The Todd Hobokcn shipyard has completed the addi-
tion of a 42.6-foot mid-section between the two halves
of the oil barge. Poling Bros. No. 2. The operation in-
creases its carrying capacity from 6,000 bbl. to 10,000
bbl., according to its owners, Chester A. Poling, Inc., of
New York City.

The vessel was formerly 175 feet long, and of 576
gross tons, with 8 cargo tanks. It is now 217.6 feet long,
of approximately one-third more gross tonnage, and has
1 2 cargo tanks of about 38,000 gallons capacity each.

A Higgins cutter neatly slices the vessel in two in the

middle of the No. 3 tank. The cut was 96 feet around the

vessel. Here the cutter is guided along a track on the

ship's bottom.

fe. . "f ■

\\

^3r^

K

The slicing operation was performed within one week.
The new mid-section, with two whole tanks and four
halves, was prefabricated at another drydock. The vessel
was severed with a Higgins cutting machine through the
No. 3 midship tanks. The internals were burned away in-
dividually with torches.

After the two halves were seperated, the stern was
lashed to the drydock and lowered with it. The bow half
was towed out into the basin and the new mid-section
was maneuvered into place against the stern section. The
bow was then returned and fitted perfectly against the
forward end of the new mid-riff and the three pieces
were bracketed, then welded together. For further
strengthening two 60' long and 24" wide straps along

The bow is retur

sd to place, to be fitted neatly onto the
new mid-section.

the sides, were tack-welded port and starboard, just under
the bulwark rail. All of the severed cargo piping, steam
smothering, and electrical lines were lengthened and
rejoined. New hatch coamings for the additional four
tanks were installed, and ladders and necessary additional
valves were provided.

The Poling Bros. No. 2 is one of three similar vessels
acquired by Chester A. Poling. Inc., last year. Construc-
tion was begun on them during the war for the U. S.
Navy but had not been completed by V-J Day. The Pol-
ings finished them for commercial use, however, equip-
ping them with Enterprise Diesel engines. The Poling
Bros. No. 3 has already been lengthened and it is ex-
pected that No. 1 will also undergo the same operation
later this year. Poling now operates 8 motorized oil
barges out of New York, up the Hudson River, and other
inland waters, and occasionally to Boston and Philadel-
phia.

The new mid-section is clamped into place, flush with fhe
bow and stern, preparatory to welding and strapping.

Page 68

PACIFIC MARINE REVIEW

Tests of

Largest

Tanker

Top: Model of proposed 720-ff., 40,000 ton tank ship, tested at a
speed equivalent to 18 knots.

Bottom: Model of the 600-ft., 28.000 deadweight ton tankers now
being built. The photograph was taken ai a speed equivalent to 16
knots, full-siie.

Model tests for what will be the largest tanker in the
world have been completed at the Experimental Towing
Tank at Stevens Institute of Technology.

The tanker will be the fourth largest commercial ship
now afloat, surpassed in size by only the Queen Mary,
Queen Elizabeth and Europa, respectively. The hull line
has been designed by Vladimir Yourkevitch, designer of
the Normandie and many other ships, and will be built
by the Shipbuilders Co., Inc., of New York. It will be
chartered by American oil interests and used for the
ocean transportation of oil.

A six-foot model of the 720-foot tanker was used.

Tests were made to find the curve of effective horse-
power versus speed so that the designers could determine
the most economical speed for the tanker.

Following the basic lines of the Normandie, the tanker,
when built, will have a beam of 108 feet and the same
"lowest resistance" hull form, which will save some 12
per cent in fuel consumption. Tentative plans are for a
draft of .^0.6 and 33 feet, with corresponding displace-
ment of 47,000 and 51,000 tons.

Although the tankers speed has not been decided on,
it has been studied to be used at 20 knots with an eco-
nomical speed of liS knots.

Research Conference Scheduled

The first annual Northern California Research Con-
ference is scheduled for (anuary 12, 1919, it has been
announced by W. P. Fuller Brawner, president of the
San Francisco Chamber of Commerce.

The conference will be sponsored by the San Francisco
Chamber of Commerce, Stanford University and Stanford
Research Institute and the University of California.

Principal objective of the conference will be to ac-
quaint Northern California industrialists with scientific
research facilities available in the area and to stimulate
greater use of these facilities by industry.

T. S. Petersen, president of the Standard Oil Company

ot (California, will serve as chairman of the executive
committee. Included among the many Bay Area indus-
trial leaders invited to serve with Petersen on the execu-
tive committee for the conference, are the following:

John E. Cushing, president, Matson Navigation Com-
pany; Charles A. Dostal, vice president, Westinghouse
Electric Corporation; "W. F. Humphrey, president. Tide
Water Associated Oil Company; A. E. Lacomble, presi-
dent. Shell Development Company; W. H. Lowe, presi-
dent. The Paraifine Companies; Alden G. Roach, presi-
dent, Columbia Steel Company; R. W. TurnbuU, com-
mercial vice president, General Electric Company and
H. G. Vesper, president, California Research Corporation.

DECEMBER • I 948

Page 69

n [ UJ S F L e S H E s

LUCKENBACH CONVERSION SEVEN C-3 ' S

Plans have been completed for the conversion on the Pacific Coast of
seven C-3's recently purchased by Luckenbach Steamship Company. Specifications
and bidding data have been released to possible bidders on the SEA STAR and
SEA FLYER returnable December 29; also on the SEA BASS, SEA CAT and SEA DEVIL
returnable January 5. Bids on the SEA BARB and SEA RUNNER will be going out
within the next few days returnable during the second week in January at a date
to be fixed

Bids go to the Maritime Commission ; architect is M. J. Ryan, San Fran-
cisco ; Luckenbach officers in charge of the betterment program are President
James Sinclair at New York and Vincent McMurdo, San Francisco.

MARIPOSA BIDS

Three shipyards bid on the big completion job on Matson's liner MARIPOSA.
Low bidder was Todd, San Francisco, by a substantial amount. Other bidders
were Bethlehem, San Francisco, and Newport News.

The bids were obtained at this time to serve as a guide to Matson and the
Maritime Commission in negotiating a deal for the return of the MONTEREY to the
Commission and the completion of the MARIPOSA.

OFFICERS NOMINATED BY SAN FRANCISCO PORT ENGINEERS

Now in process of balloting are the members of the San Francisco Society
of Port Engineers for their 1949 officers. The Nominating Committee proposes
Bob Streiff of Pacific Tankers, Inc. for president, for vice president, M. C.
Wright of Deconhill Shipping, and for secretary-treasurer, George Harlan of San
Francisco Port of Embarkation.

CONCERTED CAMPAIGN FOR WEST COAST SHIPBUILDING

Two big meeings were held this month (San Francisco and Seattle) at which
demands were made of the Maritime Commission and the Navy for a fair share of
the current shipbuilding program for the Pacific Coast. Both meetings were held
in AFL labor union headquarters and were attended by Congressmen, city supervi-
sors, shipyard officials, steamship company officers and the press.

Page 70 PACIFIC MARINE REVIEW

THE DOLLAR DECISION

The suit of the Dollar Steamship interests against the Maritime Commission
for return of the American President Lines to Dollar control has been decided
in favor of the Commission. Stanley Dollar has announced an immediate appeal
to higher courts. It is recalled that his previous appeal was successful. If
the Commission ultimately prevails the company will be sold.

*****

RESUMING COATSWISE OPERATIONS

The Coastwise Line and the Chamberlin Steamship Company are expected
to resume coastwise operations at an early date.

ARMY ENGINEERS' BAY AREA PROJECT

The U. S. Corps of Engineers announces that a favorable report has been
made by the district and the division engineers leading to the establishment of
a project for the collection and removal of drift from San Francisco Bay and
its tributary waters at an estimated first cost to the United States of
$850,000.00 for plant and equipment and $203,900.00 annually for operation and
maintenance.

86,500 MOTOR BOATS

On the Pacific Coast there are 80,500 motor craft of various pleasure
types.

Northern California has 20,000, Southern California, 10,500, Oregon,
15,000, Washington, 35,000. Work boats over 35 feet in length total 6,000.

*****

LAID UP FLEET VESSELS TO BE CONDITIONED

Admiral Smith of the Maritime Commission announces reconditioning of all
vessels less than 50 per cent damaged in the lay-up fleets. The Commission will
do the work on the East Coast with floating drydocks but on the West Coast
private yards will do the work on open bids. It is estimated that of the 352
ships to be reconditioned, about 200 are on the West Coast.

MARITIME COMISSION'S NEW CARGO VESSELS

Following the receipt of bids on the 48,000 ton U. S. Lines' vessel, the
Maritime Commission is ready to proceed with the taking of bids on two "proto-
type" ships. One will be a merchant type vessel and one will be combination
merchant and naval auxiliary vessel. Both are to be 20 knots and will be about
the size of a C-3. The purpose is to invite operators to order these vessels for
their fleets, adapting them to the the particular needs of their routes. Plans
and details will be published herein in the near future.

DECEMBER • 1948 Page 71

m€RC1fll
CRflfT

The "Carol Virginia"- and a Pre-fah Housing

Above: Two mobile cranes at National iron Works lower
20-ton deck-house and pilot-house sub-assembly into posi-
tion on the Carol Virginia.

Right: Close-up view of the 20-ton deck-house and pilot-
house sub-assembly. Bunks, cabinets and the majority of
interior furnishings already are installed in the huge sub-
assembly shown here.

Page 72

Construction of a two-story deck-house, pilot-house
sub-assembly saved nearly 600 man hours in the con-
struction of the Carol Virginia, 115' welded-steel tuna
clipper now nearing completion at National Iron Works,
declared C. Arnholt Smith, president of the local firm.

The sub-assembly, weighing nearly 20 tons, consisted
of deck-house living quarters, pilot house, and chart
room, and was complete even to the installation of such
furnishings as cabinets, bunks, chart tables, etc., including
all necessary electric wiring and electric receptacles. As
all plumbing installations on National Clippers of the
Carol Virginia class are confined to the main and raised
deck, the only such work required after installation of
the sub-assembly, was the placing of toilet and shower
fixtures.

Following completion of the huge sub-assembly in a
work area near yard's tuna clipper assembly line, the
deck-house-pilot-house combination was moved to the
line and hoisted into position on the Carol Virginia's

PACIFIC MARINE REVIEW

deck in less than a half hour.

Heretofore, in ilie construction of NIWs welded steel
tuna clippers, both deck-house and pilot-house have
been sub-assembled individually but neither included the
final installations made on the Carol Virf^irt/a assembly.

As Paul Preston, NIWs shipyard superintendent,
pointed out, "Installation of wiring and furnishings al-
ways have been a costly item in shipbuilding. Hy making

these installations on groimd level, rather than on the
sliip itself, we can realize real savings in tuna clipper
construction."

The Carol Virginia, the longest welded-steel tuna
clipper ever built in San Diego, is scheduled for launch-
ing in mid-December. The new vessel will be powered
with a 60()-HP Atlas Imperial diesel engine, and has
accommodations for a 14-man crew.

How Tows Are Planned

lanning tows and piloting tows en-
ail the skills of many men making
e river their career. One of the
izards encountered is piloting huge
lows through tricky channels.
Above left: Planning a tow. Each of
the strips is a scale model of a barge
or a steamer.

Above right: Tow tied up shows result
of planning, combining barges of var-
ied length and shape.
Opposite: Pushing a tow up inland
waterways is a test of skill for the
pilotof the towboat "Jack Rathbone."
The pilot is in charge while the cap-
tain sleeps. They exchange watches
every six hours.

DECEMBER • 1948

I'hulus cuurUi) uf SunJarJ 0:1 Co. oj N. J.

Page 73

"^cumui^ .dc(i^t^

1

^avy Day Celebration

On the opposite page are pictured groups at the Los
Angeles celebration of Navy Day held at the Biltmore
Bowl.

Dowd uf Mare Island Becomes Rear Udmiral

Since the pic+ure at the left was received following the
Navy Day celebration and Mare Island visit of the Naval
Architects, Captain Dowd has been nnade a Rear Admiral.
He is Commandant of the Mare Island Naval Shipyard.

3. Head Table,

Left to right: Charles S. Thomas, Chairman, Naval Affair:
Committee of Los Angeles Chamber of Commerce and Chair
man, Navy Day Committee; Hon. Artemis Gates, former Un
der Secretary of the Navy: Rear Admiral Laurence T. Dubose
USN, Commander, Battleships and Cruisers, Pacific Fleet; Hon
Carl Hinshaw, Congressman, 20th District; Major General Loui.
E. Woods, USMC, Com. Gen. First Marine Air Wing, El Toro
Hon. Leonard J. Roach, member of Board of Supervisors, Los
Angeles County; Capt. Leslie E. Gehres, newly appointed Direc-
tor, Los Angeles Office of Naval Officer Procurement; George
Murphy, Metro Goldwyn Mayer Studios; Hon. Wayne Allen,
Chief Administrative Officer, Los Angeles County; Colonel
Claude E. Duncan, Commanding Officer, Long Beach Air Re-
serve Training Detachment; Hon. Marshall Stimson, National
Trustee of the Theodore Roosevelt Foundation; A. J. Bolton
ICapt., USN ret.). Vice Chairman, Naval Affairs Committee,
Los Angeles Chamber of Commerce; Commander R. B. Bor-
land, Commander of County Council, The American Legion.

4. General Petroleum Table.

Around table, clockwise: C. K. Slack, V. A. Bellman; J. J.
Dawson; H. Alber; G. L. Adams; C. L. Hansen, Socony
Vacuum, New York; Thad Vreeland; C. H. Wartman; C. R.
Gates.

B.Byron Jackson Table.

Around table, clockwise: Floyd Merritt; James Workman;
Charles Nazro; E. S. Dulin, president; William N. Beadle; S.

k

Seated, left to right: Rear Admiral Ernest M. Pace, Jr.; Fletcher

W. Burford; Carl Blom; H.

G. Koos; Walter H. Wlese; Jac

Bowron, mayor of Los Angeles; Walter Braunschweiger, South-

Ballagh.

ern California State President, Navy League of the United

States. Standing Is Charles S. Thomas, Chairman, Naval Af-

6. Bendix Aviation Table.

fairs Committee of Los Angeles Chamber of Commerce and

Around table, clockwise:

Chet Wetzel, Walt Thompson

Chairman of Navy Day Committee.

Charles E. Mongan, Comn

lander Charles C. Busenkell, Rea

Standing In the rear, in the white coat, is Lawrence Welk, or-

Admiral J. R. Armstrong (

et.), W. S. Leitch.

chestra leader.

7. Standard Oil Table.

. Richfield Oil Table.
Around table, clockwise: I
Gross, Treasurer; M. E. Trac
Cook, Manager, Marine Te
C. Lamb, Manager, Marlnt

I. H. Kelly, Purchasing Agent; R.
f. Assistant to Vice President; T. C.
minal; C. B. Bonner, Secretary; P.
Department.

8. Union Oil Table.

Around table, clockwise: H. D. Seeley, A. E.
Swanson, C. E. Rathbone, A. C. Stewart, W. L.
Denton, J. W. Miller, K. V. Clifford.

Groga
Spence

J. S.
C. E.

Page 74

PACIFIC MARINE REVIEW

Tiie Navy has a signiticaiuc i>i
the maritime industry which it does
not have to the public in general,
for almost everything the Navy
does, in peacetime as well as in
wartime, has to do with ships and
shipping.

Navy Day, since hrst introduced
in 1922, has been celebrated on the
27 th of October each year under
the auspices of the Navy League of
the United States, often called the
civilian arm of the Navy. This date
is the anniversary of the birth of
President Theodore Roosevelt — so
much of whose life was devoted to
establishing a sound Naval policy
for this nation.

Many civic organizations met
with Navy League chapters in ports
throughout the country with promi-
nent speakers telling the story of
Naval development. Propeller Clubs,
Chambers of Commerce, World
Trade associations and others joined
in the recognition, and Naval in-
stallations were thrown open to
public inspection. In San Francisco
the speaker was Admiral T. C. Kin-
kaid. Commander of the Eastern
Sea Frontier, while in Los Angeles
Admiral Dewitt Clinton Ramsey,
Commander in Chief of the Pacific
Fleet, was the honored guest.

on fiiKC 74)

Capt.

Watkins

Promuted

Captain Frank T. Watkins, who took charge of the Naval

Academy at Del Monte. Cal., "the Annapolis of the West",

upon its formation last Spring, has been appointed Rear

Admiral.

Shriner Diner

The enthusiastic group above were photographed at the Shrine

Lunch Club on American President Lines Day.
Left to right: Ray Buell. Potentate of Islam Temple; John Cuneo,
President of Shrine Luncheon Club; Dr. Arthur J. Hook, Potentate
of Teheran Temple. Fresno; M. J. Buckley, Potentate of Hibernia

Temple.
It should be explained that M. J. Buckley, Senior Vice President
of American President Lines, does no more belong to the Shrine
than did his predecessor as "Potentate of Hibernia Temple,"
Hugh Gallagher of Matson Lines. Mike's appointment is one
more tribute to his great popularity in nearly half a century in
shipping.

World s Largest Kaval Supply Base

An aerial view of the Oakland Naval Supply Center looking east. Bay Area residents on Navy Day witnessed displays,
exhibits and demonstrations In the Naval Supply Center as well as at Mare Island. San Francisco Naval Shipyard. Moffett
Field, Naval Air Station and Treasure Island. In each of these there are six to eight thousand employees.

Page 76

PACIFIC MARINE REVIEW

\m Nordberg Bulletin

The publK.inon ot Bulli-tin l6l
covering Nordberg Diesel lingines
of the FS-9 ami FS-13 series is an-
nounced by Nordberg Manufactur-
ing Company, Milwaukee. This new
bulletin gives design and operating
features of Nordberg four-cycle
Diesel engines in 9" and 1 3" cylin-
der sizes providing a power range
from 150 to 1370^ HP. for a wide
variety of services ranging from
self-contained portable power units
to permanent installations and aux-
iliary units for cargo and passenger
ships and tankers. Specifications and
dimensions of FS-9 and FS-13 en-
gines are also given in this 12-page
bulletin.

Copies of Nordberg Bulletin No.
161 may be had upon request.

Wire Hope Catalog

The Wickwire rope mill, Palmer,
Mass., who have reached their fif-
tieth anniversary of wire rope mak-
ing, recently issued a catalog de-
scribing their operations.

The catalog has three indexes that
permit quick reference to the con-
tents. The first section covers the
characteristics of wire rope; the

second section, divided uito six
parts, describes wire rope for speci-
fic industries; and the third section
deals with the care and handling of
wire rope. Charts, tables, drawings
and photographs have been includ-
ed.

Westlnghouse Announces
Formation of Atomic
Power Division

Gwilym A. Price, President of
the Westlnghouse Electric Corpora-
tion, has announced the formation
of an Atomic Power Division which
will concentrate solely on the har-
nessing of nuclear energy for the
production of useful power.

The new Division will be avail-

Charles H. Weaver

able to undertake atomic energy
projects for the government as well
as to carry on independent studies,
and it will conduct research, devel-
opment, ciigiiK-ering. and associated

construction. It will work closely
with the Westlnghouse Research
Laboratories and with other divi-
sions of the company so as to bene-
fit from their knowledge, experience,
and facilities.

Manager of the Atomic Power
Division will be Charles H. Weaver,
a young Westlnghouse executive
who has recently served as industrial
manager of the company's central
district with headquarters in Pitts-
burgh.

Weaver was graduated from the
University of Pennsylvania in 1936
and joined Wcstinghouse that same
year. During the war years he served
as manager of the Westlnghouse
Marine Department whicli, from
1945 on, included avi.irion activi-
ties also.

Tanker Conversion Specialists

The U. S. Naval Tanker MISSION PURISIMA was the first
of many tankers cleaned throughout the United States by
the method and supervision of Sopac Ship Maintenance, Inc.

Licensed BUTTERWORTH Operators

NATIONWIDE SERVICE for Tanker Conversion ond

Conditioning.
Boiler Cleaning — Tank Cleaning — Sand Blasting — Int. & Ext.
Painting & Scaling. For information, call —

lA

suffer 1-5890
1168 Battery Street
O

©FTTN /~\ /Z^ SAN FRANCISC

SHIP MAINTENANCE, INC.

^ MOBILE. ALABAMA
NORFOLK, VA.

DECEMBER • I 94i

Page 77

Armistice Day at San Francisco M Club

Left to right: Rear Admiral John R. Redman, USN, Deputy Comdr
Admiral W. K. Scammell, USCG, Comdr. 12th District, Western Are
F. Moore, USA Deputy to Commander, Armed Forces Headquarters
George D. Murray, USN, Commander, Western Sea Frontier, Pa<

Western Sea Frontier and Pacific Reserve Fleet; Rear
United States Coast Guard: Major General George
Utilization Facilities and Services; Vice Admiral
Iflc Reserve Fleet, Commandant, 12th Naval District;
Robert R. Gros, Pacific Gas & Electric Company, President of the Advertising Club; Major General J. E. Upston, USAF,
Comdr., 4th Air Force; Major General Leroy P. Hunt, USMC. Commanding General. Department of the Pacific; Capt. J. J.
Mahoney, USN, Chief of StafF, 12th Naval District; Capt. T. R. Wirth, USN, Public Information Officer, Western Sea
Frontier and 12th Naval District; Lt. Comdr. R. L. Johns, USN, Aide to Admiral Murray. Admiral Murray was the prin-
cipal speaker.

Stanford to Investigate Subsidence at Los Angeles -Long Beach Harbor

The Los Angeles Board of Harbor Commissioners has
authorized the Stanford Research Institute to investigate
the cause of subsidence on Terminal Island near the Los
Angeles-Long Beach city boundaries. The Institute has

been retained by the Long Beach-Los Angeles Harbor
Subsidence Committee to survey and make recommenda-
tions on land sinking in the harbor area.

Society of hn\ Architects and Marine Engineers

Pacific Northwest Section

The group below met In Seattle last month to plan future programs for their meetings. They are. left to right: Paul E.
Forsythe. Western Gear Works; H. E. Lovejoy, Puget Sound Freight Lines; Thomas M. Rowlands, University of Washing-
ton; James F. Petrich, Western Boat Building; Gordon Snyder, W. C. Nlckum & Sons; Captain L. A. Knlskern, USN.
Puget Sound Shipyard; W. H. Watkins, Puget Sound Shipyard; Frank E. Blumberg, W. C. Nlckum & Sons.

At the December 3 meeting a paper was presented by Captain Logan McKee. Planning Officer, Puget Sound Navy Yard.
The subject was "The Use by the Germans of Hydrogen Peroxide for Production of Power in World War II." This paper

will be published in an early issue.

Page 78

PACIFIC MARINE REVIEW

Tieaniif ivmfoni

San Francisco Propeller Club dominates

The nominating committee of the San Francisco Pro-
peller Club proposes the following for next year's offi-
cers: President, Edward H. Harms, Pope & Talbot; First
Vice President, K. C. Tripp, Moore-McCormack; Second
Vice President, R. A. McLaren, Pacific Transport Lines;
Third Vice President, George Kill ion, American Presi-
dent Lines; Secretary-Treasurer, Eugene A. Hoffman,
American President Lines; Assistant Secretary-Treasurer,
Carl E. McDowell, Pope & Talbot, Associate Professor of
Foreign Trade, Stanford University.

For 3 year Governors: E. H. Harms; K. C. Tripp;
George Killion; H. Gelhaus, Tod Shipyards; Marshall
Levis, Marsh & McLennan. The following are holdover
governors: J. J. Geary, Admiralty Attorney; D. N. I.illc-
vand, Grace Line; V. P. McMurdo, Luckenbach; H. B.
Perrin, Matson Navigation; General Robert Wylie, State
Board of Harbor Commissioners; R. A. McLaren; H. W.
Parsons, Cargocaire, Inc.; F. C. Ninnis, Jr., Ocean Agen-

cies; John Parker, American Marine Paint Company;
George V. Clooley, American-Hawaiian Steamship Co.
General Wylie is not a holdover but fills a vacancy.

Edward H. Ha

DECEMBER

I 948

Page 79

COMPLETE LINE

OF

BRUSHES. MOPS.

CAULKING

COMPOUNDS,

AND OTHER

MARINE SUPPLIES

Distributor

Pobco Marine Paints

Prompt delivery service
anywhere in Harbor area.

STANDARD
MARINE PAINT CO.

I 545 W. Anaheim Blvd.

Long Beach, California

Phone 6-4251

STANDARD

DISTRIBUTING

COMPANY

271 Ninth Street

San Francisco, California

UNderhill 1-1014

Distributors for

22 Keors of

PABCO MARINE PAINTS

BRUSHES . . . SUNDRIES
PAINTERS' SUPPLIES
INDUSTRIAL PAINTS

OFFERING FOR SALE
LSM BOAT

IN EXCELLENT CONDITION

REPLIES ARE TO BE MAILED TO

ELLIS C. SOPER. PMR

P. O. Box 723

Quincy, Michigan

Weeks Joins

Pacific Division of Atlantic
Mutual and Centennial
Insurance Companies

Gilbert N. Weeks well-known
insurance underwriter, joined the
Pacific Division of the Atlantic
Mutual and Centennial Insurance
companies on October 1, according
to an announcement by Miles F.
York, vice president in charge of
Western operations for the com-
panies. Mr. Weeks has been en-
gaged in the marine insurance busi-
ness in San Francisco since his

Gilbert N. Weeks

graduation from the University of
California in 1929.

Mr. Weeks will spend several
months in the San Francisco and
Los Angeles oflSces of the com-
panies, following which he will be
transferred to Seattle to establish
and manage the Pacific Northwest
headquarters of the Atlantic and
Centennial.

^ew Manager of
Independent Tanksliips

Capt. T. C. Conwell, widely known East
Coast tankship operator, who has just
been appointed manager of Independent
Tankships, Inc., wholly owned subsidiary
of the American Independent Oil Co., of
San Francisco. He will maintain offices in
New York.

Page 80

PACIFIC MARINE REVIEW

Long Sperry Service

William I. Selover, Southwestern district
manager of the Sparry Gyroscope Com-
pany, recently observed his 35th year
with the company. Before 1920 he worked
closely with Lawrence Sperry while the
latter was pioneering blind flying instru-
ments and bombsights. He also helped
install the first commercial gyro-compass
in 1919. He has been in charge of the
Southwestern district since the office was
established in Los Angeles in 1923.

Ocean Agencies Agent
hr Shepard Steamship

Ocean Agencies, Ltd. has been
appointed Pacific Coast Agent for
the Shepard Steamship Company,
who recently closed their San Fran-
cisco offices.

Joining Ocean Agencies as presi-
dent is Mr. F. C. Ninnis, Jr., former-
ly District Manager for the Shepard
Steamship Company. Ninnis is a
Governor of the Propeller Club.

F. C. Ninnis, Jr.

A NEW HIGH

...IN BRONZE GATE VALVE DESIGN

LUNKENHEIMER

200 LB. BRONZE UNIOH BONNET GATE VALVE

The ni-v Liinkfnhi'imer 200 I.b. Bronze-
Union IJonnct G.ite V.ilve incorporates
the first .ipplic.ition of full cylindric.il
body sections in bronze gate valves. This
construction, previously used only in
higher pressure steel valves, provides
great strength and maximum re.sistance
against di.stortion of the valve body and
seats due to internal pressure strains and
other stresses. Tests made under the most
severe conditions prove that this design
will not distort and will maintain initial
proportions and seat tightness.
In addition to the cylindrical body con-
struction and other service-giving fea-
tures, these valves enioloy Lunkenhe
distinctive Alloy Stems which eliminate
stem thread failure due to wear.

IHE LUNKENHEIMER £2;

CINCINNATI 14,0HI0. U.S.A.

In every port of call there is a

Lunkenheimer Distributor

to serve von.

Fig. 2228 — Screw Ends

Fig. 2229 — Flange Ends
Double Disc, Rising Stem

Complete information is given
in Circular No. 5.^4. Ask your
Lunkenheimer Distributor for
a copy or v^'rite us direct.

DECEMBER • 1941

Page 8!

Long Beach Installs Harbor Radar

,1 STORY of the worlds first installation of harbor
i"l radar — in Liverpool — appeared in the October issue
of the Pacific Marine Rei'iew. Now the port of Long
Beach, Cal., is installing harbor rador, believed to be the
first installation in the United States.

A 120-foot steel tower is being erected at the foot of
Pier A, Long Beach, and the radar control equipment is
being installed for use in guiding ships to berth and to
provide a safe medium for the movement of shipping
during periods of heavy fog and resultant low or zero
visibility. The radar equipment is being furnished by the
Sperry Gyroscope Company, Inc., with installation being
made by the Kuster-Wetzel Electric Company of Long
Beach.

The radar scanner is to be mounted atop the 120-foot
steel tower with the indicator scope to be located in the
pilot station. With such radar control, it will be pos-
sible to observe and locate all ships within a distance of

10 to 30 miles from the port and direct the pilotage of
ships in and out of the harbor. The port pilot will be in
direct contact with the pilot station at all times through
the medium of transmitter-receiver sets in the pilot
station and pilot boats and through the use of walkie-
talkie radio sets. The procedure to be followed corres-
ponds closely with the Ground Control Approach sys-
tem for aircraft where the pilot of the approaching
plane is "talked down" to within 50-feet of the center of
rhe runway. In like manner, incoming or outgoing ships
will be "talked" through the breakwater entrances and
down the harbor fairways.

It is anticipated that the equipment will be completely
installed and in operation by January 1, 1949, and for
the first time ships will be able to enter or leave the port
even during those periods of foggy weather where other-
wise they would be unable to navigate.

Shore Based Badar

IN A TALK before the American Merchant Marine
Conference at New York City on October 14, 1948,
Capt. D. E. McKay, Chief, Communications Division,
USCG, discussed operational aspects pertinent to the use
of shore-based radar for harbor control, citing as a com-
parative example the popularity enjoyed by the so-
called GCA ( ground control approach ) system in use
at certain airports to "talk down" aircraft during periods
of adverse weather.

In support of shore-based radar for harbor control.
Captain McKay made reference to documents submitted
at the first IMRAN held in London (England) in 1946
which emphasized the desirability of supplementing har-
bor facilities with radar thus providing, "* * * virtually
instantaneous information of movements in the port
area."

Numerous interesting facts were presented concern-
ing operational considerations leading to the design and
installation of the Liverpool ( England ) radar station,
namely:

Shore based radar would clearly indicate shipping
conditions in the channel and river.

During a fog the master of a ship could take his
vessel up the narrow channel to Liverpool and permit
the vessel to berth rather than anchor off the entrance
and perhaps miss several tides.

Shore-based radar would likewise enable a master to
undock and proceed to sea knowing that the channel
was clear of shipping.

In event of the channel becoming blocked, the harbor
authorities would be aware of the fact and shipping
about to enter could be warned.

Radar would reveal and locate stranded vessels within

the port and possibly result in the saving of a vessel
which might otherwise be lost.

Positions of navigational sea marks within port area
and approaches could be checked. If out of position, port
authorities could warn shipping and replace marks.

Port Health Officers, Customs and Immigration offi-
cials could be better informed as to the movements of
all incoming vessels, resulting in time saving.

Captain McKay pointed out that these operational
considerations and advantages, foreseen as a result of the
Liverpool installation, placed into operation July 30,
1948 are more or less applicable to ports and harbors
generally.

He further pointed out that in the United States use
of radar for harbor control is and has been under con-
sideration: That some experimental installations had
been set up by the Coast Guard and limited tests con-
ducted from which certain conclusions were reached,
namely, that control of shipping at harbor entrances and
in channels is feasible by means of shore radar installa-
tion supplemented by an efficient communications
system.

He pointed out that coordinating supervision of such
service, with respect to uniformity of procedures and
methods of operation of the installation of several ports
would fall within the province of the Coast Guard. This
perhaps could be accomplished by indirect approach
through organizations such as the American Association
of Port Authorities or by direct liaison with the operat-
ing agency in an advisory capacity. Supervision by the
Coast Guard would insure coordination of such service
with military requirements, making it adaptable for im-
mediate use in event of a national emergency.

"Confound you, yoeman," roared the Admiral, "why don't you be more
careful?

"What do you mean sir?"

"Why, instead of addressing this letter to the Intelligence Offices you ad-
dressed it to the Intelligent Officer. You ought to know there's no such thing
in the Navy."

Page 82

PACIFIC MARINE REVIEW

Mudel Tests un Tanker Hulls

I Continued from paf;e 56)
anon is permissible in the choice of hull coefficients.

7. The primary factors which affect shaft horsepower
are the resistance of the hull and appendages, the pro-
peller diameter, and the propeller revolutions per minute.

8. Propeller diameter is the most important factor
influencing the wake fraction.

9. If the practical considerations involved in the
selection of propelling machinery are excluded, the slow-
est turning propeller having the largest diameter is to be
preferred.

Propulsion data for vessels at a Speed of 16 knots
Ship EHP SHP RPM t w It

A

7260

8840

80.6

0.216

0.338

1.185

B

7660

10150

88.9

0.2 1 0

0.355

1.225

C

7140

9850

1 1 9.0

0.230

0.420

1.328

D

7180

9730

91.7

0.195

0.340

1.220

E

7360

9580

81.6

0.224

0.350

1.1 9-i

F

7080

8640

79.0

0.200

0.360

1.250

G

7185

9450

80.4

0.229

0.370

1.222

H

7260

9040

90.2

0.202

0.360

1.247

I

7500

10690

110.9

0.250

0.410

1.271

J

7200

9790

109.1

0.204

0.400

1.327

Err

EHP
SHP

Prop.
Diam.

EHP
EHPn

SHP

Ship

lin. SHPmin.

A

1.103

0.821

22.87

1.025

1.023

B

1.037

0.750

22.41

1.082

1.175

C

1.057

0.724

18.56

1.008

1.140

D

1.018

0.738

21.71

1.014

1.126

E

1.041

0.769

22.00

1.040

1.109

F

1.048

0.819

22.00

1.000

1.000

G

1.014

0.760

22.00

1.015

1.094

H

1.067

0.804

21.85

1 .026

1.046

I

1.027

0.702

19.58

1 .059

1.237

J

1 .009

0.736

19.59

1.017

1.133

Selection of Steam Conditions
For Merchant Vessels

By MARK L IRELANII. JR.

of the Newport News Shipbuildiiiy and llry

Dock Company, and IJDUGLAS C. MAC-

MILLAN, Associated with GEDrge G. Sharp,

Naval Architect

How far a commercial ship operator should go in in-
creasing steam conditions aboardship is primarily an
economic question with higher first cost and carrying
charges to be weighed against the expected reduction in
fuel cost. The solution of the problem for any particular
ship requires a determination of the fuel consumption
and the initial cost of steam plants of the desired power
but designed for various steam conditions. Studies have
previously been made of comparative steam cycles and
considerable information published showing the thermal
efficiency that may be expected with various steam con-
ditions, but comparatively little information has been
presented previously concerning the initial cost.

The authors present data on the fuel performance and
initial cost of marine steam plants in sizes ranging from
6,000 to 20,000 shaft horsepower per shaft, and with
I I'/cnf inrn to page 90 1

nC&Y Rising Stem

>W-'»'^ "'" table where
Especially *" g inside

fl""^as'"'cons«--'* ri pressure

STEAM V^tVES GLOBE

Complete me of s a^^ ^^^^^^

s:o?!rinrfx".^»^:.rvaJv^^^

pounds. Alsoextraheav^y^g^^^^ ^^^^^.

tor Pref^"^" "Pno. 752G shown.
Bolted bonnets, [no

MAR.NE ANGLE VALVE ^^^^^^.^^

B«n- 15° P^c boUed bonne.
„on-metaU.c „d'^f- ^i.^". Wuh cap

and Cham. Screw
Flanged angle, I>o.

A hw Underwriters
Approved by U

Uabora*or.es Jnc. " E

300 LB. HOSE GATE VA_^^

■ • cft>ni sonu v"^^^ . .

^lon.r>smg stem, ^ pacl^mc

L3.ge stuffing box.^% and ch...n.
Screwed type „ j^^, i064.

Sizes ni and 2-2

SPECIAL VALVES ^^^^^^

Greenberg makes any ype^^^^_,^^,^
valve for pressures up <^^ Let u.

St'on'^ot^;----"''
Prompt delivery.

sTiBiun..,.-ie54

BROIMZE PRODUCTS

GRCENBERG

^■■■■■"■^

M.GR[ENB[RGSSONS

765 Folsom St • EXbrook ?-3144
San Francisco 7 • California

• SMItle • Fortind • Sill lik: Cil) • Denvei • [I Piso • MeK To;k • Hailloril • WishlnKlon. O.C.

DECEMBER .

948

Page 83

SERVING THE ORIENT

with fast, regular refriger'
ator and dry-cargo service

PACIFIC FAR EAST LINE'S modern
fleet of dry-cargo and refrigerator
vessels provides frequent, regu-
larly scheduled sailings between
California - Philippine Islands
North and South China — Hong
Kong-Japan-French Indo-China
Korea Deep Tank Facilities.

LIMITED PASSENGER ACCOMMODATIONS

NEW YORK 6, N. Y. SAN FRANCISCO 4, CALIF.

39B-ood-oy 3l5Col,fo,nio St,esl

LOS ANGELES WASHINGTON

DETROIT CHICAGO

Coble Addreii! PACFAREAST

r

tf laintenani

fervice

• TANK CLEANING

• BOILER CLEANING

• CHEMICAL CLEANING

• SAND BLASTING

• PAINTING

INTERNATIONAL
SHIP CLEANERS

INC.

863 Harrison St., San Francisco 7
Phone: SUlter 1-3293

KEEP POSTED

New Equipment and
Lilerature for Yard.
Ship and Dock

^ew RC^ Small Craft
Radiotelephone

Featured in the 1949 line of RCA
marine equipment are an outstand-
ing new combination entertainment
broadcast receiver and two-way ma-
rine radiotelephone, shown for the
first time by the Radiomarine Cor-
poration of America at the New
York Motor Boat Show.

Designed especially for use
aboard small craft where space is
at a premium, the new popular-
priced compact radiotelephone,
model ET-8044, combines in a sin-
gle weather-resistant hammered
grey aluminum cabinet a four-chan-
nel, crystal controlled radiotele-
phone for ship-to-shore, ship-to-
ship and ship-to-Coast Guard com-
munication in the 2100 to 2800
kilocycle band, and a high grade
superheterodyne entertainment re-
ceiver for the standard 540 to 1600
kilocycle broadcast band.

Equipped with a built-in loud-
speaker and a small, light, hand-held
microphone, it operates from a
boat's 6 or 12 volt D. C. power sup-
ply and is completely housed in a
small cabinet mea:suring nine inches
high, nine inches deep, thirteen and
one-quarter inches wide, and weigh-
ing only twenty pounds.

Outstanding features claimed for

this new radiotelephone by its
manufacturer include small power
consumption, magic eye tuning tube

RCA Radiotelephone

and separate antenna control for
maximum transmitter efficiency, cir-
cuit design that will not permit
overmodulation, integral power
unit, filtered power supply perma-
nently preruned circuits, miniature
tubes, smaller crystals and table or
bulkhead mounting.

South Bend Drill Press
Catalog

The South Bend Lathe Works,
South Bend, Indiana, has issued a
new catalog. No. 400, devoted ex-
clusively to the new South Bend 14"
precision drill presses and drill

press attachments and accessories.
Both bench and floor models of the
drill presses are shown in the cat-
alog.

KEEP POSTED

The details of

new equipment or the new literature

announced In this

department will }

be furnished w

ithout obligation on your part. For q

PACIFIC MARINE

jick service, please

REVIEW

use this

coupon.

Send me desc

500 Sansome Street
iptlve data of the following new equ

San Francisco
pment or literatur

B as rev

ewed in

Pag

e No.

(Identify by name of manufactur

er and catalog)

NAME

BUSINESS

ADDRESS

" '■' ~ i

Page 84

PACIFIC MARINE REVIEW

Su^i^e^ SH^^i^*f^

SBA-RO

NEK-SEAL PACKING

CENTRIFUGAL AND RECIPROCATING
PUMPS will give longer, smoother service when
SEA-RO NEK-SEAL Packing No. 501 is specified.
Here is a pump packing that has proved its super
efficiency on both industrial and marine installa-
tions. Once installed it forms a fine bearing surface
and gives steady, reliable, trouble-free service. Wear
on rods is reduced to a minimum because of the
lubricating qualities of the packing. It is practically
a permanent packing when properly installed.

For EXTREME high speeds and high
pressures, SEA-RO ARMORED-
NEK-SEAL combination sets are rec-
ommended for maximum efficiency.

What is the "NEK-SEAL"

It is an inlaid fillet of lead antimony alloy
which forms a perfect anti-frictional seal of
bushing clearances. It is an EXCLUSIVE
patented process.

• Power loss and blowby are eliminated.

• Prevents packing being forced into
cylinder.

• Increases strength and resiliency of
packing itself.

Consult our engineering department about your pump
packing problems. Send for catalog of products and
engineering data.

NEK-SEAL PACKING
PUMP PLUNGER RINGS

SEA-RO PACKING CO.. INC. • WOOD-RIDGE, N. J.

DECEMBER . 1948

Bethanizing is Bcrhlc-liem's exclusive method t)f ap-
plyini; zinc to the individual wires of a wire rope.

It is an electrolytic prcKess by which tiny particles of
pure zinc are deposited in a heavy, uniform coating.
Zinc applied this way is highly ductile and does not
peel or flake when the rope is bent repeatedly.

In many marine applications where salt-air corrosion
is an important factor, bethanized ropes will give ex-
cellent service.

Bethanized ropes are available in a wide range of con-
structions, grades and sizes suitable for marine use.
Ask your dealer to show you the full Bethlehem line.

BETHLEHEM PACIFIC COAST STEEL CORPORATION

Soles Offices: San Francisco, Los Angeles, PorllancJ, Seattle, Honolulu

BETHLEHEM
PACIFIC

Page 85

People Who Know

USE DEVOE

WALL ROPE

B & L BLOCKS

GETTY

HARDWARE

WEEKS-HOWE
EMERSON CO.

Ship Chandlers

EXbrook 2-2681
255 MISSION STREET
SAN FRANCISCO 5

lunkenheimer /\nnounces
New Onion Bonnet"
Gate Valve

IiiLorporanng the first applica-
tion of full cylindrical body sec-
tions to bronze gate valves, the
new Lunkenheimer Fig. 2228* pro-
vides maximum distortion resist-
ance. Tests, setting up pipe line
stresses and internal pressures far in
excess of actual service conditions,
have shown no distortion in body
or valve seats.

Fig. 2228 is a 200 lb. S. P. bronze,
double disc, "Union Bonnet" Gate
Valve with rising stem and screwed
ends. A companion valve, Fig 2229,
is the flange end pattern, rated at
150 lbs. S. P. They are made in
sizes 1/4" to 3".

Among the features listed by the
manufacturer are: A patented sili-

GREAT WESTERN CORDAGE

Mills at Orange, California

Gate Valv

con alloy stem material which eli-
minates stem-thread failures; hex-
agon head gland; beveled disc wing
guides and body guide channels to
make assembly easy when servicing
the valve.

Illustrated Circular No. 534 is
available on request; it shows prin-
cipal features, dimensions and other
data. Address: The Lunkenheimer
Company, Cincinnati 14, Ohio.

Marine Service Distributor
For T-A-C Ratchet Wrench

C. J. Hendry & Company, San
Francisco, have appointed Marine
Service, Inc., Seattle, as Northwest
distributor for the T-A-C ratchet
wrench.

The new open-end ratchet wrench

is designed for use on pipe, tube
conduit, cable, and rod fittings
where an ordinary ratchet cannot be
used. The ratchet heads operate in
a 71/2° arc or less, making it easy
to operate in restricted areas.

Bahcock & W\\m Produces
Film on Steam Boilers

The Babcock & Wilcox Company
announces the release of a new 16
millimeter educational film, "Steam
for Power," which depicts the de-
velopment and application of mod-
ern steam boilers. The Company
stated that this sound film, which is
in color, will be of interest to civic
groups, professional societies, engi-
neering students and those interest-
ed in the production and use of
power.

Making extensive use of both
animation and photography, "Steam
for Power" traces the important
steps in the history of man's efforts
to obtain ever more abundant and
economical power by using steam
to harness the energy released by
the combustion of fuels.

Each step in the development of
modern boilers and the reason for it
IS shown and the meaning of high
steam pressures and temperatures
IS illustrated. The application and
function of superheaters, econo-
mizers, air heaters, reheaters and the
cyclone steam separator are explain-
ed as well as the development of
water-cooled furnaces, pulverized
coal firing, slag-tap units, dry ash
removal and the cyclone furnace.

Significant steps in the manufac-
ture of boiler components are
shown. These include the bending
of huge steel plates to make boiler
drums, welding of drum seams ^ -
000,000 volt X-raying, steel making
and fabrication of seamless and
welded tubing.

The concluding sequences of the
film show the erection of a large
radiant boiler in one of the country's
outstanding power stations.

"Steam for Power" has a running
time of 41 minutes and is available
free of charge to engineering and
other professional societies, engi-
neering schools, civic organizations
and groups interested in power gen-
eration and utilization. Written re-
quests should be made to the Ad-
vertising Division, The Babcock cV
Wilcox Company, 85 Liberty Street
New York 6, N. Y

■FOR SALE'

CARGO VESSELS

AND

MARINE EQUIPMENT

Yl!ii9ijtilj(J — 1 cargo turbine, displ. 10.600
(f. I.). 482'x60'x20', 6700 SHP. AE type.
5 LST's. 5 LSWs. 5 LCI's.

• LIBERTY SHIP ENGINE
PARTS

• CARGO WINCHES

Lidgerwood and Markey

• PUMPS, STEAM

From 41/2 X 32/4 x 4 to 18 x 14 x 24, including air

• PUMPS, ELECTRIC

From 3/, HP to 30 HP.

115 DC, 230 DC, & 440 AC.

• PUMPS, DIESEL

1000 GPM at 260' head. New and used.

• GENERATORS, STEAM

25 KW, 60 KW 75 KW, 190 KW, 240 KW; Steam
I50# to 575=-; Current, DC & AC.

• GENERATORS, DIESEL

20 KW DC. 30 KW DC, 100 KW AC or DC,
200 KW AC or DC, 1000 KW AC.

• ENGINES, DIESEL

225, 450. 900. 1600, & 1800 HP. running or guar-
anteed.

• TRANSFORMERS

100 KVA to 500 KVA, 2300V primary.

• 2500 KVA SUBSTATION
COMPLETE

34,500V— primary; 2,300V— secondary.

• MISCELLANEOUS
EQUIPMENT

From vessels of various types.

Southern CALIFORNIA'S Largest
SHIP DISMANTLERS

NATIONAL
METAL & STEEL CORP.

DEPT. Q TERMINAL ISLAND. CALIF.
LOS ANGELES: NEvada 6-2571

Cable: NACOR

Cfi^Alo^

RUBBER
EXPANSION JOINTS

hx Pressure, Vacuum or Pressure and Vacuum

Garlock Rubber Expansion foints arc fltxiblc, rub-
ber spool-type joints for installation in pipe lines
to relieve stresses and strains in the piping and equi|>
nuni. They function in foin- ways: (1) compensate
lor linear expansion and contraction due to temper-
ature changes; (2) ab.sorb vibration; (3) eliminate
or reduce noise; (4) compensate for minor misalign-
ment in the pi|>ing.

Made of an exclusive highgiade lubber coin-
poiMid developed in oiu' research laboratories. Gar-
lock Rubber Expansion Joints are strong, efficient
and long-lasting. They are easy to install. Fur-
nished in all pipe si/es from 2" to 72"— and in three
styles: No. 204 for Pressure; No. 205 for Vactnim;
No. 206 for Pressure and Vacuitm.

Garlock Rubber Expansion Joints of standard
construction are suitable for handling hot or cold
water, brine or exhaust steam at temperatures up to
180°F. Joints with synthetic rubber lining are rec-
onunended for service involving oils, acids or mild
caustic solutions. Write for new descriptive folder.

\~

THE (; VRI.OCK PACKING COMPANY

PAI.MYK.X, N. Y.

.S:in Ki;iii(is(« I,09 Angeles

^^fiilll,- Portland

LOCK

DECEMBER

1948

Page 87

CANVAS . . .

COVERS MADE TO ORDER— REPAIRED
RECONDITIONED, RE-WATERPROOFED

• boat covers

• deck awnings

• hatch tarps

• winch covers

• dodgers

• mosf coats

• instrument

covers

AND MARINE

AWNING COMPANY

Kew Balancing Service for Bay i\rea

Witnessing demonstration of Dahl-
Beck's new balancing equipment, left
to right: Gene Morgan, Ed Beck, Earl
Headlee, Stan Perry, Bob Lewis and
Bill Beck.

Special dust-proof room built by
Dahl-Beck for balancing rotating
parts. Equipment includes two Gisholt
Dymetric Balancers and tray-top "cin-
filathe" made by Cincinnati Lathe &
Tool Company. (Balancers detect un-
balance to 1-25 millionth of an inch.)

Application for Membership in the
Diesel Engineers International Assn.

576 Newark Ave., Jersey City, N. J.

Name

Address

Reference

Page 88

New machines that measure unbalance in a rotating
shaft down to 25 millionths of an inch have been install-
ed and are now operating under full capacity in a special
shop at Dahl-Beck Electric Company of San Francisco.
It has become standard procedure to balance every rotat-
ing part brought into their plant for repair or rebuild-
ing. President William Beck says that "with the new
$30,000 department, we can undertake to guarantee old

PACIFIC MARINE REVIEW

I

[(.(.(iiuluioncd parts to outwear new ones that have not
had this treatment. The nn)st precise manufacturing
methods can still leave rotating parts out of balance, and
It is amazing to discover the terrific force that gix;s to
work when tiiese parts are rotated at high speed. For
example, a shaft with a mere one ounce of unbalance,
one inch from its center, sets up a force against its
bearings of 44 pounds when spun at 5000 rpm. Revolve
this up to ten times as fast and you get 100 times this
force, or 4400 pounds! The job of our new department
is to detect and eliminate this destructive force."

The new shop, temperature controlled and dust-pro-
tected, has at its heart two Gisholt Dymetric Balancing
Machines, which can accommodate parts from 10 pounds
to .SOOO, and up to 48 inches in diameter, 52 inches be-
tween bearings.

This brings Dahl-Beck's repair facilities up to a new
Pacific Co-ast standard of excellence. Other mixiern in-
stallations include: Two washing and degreasing systems,
two vacuum impregnating imits and an electric bake
oven capable of holding any size ship generator, motor,
or armature. Every motor is put under full load test on
the Dynamometer at Dahl-Beck, which eliminates all
guess work as to HP output, sparking at brushes, re-
versals in field, and other common defects in electric
plants, industrial or shipboard.

The addition of the new Gisholt precision equip-
ment now enables Dahl-Beck to balance any and all types
of machinery, marine or industrial, including turbine
rotors, crankshafts, fans and pump impellers.

Banning President of L \. 8.S. Assn.

J. B. Banning, Jr., of the Matson Navigation Co., has
been elected president of the Los Angeles Steamship
Association.

Also elected were W. B. Bryant, District Manager,
General Steamship Corp., Los Angeles, Vice President;
Harry R. Dorr, Resident Manager, Norton, Lilly & Co.,
renamed Secretary-Treasurer, and Miss Margaret Bridges,
Assistant Secretary.

Elected directors were:

Charles Baly, President, Crescent Wharf & Warehouse
Co.; S. J. Hindle, General Agent, American President
Lines; M. G. Linder, President, Transmarine Navigation
Corp.; L. C. Munson, Vice President, Williams, Di-
mond & Co.; L. R. Richards, Manager, Sudden & Christ-
enson. Inc.; W. C. Ricks, District Manager, States Steam-
ship Co.; Charles L. Tilley, General Manager, Outer
Harbor Dexk & Wharf Co.; W. A. St. Amant, Manager,
W. R. Grace & Co., Los Angeles.

Alternate Directors elected for the ensuing year:
R. J. Chandler, Vice President, Matson Navigation Co.;
O. W. Pearson, Vice President, Marine Terminals Corp.,
(L. A.); H. H. Birkholm, President, American Pacific
Steamship Co.; J. W. Zundel, Manager, Funch, Edye &
Co.; Edgar M. Wilson, Vice President, American Presi-
dent Lines; Roland Stevens, Vice President, Transmarine
Navigation Corp.; Guy B. Reynolds, Traffic Manager,
Williams, Dimond & Co.; S. T. Lashbrook, Assistant
Manager, Sudden & Christenson, Inc.; P. T. Douglas,
Traffic Manager, State Steamship Co.; D. Cutler, Assist-
ant Manager, W. R. Grace & Co.; J. A. Barry, Traffic
Manager, Outer Harbor Dock & Wharf Co.

INTEROCEAN LINE

Havrc-Aniwerp-Rofterdam
fipress Freight, Refrigeration,
Pasiengcrs

WEYERHAEUSER S.S. CO.

Pacific Coast Direct Line, Inc.

Intercoasiol Service via Panama
Canal

KNUTSEN LINE

United Kingdom — North Paeific-
West Coasf, South America
Express Freight, Refrigeration,
Passengers

SALEN-SKAUGEN LINE

Pacific — Orient
Express Freight, Possengers

SALEN-SKAUGEN LINE

>1t/antic — Orient

Express Freight, Passengers

INTEROCEAN

STEAMSHIP CORPORATION

Pacific Coost Managing Operators

Heod OHice — San Francisco, Calif.

Other offices at New York, Baltimore, Los Angeles,

Long Beach, Calif., Portland Ore., Seattle, Wash.

BREAK-DOWN SERVICE
24 Hours a Day — 7 Days a Week

In stock

AIR PORTS— SCREENS

HATCH COVERS

SHIPS VENTILATORS

CARGO BOOMS

SHIPS SPARES

PORT LIGHTS

Call or Write

iRTHWEST IKIi IRO^ WIIRKS

2516 N. W. 29th Ave.

Portland 10, Ore.

AT-8222

DECEMBER . 1941

Page 89

NOW in Our

NEW PLANT

Expanded Manufacturing Facilities

Specializing in Panel Boards, Switch Boards
and Generator Control Boards

COLUMBrA
ELECTRIC MANUFACTURING CO.

275 Steuart St., San Francisco
Phone: GArfield I-6I0I

OHM

SHIP SERVICE
COMPANY

^ MAINTENANCE

^ BOILER CLEANING
^ TANK CLEANING
if SHIP PAINTING

Ben Ohm, Owner
Phones — GA 1-5215 - 5216 - 5217

Ohm Ship Service Company

SHIP SCALERS

1 TOWNSEND STREET
SAN FRANCISCO 7. CALIFORNIA

Eugene V. Winter Co.

Engineers • Manufacturers' Representative

AMERICAN HAMMERED PISTON RING DIV— KOPPERS CO.

NATIONAL TRANSIT PUMP AND MACHINE CO.

THE MAXIM SILENCER COMPANY

RED HAND COMPOSITIONS COMPANY

SIMS PUMP VALVE COMPANY

ISDrummSt. DOuglas 2-2714 Son Francisco 1 1, Calif.

Insulation in "Lurline"

< Contiuuetl from pcif^e 38}

weathering and salt water damage was finished with as-
bestos cloth and an asphaltic-asbestos plastic material. In-
sulated lines situated near stairways, gratings or other
points where the insulation might be damaged were en-
closed in sheet metal jackets long enough to protect the
entire length of the section of insulation subject to dam-

Wherever pipe insulation abutts flanges and fittings
and near hangers, the ends of the insulation were tapered
off to permit free removal of bolts and to allow for the
movement of pipe at the hangers. To permit insulated
lines passing through bulkheads to expand without dam-
age to the insulation, expansion joints were located at
regular intervals in the lines.

Valves, flanges and fittings on lines finished with cotton
lagging tape were insulated with permanent type insula-
tion. The standard molded forms of insulation were used,
i.e., block, segmental, or sectional, depending upon which
was most convenient. These forms were cut to fit the
valve or flange to be covered, and applied in the same
manner as the insulation on the adjacent lines. In addi-
tion, a layer of asbestos cement was applied over the
insulation. The finish used was the same as that on the
adjacent piping.

Flanges, fittings and valves on all other lines were
insulated with removable and replaceable insulation,
finished with asbestos jacketing. This was done so that
the flanges and fittings can be reached quickly if it
should be necessary to check them for gasket wear, leak-
age, etc.

Turbine insulation is a combination of both permanent
and removable insulation. Main turbine joints and valves
that need to be opened for maintenance and inspection
were insulated with removable and replaceable insulation.
Main turbine bodies were blocked in with permanent
insulation, the blocks being kept in place by means of
iron wire tied to steel bars tack-welded to the surface
of the turbine after which the entire turbine was en-
closed in stainless steel.

Like the pipe insulation, the equipment was finished
with an asbestos jacket. Also the rosin base emulsion
cement was applied over the asbestos jacket, and then
painted. In some cases, as on the soot blowers beside the
boilers, a metal jacket was used instead of the asbestos.

Selection of Steam Conditions
For Merchant Vessels

(Continued from page 83)
Steam conditions ranging from the present standard of
450 psig 750 F to a high of 1250 psig 950F. They also
discuss the economics of selection of components and
auxiliaries including turbo generator sets, feed pumps,
number of stages of feed heating and condensers.

The results of the fuel and initial cost studies are
presented in such a manner that selection may be made
on the basis of capital charges and fuel cost applying in
any particular service. Based upon usual values, the re-
sults presented indicate the following general conclu-
sions:

Steam conditions of 450 psig 750 F would be selected
normally for installations of about 6000 shaft horse-
power. There is some improvement for 450 psig 850 F,
but the incentive is not great even when considering
the probability of higher fuel prices.

Steam conditions of 615 psig 850 F would be selected

I normally for higher powers for both cargo and com-

\ bination ships. If higher fuel prices or lower fixed

charges are anticipated, then 900 F at the same pressure

shows a slight improvement, which, however, hardly

' appears to be worth the risk. In any case there seems to

II be little incentive to further increase in steam pressure.
I In this connection it is pointeti out that steam conditions
exceeding 600 psig 825 F are offered for standard sta-
tionary power plants only for unit ratings of 20,000
j kilowatts or greater.

For a tanker of 12,500 shaft horsepower, the use of
higher fuel prices will show appreciable savings for
various steam conditions higher than 615 psig 850 F. In
each case the expected savings should be weighed against
the probable risk. There appears to be more incentive
to increase the temperature than to raise the pressure,
but the risk may also be greater.

Marine Salvage

By REAR ADMIRAL
WILLIAM A. SULLIVAN

Marine salvage, or the saving of ships which are in a
perilous condition, is a hazardous undertaking. There
are several recognized branches — the work of towing in
disabled vessels is called rescue tug work; the salvage of
vessels stranded or sunk in exposed locations is called
offshore salvage; the salvage of vessels sunk in sheltered
waters is called harbor salvage; cargo salvage involves
the salvage of cargo from ships tiw badly wrecked to be
salvaged as a whole.

Offshore salvage involves work of a most difficult
character — time is a most important factor for ships
sunk or stranded in exposed positions are at the mercy
of the elements. Successful offshore salvage requires ships
which are especially constructed and fitted out with gear
for the purpose and which are manned by especially
trained and experienced personnel.

Most ofifshore salvage is done to refloat stranded ships.
The salvage of a stranding can be influenced by many
factors — perhaps the most important is the amount of
buoyancy which the ship lost in stranding. The amount
of this lost buoyancy is equal to the weight of the ship
which bears on the beach. If it can be eliminated, the
ship will float free. Sometimes the rising tide or the re-
moval of cargo, stores, etc. w^ill so reduce the amount of
the weight resting on the beach that this will happen.
If it does, positive action should be taken to remove the
ship for it may be then in danger of broaching. Ships
broadside on the beach are in a most perilous condition
for they are not only in danger of breaking up, but they
will also be much more difficult to take off.

Tugs are sometimes used to pull on stranded vessels.
The pull which can be developed by a tug is relatively
small and, unless a ship is nearly afloat, there is little
chance of a tug freeing it.

The drag needed to pull a stranded vessel from the
beach is that which is needed to overcome the friction
developed under the bottom of the stranding. The
amount of this friction is a function of the weight of
the ship resting on the bottom. It varies with the charac-
ter of the material in the ground under the ship. Any
reduction in the amount of lost buoyancy caused by the
removal of weight or by a rising tide will reduce the
(Please luni to page 92)

DECEMBER • 1948

World Shipping

FRENCH LINE

France . . . Belgium . . . Holland

PACIFIC MEDITERRANEAN LINE

Mediterranean Ports

PACIFIC AUSTRALIA DIRECT LINE

Australia

PACIFIC ORIENT EXPRESS LINE

China . . . Japan . . . Philippines

PACIFIC ISLANDS TRANSPORT LINE

South Seas . . . New Caledonia

WESTFAL-LARSEN COMPANY LINE

South America, East and West Coasts

INDEPENDENCE LINE

Central America . Colombia . Venezuela

CHARTERING DEPARTMENT

Sale . . Purchase . . Charters . . Bunkers

WORLD WIDE TRAVEL SERVICE

General Steamship Corp., Ltd.

465 California St., San Francisco 4
Los Angeles Portland Seattle Vancouver

Th

e excellence

of

Of all Nautical
nstrument Dealers

WALKER'S

CHERUB III

Ship-Log

is recognized throughouf
the wholeMaritime World.
Registers up to 1000 miles
and will run the longest
sea passage with one fill-
ing of Walker's Solidified
Oil.

THOS. WALKER & SON. LTD., 58 Oxford St., Birmingham, England

iUarttn-JParru (Eorpnrattnu

WEST COAST MARINE DIVISION
« JOINER « BULKHEADS 4 DOORS 4 FURNITURE 4

We carry in stock for IMMEDIATE SHIPMENT:
Joiner Doors; Tanker Doors; Bulkhead Framing t

^ IMMEDIATE SERVICE ON SHORT-TERM CONTRACTS «

Page 91

Exclusive Distributors for Plant Magnesia
Products

Manufacturers and Distributors of Plant
Packings

Also Distributors for Roybe&tos Manhattan
and B & W insulating Firebrick

PLANT

ASBESTOS CO., INC.

Phone UNderhill 1-2874

Phone Ent. 10367

941 - 16th STREET

SAN FRANCISCO

OAKLAND • SAN JOSE • MODESTO

Marine Salvage

D. M. GIBSON COMPANY

Swan Island, Portland 18, Oregon

TUxedo 3793

Heavy Hardware and Machinery |

MARINE AND INDUSTRIAL

FOR SALE

NEW

T2 Tanker Thrust shafts

$1,000ea.

T2 Coupling Bolts, oversize

$20 eo

Steel Accommodation Ladders

$380 eo

Galley Ranges, Oil Burners

$380 ea

Cargo Booms. 5-ton — 47"

$345 ea

Cargo Booms, 15-ton — 55'

...$385 ea

Steamboat Jocks, 15-ton

$20 ea

Buda Push-Pull Jacks, 15-ton

$15ea

Motor Controllers, D.C., 2 HP

$50 ea

Boom Pedestals, 50-ton

...$220 ea

Boom Pedestals, 30-ton

$135 eo

Anchor Chain, 2-1 8" (1 shot)

$285

USED

Chain Hoists, 25-ton

$265 ea.

Lifeboats, motor-driven, 24'

$1.000ea.

Gantry Crane, 10-ton, 50'

$8,700

Distributors for

OXI CRYSTALS and MARLO PACKINGS |

Wrife for details ond complete lists

(C.oiiliiiucd jrom page 91 >
force needed to drag the ship off.

'Ihe most positive and effective method for draggingi
off stranded ships is the use of beach gear. Beach gearl
consists of heavy anchors planted offshore and connect-]
ed to the stranding with w'nt rope hawsers. On deck,'
these hawsers are connected to purchase gear which are
worked by the ship's winches. Several sets of purchase
gear may be used on one stranding.

The use of beach geax is often combined with the
work of lightening the ship by removing cargo, stores,
fuel or other weights. It is often combined with other
methods to salvage stranded ships. When ships are
aground on sands or gravels susceptible to scouring, the
services of a twin-screw tug may be used to scour out the
sands under the ship so as to permit it to sink to a deeper
draft.

When ships are stranded on rock or coral, the use of
jacks is sometimes combined with that of beach gear
for freeing these vesels. Jacks are placed on the top of
spuds which are ranged along the side of the vessel and
pressure is exerted on the jacks on the under side of the
sheer strake. This transfers some of the weight of the
ship from the ground under it to the spuds and it lessens
the force of friction resisting the pull of the beach gear.

Most sunken ships are raised by the use of pumps
which are reliable, and which are less apt to develop dif-
ficulty than is the use of compressed air. Before sunken
ships can be pumped, any holes through which water
can enter must be patched and the patches must be in-
stalled by divers. The attachments used by divers to
fasten underwater patches are generally unsuited for
holding the patches against pressure. Underwater patches,
therefore, must be applied on the outside of the ship's
structure so that they will bear with the pressures obtain-
ed when pumping is undertaken. When divers cannot
get access to the outside of a sunken ship in the way of a
hole which needs patching, difficulty is encountered and
the use of compressed air as a possibility for raising the
ship is considered. Tankers, combat vessels and particu-
larly submarines are, by their construction, particularly
suited to the use of compressed air and, when such ves-
sels are sunk, they are frequently raised by the use of
compressed air.

Controllable Pitch Propellers

By COMMANDER LEWIS A. RUPP. USN

Controllable-pitch propellers for ships were first con-
sidered seriously in the middle nineteenth century in
order to permit feathering the propeller blades when
operating with sails only and to provide flexibility when
using both sails and steam engines for ship propulsion.

A semi-controllable-pitch propeller was installed in
the Merrimac (renamed the Virginia) in her historic en-
counter with the Monitor in 1862.

Most early controllable-pitch mechanisms lacked suffi-
cient ruggedness to withstand the large control forces
imposed on them, with the result that failures were fre-
quent. Kaplan turbine-type hydraulic mechanisms de-
veloped in Switzerland in 1934 and in Sweden in 1937
proved that controllable-pitch propellers could be made
reliable in diverse marine applications. For multi-purpose
Diesel tugs, fishing craft, and other types which operate

f'age

92

PACIFIC MARINE REVIEW

with widely varying towing loads, controllable-pitch pro-
pellers permitted utilization of full engine power during
all conditions of operation, provided superior maneuver-
ing at slow speeds around docks and when handling
trawls and nets, providctl greater deceleration in emer-
gency stopping maneuvers, and oftentimes permitted
improved fuel economy under cruising conditions. These
advantages for towing craft, coupled with the advent of
the marine gas turbine, prompted the marine industry
in all countries to take renewed interest in controllable-
pitch propellers in recenr years.

The problem of reversing with a gas turbine installa-
tion is not easily solved by conventional means. Astern
turbines, such as are commonly used in steam installa-
tions, are nearly impossible in gas turbine applications
because of excessive windage losses and dangers from
overheating. Reverse gears above 3000 horsepower have
not yet been developed and hydraidic reversing cou-
plings, though a possibility, sacrifice efficiency through
transmission losses. Available reversing means for larger
installations include only electric drive and the con-
trollable-pitch propeller. The former requires greater
first cost, weight, space, and transmission losses. The
latter has the disadvantages of a possible slight loss in
propeller efficiency due to its larger hub size and a more
\ulnerable location of vital mechanisms, though it has
the additional advantage of greater combined turbine
and propulsion efficiency at part load by virtue of reduc-
ing the propeller pitch and thereby increasing the prime
mover speed to a more efficient range.

To evaluate the potentialities of controllable-pitch
propeller applications in present day, as well as future
prime movers, the U. S. Navy fitted experimental installa-
tions in a small Diesel harbor rug in 1940, a 28,000-
horsepower, rw'in-screw, turbine-powered World War I
destroyer, U. S. S. Dahlgreti, in 1941, and in a 1000-
horsepower Diesel harbor tug, YTB502, in 1946. In ad-
dition, over 2400 controllable-pitch propellers, each
powered by light weight, non-reversible Diesel engines
and absorbing 900 shaft horsepower, were installed in
approximately 100 patrol craft and 1100 infantry land-
ing craft which saw action in all theatres of operation
during World War II.

Complete trials of YTB502 were conducted in 1916
to determine the centrifugal, frictional, and hydrody-
namical blade spindle control forces and to evaluate the
free route towing, dead pull, and emergency maneuver-
ing performance as compared to a sister tug with revers-
ing Diesel engines and a fixed-pitch propeller. The con-
trollable-pitch propeller installation had equivalent per-
formance in free route, permitted an increase of over one-
third in the towrope pull at dead pull, and stopped in
25 per cent less time and distance in an emergency
stopping maneuver. Analyses of various Diesel installa-
tions also indicate that fuel savings of 5 to 10 per cent
can be effected at cruising power by increasing the pitch
and thereby increasing the engine mean effective pres-
sure.

The Dahlgren trials in 1941 indicated that consider-
able losses can result from large propeller hubs with
improper fairing forward and aft of the propeller, but
other tests and installations indicate that losses from
properly faired controllable-pitch propeller hubs need
never exceed I to 2 per cent. The Dahlgren trials showed
that turbine-driven vessels with controllable-pitch pro-
pellers can be stopped in less than two-thirds of the

(Please turn to page 96)

GRACE LINE

"SANTA FLEET"

SERVES LATIN AMERICAS

S. S. SANTA ADELA
S. S. SANTA JUANA
S. S. SANTA FLAVIA
S. S. SANTA LEONOR

These C-2 fj-l freiclil vessel-, eciiiippeil with iefri(;iT:itipr
space, and liiiiiteil passeiijjer yeciiiiiinipiljlioiis. Kicether
with modern charlereil li>niKi):e, sujiply fre(|nent service
I.elween

HHITI.-^H COl.lMBIA WASHINGTON

ORECON CAMKORNIA

<iiid

Mexico CmIimI \nieric^i I'nn^inia Colonihia

Ecnadoi I'cni I!oli\i;i Chile

.SEATTLE SAN FRANCISCO LOS ANCELES

While Ruildinc 2 Pine Street .S2:t W. Sixth

SEneca4300 SI 'iter 1-380(1 MIchi«an7811

VANCOUVER

991 Hastings St., W.

PAcifir 7271

PORTLAND

738 Mead BIdg.

CApitoI 10L3

WITH A LIQUIDOMETER
DIAL TYPE TANK GAUGE

' Remofe Reading

HYDRAULIC, HYDROSTATIC
OR ELECTRIC TRANSMISSION

For complete information, prices and
delivery dotes, write or phone

DECEMBER • 1948

Page 93

MOTOR

REPAIRS...

PORTLAND

Replacement Parts for All Types of Motors and

Controls

Electrical

Dynamic

Shipboard

Balancing

Installations

of Rotors

of all types

and Armatures

24 hour service

MARINE

ELECTRIC

CO.

2121 N. W. Thurman

7 days a week

Phone BR 6448

Portland 9, Oregon

Light iVeight
Salvage Pontoons

The rubberized fabrics divisions
of the Goodyear Tire and Rubber
Company, Akron, Ohio, has an-
nounced development and produc-
tion of new light-weight salvage
pontoons for the United States
Navy.

Goodyear designed and built
three sizes of syringe-bulb fabric air
containers capable of lifting 15, 25,
and 40 tons respectively.

One of the biggest problems to
overcome in the building of these
huge mushroom-shaped bubbles was
the changing pressures that would
be encountered during the rapid
rise to the surface from the ocean
depths.

The melon-shaped pontoon has
a hollow center that traps air. Heat-
ing of the center by the sun's rays
causes this air to expand and exert
pressure on the outer covering. The
fluted design prevents a killing rup-
ture because of the resistance it
affords.

The Navy wanted a fabric con-
tainer that would support 75 tons in
one spot. In order to prevent ex-
treme bulkiness and to facilitate
handling by one diver, Goodyear's
engineers had three 25-ton lifting
capacity pontoons constructed so

that they could be rigged in tandem,
one over the other, and exert the de-
sired lifting force.

The pontoons are constructed of
synthetic rubber coated nylon fabric
having a high tensile strength pro-
viding a watertight and airtight

The huge pontoon is shown here under-
going test. For testing purposes the pon-
toon is suspended upside down and filled
with 25 tons of salt water. When in ac-
tual operation, it will be attached to the
distressed vessel and inflated from sur-
face pumps.

chamber. Cables encased in heavy
rubber hose are attached to a fitting
at the top of the bulb and spread
out around the conical body of the

CATALINA ISLAND
STEAMSHIP LINE

Service fo Caialina

GENERAL TOWAGE AND LIGHTERAGE SERVICE
LOS ANGELES - LONG BEACH HARBORS

TUGBOAT OFFICE: Berth 82, San Pedro, California
Telephone Numbers: Terminal 2-4292; Terminal 2-4293; Long Beach 636-56J

WHISTLE CALL FOR TUGS; 1 long — 3 short

GENERAL OFFICE: Catahna Terminal, P. O. Box 847, Wilmington, Calif.

Phones: Terminal 4-5241; Nevada 615-45; Long Beach 7-3cS02

Member — >tmerican Waterways Operators

pontoon.

Similar devices were used to keep
damaged ships afloat during the
Bikini atomic bomb tests last year.

I^ew Terminal Exhaust
Snubber Announced by
Burgess-Planning Company

Development of a new Terminal
Exhaust Snubber has just been an-
nounced by Burgess-Manning Com-
pany, Libertyville, III, for use on
all four-stroke cycle Diesel and gas
engines with relatively short exhaust
systems in stationary and portable
service and two-stroke cycle gas en-
gine compressors operating on the
Otto cycle in the petroleum field.
Designated as Series SDT, these
units are available in pipe sizes from
5 inches to 14 inches inclusive.

The new Terminal Exhaust Snub-
ber combines the tail pipe with the
exhaust Snubber and is intended for
vertical mounting at the end of the
exhaust system. No additional tail

pipe is required. The new Terminal
Exhaust Snubber gives effective
noise control by dissipating the
slug's energy before it is released
to atmosphere.

New ^meroid Supply Ports

E. F. Drew & Company, Inc. an-
nounce the establishment of two
new service and supply points for
Ameroid marine products and serv-
ice for the Ameroid system of boil-
er water treatment. They are: Wil-
liam H. MuUer & Company, Inc.,
N. v.. Rue M. Mahmod Pasha No.
6, Port Said, Egypt; and Comptoir
R. G. Muller & Company, 144 Ave-
nue Du Margrave, Antwerp, Bel-
gium.

Page 94

PACIFIC MARINE REVIEW

OVERHAULED, TESTED

AND SET WITH STEAM FOR —
ANY PRESSURE
ANY TEMPERATURE
ANY BLOW-DOWN

Thomas A. Short Company

245 Fremont Street
San Francisco

YUkon 6-0294

MOOUE-McCORMACR

.VSXVAWkVS IIEIM iii.irs \xsv.

lV.i;;l.l and l'a".>i^.r S.rv u;- l.rlwr.ii ll..- I'.a^t
Coast of Uiiitoii Slatrs anil ill.- .oiiiilri.'s of
BRAZIL . IRKMAV • AK<;KNTINA

i>A4'iFi4' ni<:i*riii.irs \\sv.

In-i;;l.t and l'a>>. n^-.r S.r% Irr l.rl w.rn I lu- W .-^t
Coast of Linitcil Slates and lli<' lonMlri.s of
BRAZIL . LRIGLAV • AR(;KNTLNA
AMEIIKAX M ANTir IJ.XE

Freight and Tassensor Scrv ic- lMt»<-.ii the East
Coast of United Stat.s and the t-ounlries of

\OlJWAY DENMARK SWEDEN

roi.AM) FINLAND RUSSIA

Viir vomplvie informntion apply

MOORE -McCORMACK

no CALrFORMA STREET

San Fraiicflco II. Calif.

S30 WEST SIXTH STREET

I.oi AneFlc. 14. Calif.

DEXTERHORTON BUILDING

Scalllf 4. Wo.hinglon

BOARD OF TRADE BUILDING

Porlland 4. Oregon

714 H\STINCS ST. WEST

Vancouvrr. B. C.

■^

i^rnm I'.'.irl llarlmr l„

1 -J />.!», ,l/....r, . 1 ;.(... rnmr*-

l,„.-.„i,.n„.J„„.rr

I. V %.'/>. tiiinsported

r.» 1,23^ troops anil

carried 3t,4l0.11t '""»

oj irar carpo. To disrhnrfi,e

sin h rrspimsihililifs

\/..r(/i,i'iI Man,i. must hr

*■-/" -"^""fi '" /"■""•

1

<h,

cpnl C,l

« o/ Ih, IT,,

Reflecting 35 YEARS of

ENGINEERING
PROGRESS

• Today, the boilers of
thousands of merchant
and naval ships of many
nations are fired by Todd
Oil Burners . . . fitting
recognition of successive
advances that have made
Todd the standard for
combustion equipment.

COMBUSTION EQUIPMENT DIVISION

TODD SHIPYARDS CORPORATION

81-16 45th Avenue, Elmhurst, Queens, N. Y.

NEW YORK •

BROOKLYN * R

OCHES

TER

HOBOKEN

NEWARK

PHILAOetPHIA

CHARLESTON. S. C. •

CHIC/I

GO •

BOSTON • SPHINCF

ELD. MASS.

BALTIMORE • '

WASHINGTON • DETROI

r • G

AND

tfAPIOS • TAMPA •

GALVESTON

NEW ORLEANS

• MOBILE • LOS

ANGEL

ES •

SAN FRANCISCO

SEATTLE

TORONTO

MONTREAL - BARR

ANQU^

^^

LONDON

ON THE PACIFIC

It's

EVERETT PACIFIC

• Specializing in hull, electri-
cal, and steam end diesel
repairs.

• A modern machine shop com-
pletely equipped for every
need.

• Precision performance on
every job.

SHIPBUILDING AND DRY DOCK COMPANY

EVERETT, WASHINGTON

SHIP REPAIR . J0,500 TON
& CONVERSION DRY DOCK

DECEMBER . 1941

Page 95

M. J. GIGY & ASSOCIATES

1 12 MARKET STREET. SAN FRANCISCO

MARINE AND INDUSTRIAL ENGINEERING AND EQUIPMENT

Representing

ALDRICH PUMP CO.
M. L. BAYARD & CO., INC.
HYDRAULIC SUPPLY MFG. CO.
LAKE SHORE ENGINEERING CO.

Tel. YUkon 6-2803 & 6-2031

PIEZO MFG. CORP.

STRUTHERS WELLS CORP.

THE VAPOR RECOVERY

SYSTEMS CO.

BEEBE BROS.

TURK PRODUCTS CORP.

TREGONING INDUSTRIES, INC.

FRED S. RENAULD CO.

Nights. THornwall 3-4212

San Franciscan Wins Highest Westinghouse Honor

Charles P. Johnso

Chas. P. Johnson, western public relations manager for
the Westinghouse Electric Corporation, was awarded the
Westinghouse Order of Merit on December 1. The Order
is the highest award the Company bestows for distin-
guished service.

Johnson received a bronze plaque bearing his name
with the Silver "W" and the inscription "Whom his
fellow men delight to honor." Voted by the Board of
Directors, the award was presented by Chas. A. Dostal,
Vice President in Charge of Sales for the Pacific Coast

District.

The award was accompanied by a citation, signed by
A. W. Robertson, Chairman of the Westinghouse Board
of Directors, and Gwilym A. Price, President, which
read "for his superior writing craftsmanship and his
ability to interpret Westinghouse to editors of both
technical and general publications; for his self reliance
in directing the Company's public relations activities in
a vast area far removed from headquarters; for his faculty
to form lasting friendships among the staffs of news-
papers and magazines throughout the West, which have
been reflected in friendliness toward Westinghouse; for
his cooperation in advancing all phases of the Company's
operations on the West Coast."

A native of Denver, he attended the University of
Colorado at Boulder, where he majored in chemical en-
gineering, joined Westinghouse in March, 1939, as a
writer for the Central Publicity Division at the East
Pittsburgh Works, and in that same year he was called
to New York to assist in their Eastern Publicity Depart-
ment. In May of 1939, he transferred to the company's
Lamp Division at Bloomfield, N. J., as a publicity repre-
sentative. He was transferred to San Francisco in Septem-
ber 1940.

Prior to joining Westinghouse, Johnson served as a
reporter on the Rocky Mountain News, Denver, and later
as Aviation Editor, Literary Editor and Assistant Sunday
Editor on the Pittsburgh Press, Pittsburgh, Pa.

He is a member of the San Francisco and Los Angeles
Press Clubs, the San Francisco Electric Club and the
Pacific Coast Electrical Association.

Controiiabie Pitch Propellers

(Continued from page 93)
distance as compared to reversing turbines and fixed
propellers, and that cruising fuel savings of 10 to 20 per
cent can result from using decreased pitch and corres-
ponding higher turbine speeds.

Experience with various pitch-changing mechanisms
indicates that both hydraulic and electro-mechanical de-
vices can be made reliable. Emphasis should be placed
on simplicity, reduction in friction forces, elimination
of backlash, and minimizing hub diameters. Methods
are now available for achieving the proper blade de-
signs for controllable-pitch propellers in order to attain
maximum overall efficiency and minimum control force

requirements for the mechanism.

The appreciable advantages of controllable-pitch pro-
pellers in providing increased towing power, flexibility,
maneuverability, and fuel economy for tugs, fishing craft,
and other vessels which operate at variable loads, as well
as for providing flexibility and a convenient reversing
means for marine gas turbine power plants, point the
way to continued developments and increased applica-
tions for future ship propulsion.

(Synopsis of the paper by Capt. Homer Ambrose,
Comdr. G. C. Humphreys and Lt. Conidr. F. E. Swiderski.
"Propulsion Diesel Engines for Landing Craft atid Small
Boats," u'ill appear in the January issue.)

MARINE DEPARTMENT
AETNA INSURANCE CO.

MATHEWS & LIVINGSTON

QUEEN INSURANCE CO.
MARITIME INSURANCE CO., LTD.
FIDELITY PHENIX FIRE INS. CO.

•

MARINE UNDERWRITERS

317 MONTGOMERY STREET . . SAN FRANCISCO

AUTOMOBILE INS. CO.

Offices of: Colman BIdg., Seattle •111 West 7th St., Los Angeles

Page V6

PACIFIC MARINE REVIEW

SPECIAL

CARGO

T»—WBi

CARGOCAIRE

OIL TANKS

C3

REFRIGERATION

• *

jdIbJB *

•

Aiiii:isii:Ai\

i*iii:<^ii»i:

i\T

Lii\i:s

SPEED • E

KE<|IEI\CV • l»EI>EI\l»AISIEITV

Boston
Philadelphia
Offices and a

New York

Baltimore

gents throughout the world.

HEAD OFFICE
311 California Street
San Francisco 4, Calif.

Wo

Lo
•This CO

shington, D. C. • Chicago
Angeles • Oakland
nnpany and Its predecessors.

HAVISIDEoCOMPANY

^nip L^nandtei

^aiC llflakeri

40 SPEflR STREET

^adudtriat ^upplieA
eJjetricn vSi

^alvaae KJperalionS

SRH FRRRCISCO. 5

EXBROOK 0064

PILOT MARINE CORPORATION, New York, N
Signaling, Communicating and Lighting Equipn
BENDIX MARINE PRODUCTS

PNEUMERCATOR CORPORATION (Ne
Gauges: Liquid Level, Ships Draft, Pressure, Be

PLANT MILLS DIRECTION INDICATOR
AND ENGINEERS ALARM

A. WARD HENDRICKSON & CO., INC.

Lighting Fixtures and Special Equipment for Shipbo

Synchro-Master.

MARINE AND INDUSTRIAL ELECTRIC INSTAL-
LATIONS . . . MARINE ELECTRIC FIXTURES . . .
SUPPLIES AND REPAIRS . . . ARMATURE WIND-
ING . . . POWERBOAT EQUIPMENT . . . SOUND
POWERED TELEPHONES . . . FIRE
ALARM SYSTEMS

GArfield 1-8102

SAN FRANCISCO

115-117 Steuart Street

KEEP CARGO %

VALVES

CONTBOLS

EQUIPMENT

Alco

Banco

Brunner

Detroit

While Rodgers

Frick

Electromatic;

Detroit

Globe

Henry

Marshalllown

Dole Cold Plates

Weatherhead

Gauges

Condensers

Kerolesl

Thermometers

Cooling Coils

Also, exclusive refrigerc

jtion distributors of

EulecRod Weldrods.

15 STEUART STREET

SAN FRANCISCO 5

improved

Combustion

Oil Burning

Equipment

is certain

to

result with

Liquid FLO-RITE
DUAL FUEL OIL
CONDITIONER

CHEMICAL
PRODUCTS
FOR POWER
EQUIPMENT

Write for bulfetin on fhis NEW
Chemical product for power
equipment.

GARRATT-CALLAHAN
COMPANY

of California

148 Spear St.. San Francisco 5

Warehouse Stocks

Portland Seattle Los Angeles

\im mm rope

FIRST SW THE MARKER

For your protection. Fitler Pure

Manila Rope has a Blue and Yel-

low Colored Yarn trade mark (reg-

istered U. S. Patent Office No.

245091) on the outside strand of

1 y8"dla. and larger sizes, appear-

1 ing at intervals, along the entire

1 length of the rope. Smaller sizes

1 may be identified by a Blue and

1 Yellow Cotton Yarn Marker on the

inside of the rope.

The Edwin H. Fitler Co.

Phila. 24, Pa.

Manufacturers of Quality
Rope Since 1804

Comor Joins Wm. Powell Co.

J.imcs Coombc, President of The
Will. Powell Company, Valve
Manufacturers of Cincinnati, Ohio,
announces the appointment of Joe
L. Comer as Vice President in

on lubricants, data on dimensions,
and a listing of consecutive steps
in fabrication.

charge of Sales in the New York
Area, with offices at 50 Church St.,
New York Cit)'. Comer was for
many years engaged in general sales
and trade relations with the Crane
Company. In 1943 he joined Cul-
bert Pipe and Fittings as Vice-
president.

Rook Review

FORMING OF AUSTENITIC
CHROMIUM-NICKEL STAIN-
LESS STEELS, assembled and edit-
ed by Vsevolod N. Krivobok, The
International Nickel Company, Inc.,
and George Sachs, Case Institute of
Technology; published by The In-
ternational Nickel Company, Inc.
Price S4.00.

Compiled to afford fabricators of
metal equipment a better under-
standing of the unusual adaptability
of stainless steels to all modern proc-
esses of forming, this book pre-
sents a detailed description of the
modern forming procedures applied
to chromium-nickel stainless steels
as practiced in the fabrication plants
of the United States. The principal
stainless steel producers and fabri-
cators cooperated with The Inter-
national Nickel Company, Inc., to
provide this technical and practical
volume.

Bending and straight flanging,
forming of curved sections and tub-
ing, deep drawing, die forming,
forming of contoured-flanged parts,
and forming by miscellaneous
methods are some of the processes
discussed in the book. The specific
examples of forming technique are
supplemented by details of tool de-
sign and tool materials, information

Paint Rrush Safe

A sealed, air-tight, all-metal con-
tainer designed to suspend paint
brushes at the correct depth in in-
dividual compartments holding
paint solvent or preserving fluids,
has just been announced by the Y
& N Manufacturing Co, of Wooster
Ohio.

This Y & N Brush Safe not only
preserves paint brushes and keeps
them in tip-top shape, but it also
makes a compact, lightweight carry-
ing case which can be locked to
avoid tampering and theft. Brush
Safe has special waste-compartment
with wringer attachment which ex-
tracts surplus paint or preserving
fluid. Waste compartment is re-
movable for draining and cleaning;
and can be placed in any position
within the Y & N Brush Safe. Mov-
able brush clips in the individual
storage compartments permit stor-
age of brushes of varying dimen-
sions. Each storage compartment is
removable.

The all-metal construction and
tight-sealing lid of the Y & N Brush
Safe reduces fire hazard; it carries
the approval of the National Life
Saving Service Research Bureau for
use in the U. S. Life Saving and
Marine Service.

Paint Brush Safe. Inset shows removable
waste compartment with wringer attach-
ment which does away with the mess of
cleaning paint brushes.

Page 98

PACIFIC MARINE REVIEW

GENERA L VO YA GE REP A IRS
EVERY TYPE OF MACHINE WORK

FOR VESSELS DOCKING AT LOS ANGELES HARBOR

Comp/efe Welding Facilifies

CAVANAUGH MACHINEWDRKS

FRANK CAVANAUGH
220 Easf B Street. WILMINGTON. CALIFORNIA

GENERAL MANAGER

Phones: TErminal 4-5219. TErmlnal 4-5210

MARINE SPECIALTIES

ALLENITE SOOT ERADICATOR

ALLENCOTE REFRACTORY COATING

BUTTERWORTH TANK CLEANING SYSTEM

COFFIN PUMPS

FLEXITALLIC GASKETS

FRANCE METALLIC PACKING

KOMUL ANTI-CORROSIVE COATING

LESLIE REGULATORS & TYFON WHISTLES

MULSIVEX, OIL & GREASE REMOVER

SANDUSKY CENTRIFUGAL CAST LINERS

SCALETEX, WATER SCALE REMOVER

SEA-RO PACKING

CORDES BROS.

34 Davit St. San Francisco 11, Calif.

OArflold 1-B3S5

HOUGH & EGBERT CO,

311 CALIFORNIA ST. • DOuglas 2-1860 • SAN FRANCISCO

Representing

WALTER KIDDE & COMPANY, INC.

Rich Smoke Detecting System

Lux Fire Extinguishing System

Selex-zonit Fire Detection System

AMERICAN ENGINEERING COMPANY

Steering Gears • Deck Machinery

Vapor Car Heating Company Service

HOUGH Patent Boiler Feed Checks • LANE Life Boats

SCHAT Davits

CONSULTING ENGINEERS • MARINE SURVEYORS

SURVEYORS TO BUREAU VERITAS

MARINE DISTRIBUTORS FOR SHEROLITE PRODUCTS

FOR NAT-LEA-KENNEDY ASSOCIATES

THE KELVIN-WHITE "CONSTELLATION"

HAS THE

GIMBAL RING INSIDE

fhaf

• Guarantees the maximum in per-
formance and readability!

• Keeps the compass card level and
the lubberlines vertical, no matter
how far or fast the roll and pittli
as the 4 5 "roll position of the pic-
ture shows.

• Lets you use a smaller, less ex-
pensive, binnacle.

• Adaptable to most binnacles now

id

KELVIN-WHITE CO.

4645 FACULTY AVE.. LONG BEACH. CAL.

BOSTON NEW YORK BALTIMORE

90 Stote Sf. 38 Water Sf. 406 Woter St.

Propeller Design

• Save Fuel

• Increase Speed

• Eliminate
Vibration

Send us your prob-
lems ... we special-
ize in propeller de-
sign.

WILLIAM LAMBIE, Naval Architect
216 East C Street Wilmington, California

LAMBIE PROPELLERS

The Isherwood Systems
of Ship Construction

There is an Isherwood System for every type
oj mercantile vessel

Eminently suitable /or Oil Tankers ....

Designers and Specialists in Hull Construc-
tion and Reconversions

SIR JOSEPH W. ISHERWOOD & CO.

LIMITED

4 Lloyds Ave., London E.C.3

17 Battery Place, New York

Morrison & Bevilockway

ESTABLISHED 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 166 Fremont St.

Telephone DO 2-2708-09 San Francisco

Af Nighf Call Jordan 7-2252 — Burlingame 3-8712

HYET and STRUCK

STANCHIONS

Cut Down

A ccidents

and Repair Costs!

Sling-load of lumber moving inboard

ogoinst stanchion on irrtercoastal

freighter.

HYET and STRUCK ENGINEERING Co.

SHIP REPAIRING & MACHINE WORK
EX. 2-3508

425 Folsom Street

San Francisco, California

Oil in Gulf

iCoiiliniied from page 53)
miles from New Orleans.

An oceanographer, employed by Humble, will provide
continuous wave and weather information to the fleet of
crew boats, tugs, and barges based at Grand Isle. Using
data from the U. S. Weather Bureau, accurate forecasting
of wave height and weather conditions will greatly en-
hance safe and efficient operations. The entire fleet is
equipped with Very-High Frequency (VHF) radio
equipment, and radar sets are being installed in some
vessels for safer navigation.

More Tests Are Planned

The wells to be drilled from this platform will be

some of the first to seek oil beneath the continental shelf.
These are the forerunners of many more tests now being
planned by Humble and other companies. Thus, in
pioneering the development of the potential oil reserves
bordering the Gulf Coast, the experience gained in con-
structing and operating from this platform should prove
valuable in future operations. Resisting the attacks of
the Gulf and the weather is a great task in itself, yet
the production of oil in the waters of the Gulf of
Mexico depends upon the success of structures such as
this Giant in the Gulf.

Fairbanks - iVIorse Stages Diesel Sales Conference

With "It's Time To Sell Diesels Again " as their theme,
over 200 Fairbanks, Morse & Company, men from
branch houses, field sales and service divisions spent
four days during the week of October 17 in a compact,
fast-moving work conference at their Beloit, Wis., works.

The members in attendance at the conference came
from all parts of the United States, Mexico and Canada.
General chairman of the work conference was O. O.
Lewis, Sales Manager, assisted by T. M. Robie, Manager
of Diesel Sales, and H. J. Barbour, Manager of Sales
Promotion and Public Relations.

The conference began with a management seminar on

the subject, "How To Hire and Improve People", con-
ducted by the Personnel Institute, Inc., New York City.
An inspection tour of the Beloit Works production
facilities was made on the second day. The third day,
papers were presented covering the application of the
Opposed-Piston and Model 31 en-bloc diesels, and new,
improved models of engines were shown. Closing day
of the work conferences was devoted to a comprehensive
discussion of engineering studies and developments of
Dual Fuel use. The subjects of advertising, finance credits
and contract procedure were also covered, and sales
suggestion talks were presented.

at the Diesel Sales Conference.

Page iOO

PACIFIC MARINE REVIEW

*